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aerokurier 6/1998
From the computer into the cockpit Today’s PC-based flight simulators are very different compared to the first generation programs. The presentation of the terrain has reached a quality which, only a few years ago, was the domain of large aircraft simulators. The characteristics and the sound of the virtual aircraft are very close to reality. Whomever still thinks of these flight simulators as games is underestimating the simulators’ capacities. Studies by the Royal Air Force show that pilots, who have "flown" with normal PC-based flight simulation programs, show a significantly better performance in the cockpit than those who climbed into the cockpit without having used such programs. PC-based flight simulators are an ideal tool to generate new pilots: they are affordable (approximately 120 Mark), fast to install and easy but very realistic to operate. The FAI as the top airsport commission is already considering to recognize PC competitions as "airsport competitions". However, even though PC simulators are getting better all the time, one thing is sure: they can’t replace the excitement of a real flight. The feeling of flying a real aircraft will always be the more fascinating sensation. This is a big chance for generating new pilots: the step from the virtual cockpit into a real one is only a small one, if one only gets shown the way. DR500/200i Président: Robin’s new four-seater Piero Intelisano, German Robin representative, always had an ear for his customers. For a long time, they had asked for a more powerful engine of the popular four-seater Regent. Meanwhile, the customers’ wishes have reached the company’s headquarters which is now offering a derivative of the DR400/180. The main improvement of the now called Président is a 200 hp Lycoming fuel-injected engine. Also, the cabin is now wider. In spite of the larger frontal area, the new aircraft offers a performance which is superior to the Regent in some aspects. The Président has a slightly better climb performance and flies a noticeable number of knots faster in cruise. The German type certification is expected soon. Best-seller in spite of delays: Citation Excel certified With the Citation Excel, Cessna has created a light business jet which strives for the first place in its class not only regarding to comfort and space available. However, the road to certification was harder than expected. The Cessna Aircraft Company has no less than six different business jets in production. On 22 April, the company received the FAA certification for the Excel, more than six months later as originally announced when presenting the project. The Excel has gained considerable weight in its development phase. The Maximum take-off weight now is 9072 kg. Since the maximum fuel capacity grew also, the aircraft suffered only 50 kilometers in range. The jet’s cruise performance is better than expected. At 35000 ft, the Citation Excel is flying with a maximum cruise speed of 430 kts (796 km/h). The newest Citation’s cockpit is well suited for the pilots. Honeywell’s Primus 1000 are the standard avionics. Not only the pilots, the passengers are to feel comfortable in business jets also. The Excel’s cabin is offering the best prerequisites for this goal. The delays and weight increase have not hampered the market demand for the new jet. Cessna supposedly has more than 200 orders for the Excel in its books, making the Excel the fastest selling jet ever. Galaxy flight testing The Israelian-American business jet Galaxy has meanwhile accumulated more than 120 flight hours. According to the Galaxy Aerospace Corporation, the first prototype is flown almost daily, with flight times from three to six hours. The stall tests are reportedly almost completed and the jet has reached a maximum speed of Mach 0.90. Prototype number two was supposed to take off in May and then join the test and certification program. Fairchild Dornier 328 for MTM In April, MTM Aviation has taken its first Dornier 328 into service. The aircraft, named "Bavarian Star" is equipped with a versatile interior which, after only a short ground time, allows the utilization of the aircraft in either of the three roles: executive charter, commuter flights, or ambulance flights. MTM also offers the Dornier 328 as a flying ambulance control post for catastrophy missions. It is equipped with the appropriate means of communications and can operate independently from a ground-based energy supply. MTM Aviation has been flying for ten years as the exclusive partner of the German Red Cross’s airborne ambulance service. In the frame of these missions, the Munich based operator also uses a Canadair Challenger with a flexible interior which holds one place for intensive care. The challenge: build it yourself instead of buying You don’t like to buy aircraft off the shelf? There are many more interesting aircraft. However, you have to build them yourself. In this article, we are describing three ways to accomplish the home-building of an aircraft, we explain which materials have to be used and how to deal with the certification issues. There are many more reasons to build an aircraft yourself. At the top of the list is the pleasure of coping with a technological challenge and the enthusiasm for a special aircraft that can’t be bought around the corner. From the blue print to the aircraft Who is taking the task of building her own aircraft is facing a lot of questions. One of the most important is the decision whether to build the aircraft from a kit or from blue prints. We present three home-builder amateurs who have decided for the blue print variant. All three of them have built, over several years: a 75 percent scale replica of the Focke Wulf Fw 190 in wood, an Acro II biplane in composites, and the Cozy, a two-seat canard aircraft in modern plastic technology. Aircraft from a kit Open the package, put the parts together and go fly – ideally this would be the assembly of a kit aircraft. However, reality is different. A kit plane leaves a lot for the individual builder to make it a unique aircraft. With the help of a kit, Jürgen Drumm has fulfilled his dream of building his own plane. Meanwhile the engineer has been flying for five years with his RV-6A, for which he received a prize from the OUV (German EAA). The aircraft flight log shows 500 flying hours and 1100 take-offs and landings – just an indication for lots of fun flying. The article highlights what to look for when building a kit aircraft. Building with manufacturer support The options to build a kit aircraft with the support of the kit’s manufacturer are still rare, even though this approach has some distinct advantages. The manufacturer knows best how to approach the assembly of the different components and knows about the problem area. The French company Dyn Aéro, based in Dijon-Darois, is one of the first companies to offer the so called assembly support to their customers. Everyone who buys a kit of the two-seat MCR 01, no matter if its in the experimental or the ultralight version, can work on the aircraft for three weeks in the manufacturer’s plant, getting all the expertise and technical support along with the right tools. The offer seems to be attractive to many customers: in only one and a half years, Dyn Aéro has sold approximately 80 kits. The new approach is especially useful to new builders who are afraid of taking the challenge home-building. The do-it-yourself builders come from all professions: there are airline pilots as well as office workers. The right material Wood, composite, metal or plastic: The home-builder has all options available. Often, the decision is made based on personal preferences. Although plastic is the most demanding material for amateur builders, it is the most favored material for homebuilt aircraft today. In this article we tell you about the criteria for the application of the different materials and what kind of a place you need to build the aircraft. Certification of the experimental with the support of the OUV For 30 years, the Oskar-Ursinus-Vereinigung (German experimental aircraft association) has represented the interests of the German homebuilders. The association also accompanies its members from the start of the project until the homebuilt aircraft is certified. . Controlled small airports The institution of controlling officials at small and actually uncontrolled airports in Germany is being increasingly criticized. Is the airport information service on landing sites really necessary? We think it’s time to look at the bottom line: What are the tasks of these people and what are they allowed to do? The name "airport information service" says it all: It’s supposed to be a service for pilots who are approaching or departing a small airfield. The person behind the service is called flight director (Flugleiter). In certain situations, he is allowed to do more than to just give out information. Airshow "take-off" in Münster The aerospace fair "take-off" had its premiere from 7 to 10 May in Münster. Many of the 120 exhibitors were satisfied with the first general aviation trade fair in northern Germany. However, it would have been presumptuous to expect that the show at the airfield Münster-Telgte and the fair hall in the city of Münster would have reached the quantity of the Aero in Friedrichshafen. Even though, take-off did not show real news, there were some highlights. Many of the exhibitors were surprised by the high quality of the visitors (6367 in total). The organizers were criticized by several exhibitors who came to Münster with the expectation to find the same good organization that the Aero in Friedrichshafen offers. Hans-Christian Hummelbrunner, German representative of the twin-engine M-20 Mewa, for example was very upset about the closure of the static display, making it impossible for the visitors to come to the exhibitors at the display. Pan-Americana with a flying boat – part I For three months, Peter Jacoby and Wolfgang Hamann flew through South America with a single-engine Lake 270 T Renegade amphibious aircraft. They crossed the Atlantic from the Cape Verde Islands and visited Rio de Janeiro, Montevideo, and Buenos Aires. From Tierra del Fuego they flew into the Antarctic, continuing to the Falkland Islands where they were invited to be the witness to the marriage if they would reach Port Stanley in time for the wedding of their friend. Peter Jacoby is writing about the adventurous trip with the flying boat in three parts. The "Spirit of St. Louis" flies again Seven decades after the historical Transatlantic flight of Charles Lindbergh, the famous "Spirit of St. Louis" is flying again. Not the original however, which is still hanging at the ceiling of the Smithsonian Institute of Aerospace in Washington. The flyable and very detailed replica was built by the Swede Pierre Holländer. Transition to tailwheel aircraft For most of the pilots, tailwheel aircraft are vicious and difficult to tame. In reality they are not any more difficult to handle than any three-wheel plane. Thomas Dietrich describes the points to remember when transitioning to tailwheel aircraft. He explains what to look for when taxiing and how to land this type of aircraft: when to make a three-point touch-down, when to land on the main wheels first and when it’s time for a wheelie, a landing on just one main wheel. Refueling: Don’t forget the tank cap Many general aviation accidents are due to fuel starvation. Several crashes in the recent years are related to forgotten tank caps. Depending on the aircraft type, missing filler caps have different effects. In high-wing aircraft, such as the Cessna singles, the pilot can not visually check the position of the caps during flight. In some aircraft, the cap is secured with a chain. However, even the chain can’t stop the fuel from being sucked out of the tank in flight. However, at least these caps make considerable noise when bouncing on the wings. The best thing to do when assuming that the tank has not been closed properly is to switch the fuel system to the fullest tank and to land at the nearest airport. Even two full tanks of Avgas in an average general aviation aircraft can be sucked dry in less than 30 minutes. aerokurier action: landing with no fees Our action "landing without fees" takes you to southern Germany this time. The June issue holds free tickets for landing in Jesenwang, Mengen and Eggenfelden. Participate and get more landing practice. If your airport wants to participate in the aerokurier action, please call Heiko Müller in the editorial office of aerokurier (Tel.: +49 (0) 228-9565-129 or -222, or via e-mail). Weather related flight accidents/ part III The German weather service’s (DWD) analysis of obvious weather related accidents in the time from 1994 to 1996 makes one shiver. It almost seems unreal how much the weather was neglected in these flights. The short accident descriptions of the DWD analysis show that all of the accidents could have been prevented. The report clearly states: in almost all of the cases the pilots were immeasurably over-optimistic that the meteorological conditions would be good enough for the flight. Bad weather signs and the violation of minima were completely ignored. There was no or only a very late consideration for turning the aircraft around or looking for alternatives. The competitors: FK 9, G-3, CT These three modern plastic-generation ultralight aircraft show their strength in a direct comparison. The FK 9 Mark 3 from B & F, the G-3 Mirage from Remos Aircraft, and the Flight Design CT are in a very tight competition on the ultralight market. In our comparison, they are coming very close also. LS8-18: Step up into the 18-meter class Following the success in the Standard-Class, Rolladen Schneider’s LS8 is now available in an even bigger size: with 18 meters wingspan. For the change of classes, the aircraft is fitted with wing additions from the Racing-Class model LS6-c. However, the additional 5 points in the LS8’s glide number are much more affordable. Gliders with 18 meter wingspan are high in demand by glider pilots who enjoy flying. The performance increase as compared to 15 meter aircraft is significantly noticeable. The range increases. It is easier to cover distances with no thermal conditions. Cross-country flights can be extended further in the small "Open-Class aircraft". With its options, the LS8-18 is not only a good choice for pleasure pilots. The aircraft has the potential for successfully competing in the 18-meter Class. With its promising performance, its glide number of 48, and its handling advantage of not having to master a flap, the large LS8 in any case is an interesting alternative to flap-equipped 18-meter Class gliders. What’s missing in its all-round-capacity is a wider fuselage, such as can be found in the LS4. The additional cost of DM 9000 for the wing additions is moderate, raising the basic price for the LS8-a (DM 79700) to DM 88700. TOPTHERM, a new gliding weather forecast Gliding requires very detailed weather information. In competitions, even the smallest weather windows are to be used to the optimum and large-scale flights in the German championships have to be fit into the good weather area as much as possible. For these high-end demands, the German weather service (DWD) has now developed a new kind of weather forecast, called TOPTHERM, which is available via the DWD’s pc_met online service beginning in June. In practice, TOPTHERM is generating colour-coded areas, representing the quality of the thermal conditions, which is adapted to the German GAFOR map (dividing Germany in several forecast areas). After mouseclicking on a GAFOR field from TOPTHERM, a box opens up with exact information about the thermal quality of this area over the day’s period, furthermore devided in 200-meter altitude increments. There is further information on about the cloud coverage in medium and high altitudes. 20th International Hockenheim gliding competition A total of 41000 kilometers was covered at this year’s Hockenheim competition, the participants flying average speeds of more than 106 km/h. However, numbers don’t say everything. The total of 85 pilots averaged routes of only 482 kilometers. There were four scoring days in the Standard Class and only three scorable days in the other classes. (results) Training camp for the national team The weather forecast was rather bad for the training camp of the national team (FAI classes) in Landau. However, that’s what the pilots wanted. The goal of the German national gliding team was to accomplish the spring training under domestic conditions. The reason being that the European championships at the beginning of August are held in Poland and the pre-world championships and the championships 1999 itself in Germany. With the versatility of geological and topographical structures, the Rhine valley that was picked as the location of the event was a good compromise for the future venue of the championships next year. 1527 kilometers through the Alps On Monday, 26 April, Wolfgang Janowitsch and Hermann Trimmel (Nimbus 4DM) logged the longest cross-country flight in Europe. In almost a pure ridge soaring flight, they completed a shuttle between Wiener Neustadt and Arlberg over a length of 1527 kilometers, spending only 4,5 percent in turning flight conditions. Only Ray Lynskey and Terry Delore, each of whom covered distances of 2000 kilometers in the New Zealand Alps, have flown farther. For their 1527-kilometer flight, Janowitsch and Trimmel used the Austrian Alps from their eastern end until the western boundary, such exceeding the return flight record from Klaus Ohlmann that was set on 9 July, 1996, over a distance of 1419 km in the southern Alps (route: Serres – Klagenfurt). The 1527 kilometers were flown in 14,5 hours (!) and three turning points (Jojo). The first turning point was Flirsch at the Arlberg, the second was the mountain station of the Raxalpe all the way in the East, continuing to Innsbruck and then on to the starting point Wiener Neustadt West. |
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Last updated May 20, 1998
