aerokurier 11/2002
 Editiorial Safety pilots ignored / Feature Do-27
meeting / Pilot
Report Cirrus SR22 / Air Shows What’s
new from the NBAA, Take Off 2002: new venue in Stadtlohn / Magazine Single-engine
commercial IFR operations soon to be permitted?, Reorganisation at Piper, Charges for
joint use: a federal government rip-off?, New European pilot’s licences (part 7),
In the cockpit with Frank Heftrich / The Fascination of Veteran Aircraft Culver V-200:
assisted flying / Travel Visiting
the Green Island: Ireland / Flying Aerobatics display to music / Practice Flying
in the cold season, Cockpit noise-induced mental block, Accident analysis: head injury a
cause of an accident? / Ultralight Magni Gyro M-16, One-eighty turn: from
carelessness to catastrophe / Gliding German 18m and Open Class Championships,
Gliding in the Rocky Mountains, Long-distance adventure: from the Alb to Andalusia,
Bavarian Champ, Gliding simulator SFS 4, Model maintenance: DG-808S Competition, Gliding
Day 2002 on the Perlan project, New short-fuselage SG-1 glider from New Zealand
EDITORIAL
Safety pilots ignored
It is not just elderly pilots who like to call on the services of a safety pilot. Pilots
who have only recently got their PPLs or have only just upgraded to twin-engined planes or
IFR often also feel more secure if they are accompanied by a safety pilot until they have
accumulated some experience and can fly solo with confidence.
From an air safety point of view, this approach only makes sense. It is a proof of a
pilot’s sense of responsibility if he takes a second qualified pilot along with him,
even though this is not strictly necessary from a regulatory point of view and he is in
fact allowed by law to fly on his own.
However, the law totally ignores the case of the flying instructor or
experienced pilot who sits alongside a second pilot in the role of safety pilot. The
result is that in aircraft requiring only one crew member safety pilots are viewed as
passengers and are not allowed to log their flying time in their logbooks.
In my view, this is very short-sighted and there is a need for action
on the part of the legislator.
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FEATURE
Do-27 meeting
The advent of the Do-27 marked the start of a new chapter in aviation history in
Germany. The aircraft earned its place in the history books as the first plane to be
produced on a large-scale in Germany after the Second World War.
A group of enthusiasts is keeping the classic plane alive and
meets once a year for a "Do Meeting".
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PILOT REPORT
Cirrus SR22
Anyone deciding on a Cirrus SR22 will have to stomp up nearly $57,000 more than for
the original type, the SR20. So what does the customer get for his money?
When one compares the two planes’ performance charts, some of the
answers become apparent. The more powerful Cirrus is a good 20 KTAS faster during the
cruise. In transit at an altitude of 8000ft with 75% power, it delivers 183kt without
straining itself, compared with "only" 161kt for the SR20. Again, the
Cirrus’s climb performance is almost 500ft/min better. However, there is a penalty to
pay for the SR22’s superior flying performance: its 110hp engine is a lot more
thirsty.
aerokurier’s eight-page pilot report in the November issue is
packed with information about all the SR22’s other interesting features, especially
on the avionics side, and its handling characteristics.
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AIR SHOWS
What’s new from the NBAA
Once a year the NBAA, the influential body that representing Business Aviation
interests in the USA, puts on a convention, at a different venue every year. This is the
biggest and most important Business Aviation show in the world and a favourite setting for
unveiling new products.
Take Off 2002: new venue in Stadtlohn
There was a daring change of venue for this year’s Take Off show, which for the
first time was held at the important regional airport of Stadtlohn-Vreden, close to the
Dutch border.
From Friday 27 September to Sunday 29 September, the General Aviation
air show, which has a strong regional flavour and is oriented towards the north of Germany
and the Netherlands, was held for the first time in one central location, after two
previous events held in Münster/Telgte and Münster respectively. More than 50 exhibitors
showed off their offerings in the static display and the closed exhibition space at the
airport. All the major light aircraft manufacturers and dealer organisations were
represented, whereas there was only a sparse sprinkling of ultralights in the exhibition
area. The German ultralight manufacturers had agreed not to attend in the wake of the
present heated debate about weight, which has created turmoil throughout the sector. The
result was that they missed a good opportunity to promote themselves.
For individual exhibitors, the show was extremely successful. Diamond
sold two DA 40 TDI’s, and, according to Frank Wortmann, regional sales manager, these
sales had not been set up in advance of the show. It was simply a case of the purchasers
taking the opportunity to have a closer look at the DA 40 and to test-fly it in Stadtlohn.
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MAGAZINE
Single-engine commercial IFR operations soon to be permitted?
The question of allowing commercial single-engined operations under IFR conditions has
been the subject of interminable debate in Europe. Now it could finally become a reality.
Reorganisation at Piper
To lower production costs and at the same time improve quality, Piper is introducing a
new production method. The company is also working on some new models.
Charges for joint use: a federal government rip-off?
The German government plans to increase charges for the joint use of military
airfields and other state-owned properties. The clubs affected are threatened with hefty
surcharges. Luftfahrtverein Wildeshausen-Ahlhorn e. V., a flying club which has been based
at Ahlhorn aerodrome for 30 years, is mounting a defence against what it views as
unjustified price increases. The members believe that if flying clubs are forced to pass
on these higher charges to their memberships, youth work will be especially hard hit at
the clubs concerned.
New European pilot’s licences (part 7)
The introduction of JAR-FCL is scheduled for the beginning of 2003. Pilots still have
many as yet unanswered questions. As part of a multi-part series, aerokurier is answering
the questions most frequently asked. Part 7 is concerned with the area of flying
instructors and flying examiners.
What training content will have to be covered in compulsory lessons
with an instructor? Can I as a flying instructor also fail a private pilot whose flying
skills exhibit major shortcomings in the mandatory training flight for the licence
extension? What types of flying examiner will there be under the JAR-FCL? These and many
other questions are answered in the latest issue of aerokurier.
In the cockpit with Frank Heftrich
Discipline has been a recurring theme throughout Frank Heftrich’s life. He
pursues his objectives single-mindedly and confidently and achieves goals he has set
himself which others would not even think of. Today he works as senior consultant with the
Kreutz & Partner firm of management consultants, which operates throughout Europe, and
provides his clients amongst other things with advice on issues of strategic corporate
planning and stock market flotations. His customers include some aviation companies.
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THE FASCINATION OF VETERAN AIRCRAFT
Culver V-200: assisted flying
For some people the Culver V, developed in the 1940s, was a step forward into a
technical cul-de-sac, while for others it was far ahead of its times. In the two-seater
low-wing aircraft ,Al Mooney, whose planes were later to become world-famous, had designed
a plane intended to appeal especially to less experienced pilots.
Its "Simpli-Fly" automatic system was intended to reduce
pilot workload. But in practice Mooney’s idea did not live up to the theory. From a
commercial point of view the Culver V was a flop, but, thanks to its unusual technology,
today it is a popular collector’s item among its fans. We present a particularly
attractive example in this month’s aerokurier.
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TRAVEL
Visiting the Green Island: Ireland
Anyone who dislikes rain should avoid going to Ireland. But if you enjoy making new
discoveries between meteorological peaks and troughs and are interested in landing in the
country that at one time was the first stop on every Atlantic crossing, then the Green
Island will be right up your street. Helga Kleisny went there in a Cessna 172.
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FLYING
Aerobatics display to music
Extra pilot Angelika Heiss gives her own unconventional interpretation of the music of
the Adiemus group, combining aerobatics and dance into a harmonious unity.
A beguiling, exotic melody which few can resist. Choral chants that seem to
come from a supernatural world, accompanied by a suggestive soprano flute. A blue and
golden Extra 200 steps delicately through the sky in time to the music, blending with the
rhythm and allowing itself to be carried along from beat to beat.
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PRACTICE
Flying in the cold season
A snow-covered landscape and low, winter temperatures do not necessarily an end to
flying. However, it is essential to observe the special requirements, risks and
limitations of winter flying.
Cockpit noise-induced mental block
Unless one is sitting in a glider, there is no avoiding cockpit noise. This can affect
one’s flying performance, in that it constrains one’s mental processes and
impedes access to information stored in memory, while it can also cause permanent hearing
loss.
Accident analysis: head injury a cause of an accident?
The Christen Eagle of a 78-year-old pilot rebounded on the surface of a lake
after an aerobatics training session and was smashed to pieces. During the accident
investigation it turned out that the pilot had twice lost consciousness for a short period
following injuries to the head.
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ULTRALIGHT
Magni Gyro M-16
Several hundred Magni Gyros are already flying in Europe. Now they are to be joined by
the Italian M-16 tandem trainer. A gyroplane dedicated to providing one thing, the
ultimate in flying pleasure.
We visited Drive & Fly, importer of this amazingly agile aircraft,
at Trier-Föhren airfield, and took a closer look at the M-16 on your behalf. The plane is
expected to be shortly certificated in Germany as an ultralight.
One-eighty turn: from carelessness to catastrophe
A Rans S-10 Sakota crashed into a wooded area immediately after take-off one day
in July. The accident investigation uncovered a long series of careless mistakes in
handling the ultralight, in which an incorrect response on the part of the pilot in the
specific accident situation was only the last link in a whole chain of events leading up
to disaster.
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GLIDING
German 18m and Open Class Championships
There was a two-week-long respite in August in the relentless onslaught of rain this
summer. This happened to coincide with the German Championships in the Open and 18m
classes in Klippeneck.
The result was no less than nine contest days on which it was possible
to fly distances appropriate to these classes. It was the first time that any German
gliding championships had been held at Klippeneck, and this soon proved to be a stroke of
luck. In fact it became apparent already at the opening ceremony in Denkingen. Although it
was still raining at the time, hardly any of the 70 pilots who had entered had ever
experienced such a warm welcome from a community as they got from the locals.
The warmness of this reception was repeated at the subsequent
prize-giving ceremony, at which the guest of honour was the Minister President of
Baden-Württemberg, Erwin Teufel. His statement, "Gliding means much more to me than
Formula One," earned him a long applause.
Between the two events there were nine contest days for the 18m class
and eight for the Open class with some very long distances flown – something that
came as a surprise to many pilots, given the advanced time of year. Our report chronicles
the competition day-by-day.
Gliding in the Rocky Mountains
In Parowan, on the south-west edge of the Rocky Mountains, the German Günther Jacobs
runs a gliding centre. Three Bundeswehr sportsmen used the centre in June for some
long-distance flying.
In 1999, Günther Jacobs demonstrated what wonderful distance
flying conditions can be found even in Germany, when he flew a 1000km triangular course
from Betzdorf in his ASH 26e. For over a year now, the Barron-Hilton Cup winner has been
flying in Utah on the southern edge of the Rocky Mountains. About 300km to the south of
Salt Lake City and approximately 250km to the north-east of Las Vegas – as the crow
flies, it is about 160km to the Grand Canyon in the south. Here, in Parowan, he runs the
Parodise Soaring Center and praises the gliding conditions in the highest terms. Climb
rates of up to 8m/s up to the clouds at an altitude of 6,000m are not unusual there.
Apparently 90% of days between the middle of May and the end of September are flyable.
Long-distance adventure: from the Alb to Andalusia
2,500km was the final tally achieved by Roland Schlude and Rosi Scheck at the end of
May, when they took their DG-500M on a touring holiday from Albstadt to the depths of
Spain. One of the best things about their experience was the hospitality they enjoyed at
the many airfields they stopped at on the way.
Their gliding ambitions demanded that as much flying as possible should
be completed without any power. This did not always work. From time to time the conditions
forced them to fly "saw tooth style", that is, to climb with the engine and then
glide down from altitude until another engine boost became necessary. This was the only
way they could accomplish their ambitious flying project in two weeks of May. Altogether
they got 60 flying hours, with about 17 of them in powered flight.
Bavarian Champ
Bad weather, experiment successful! That is how one could summarise the results of the
International Bavarian C(h)amp 2002 in Bayreuth. One of the highlights was the testing out
of novel scoring systems.
Gliding simulator SFS 4
The arrival of autumn signals the end of the gliding season. Does this have to mean no
more flying for six months? Is the only gliding-related activity possible working in the
workshop or admiring one’s snapshots of the season now finished? With the SFS 4
gliding simulator, this no longer has to be so.
Instead, one can glide on the PC – albeit with the limitations
associated with a purely audio-visual representation on a PC monitor, without any
simulation of motion. In version 4.07 of the program, authors Uwe Milde and Detlev
Schwetzler have succeeded in making the experience very close to the real thing. They have
designed the Windows program as a relaxing game, in which the aerodynamic behaviour and
the response to control inputs of a number of gliders is authentically reproduced. The SFS
pilot will find gliding terrain and airfields reproduced in painstaking detail, and can
fly distances and competitive flights, although at present these are limited to
Weserbergland and the surrounding area. Both winch and aerotow take-offs are possible,
while landing is also highly realistic. Upcurrents can be used in the form of slope winds
and thermals. If desired, navigation can be facilitated with a GPS.
In this implementation, the glider simulator has been transformed into
a real alternative for the glider pilot frustrated by bad weather. Anyone who takes on a
competition task, competing with others, can easily fall under the grip of competitive
fever.
DG-808S Competition
In future it will be possible to adapt the glider version of the DG-800 Racing/18m
class aircraft from DG-Flugzeugbau to strong gliding conditions. This will be possible as
their maximum gross weights have been increased, respectively, by 45kg and 65kg. The
DG-808S Competition will take 231 litres of water as ballast, so that it can now fly with
570kg in the 15m wingspan variant and 590kg in the 18m wingspan version. The equivalent
maximum wing loadings are 53.4kg/m2 and 50kg/m2 respectively.
Gliding Day 2002 on the Perlan project
A highly topical project is the subject of the lecture to be given at the German
Gliding Day on Saturday, 2 November in the Berlin Congress Centre in the Köllnischer Park
(start time 9.30 a.m.). Former NASA test pilot Einar Enevoldson and meteorologist
Elizabeth Carter from the team of Steve Fossett, the millionaire aviation record-seeker
who only recently caught the headlines with a solo round-the-world flight in a balloon,
will report on Fossett’s latest project, an attempt to break the gliding altitude
record at 30,000m.
New short-fuselage SG-1 glider from New Zealand
The short-fuselage SG-1 glider, a private initiative led by Gregg MacPherson and
Murray Haszard in New Zealand, is taking shape. It bears an uncanny similarity to the
Genesis 2 under production in Lithuania for the Genesis Group of the USA. But according to
the designers, the SG-1’s aerodynamic characteristics will be quite different. The
development goal is a glider that will be as light as possible (empty weight 143kg), can
be flown slowly and thus has good winch performance combined with good off-field landing
characteristics.
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