aerokurier 5/2001
Editiorial The driving force of innovation / Feature Traffic monitoring above LA / Pilot Report Cessna Citation CJ2  / Magazine Iskra II: fighter for private pilots, Adam M-309 uses CPI program, German ATC and met services join forces to enable self-briefing at airports, Procedural trainers: Mechtronix, Flight Planner 5.0: a new generation, Moving Map: Copilot with Flight Planner 5.0, Avionics: more colour for the cockpit, In the cockpit with Magret Budert-Waltz / Aircraft Report Do 28A-1: sturdy and robust / Travel  A short trip to Porters Lake / Flying Flying: Super Aero 45 / Pilatus P-2 / Practice Passenger in the pilot’s seat, The first hour of flying, Accident analysis: collision in downwind leg / Gliding Planning your way to more freedom, C-squad training camp in St. Auban, Status reports on glider construction: Idaflieg winter meeting, StrePla 2: now with ICAO maps, A new future for the Wasserkuppe, Compact transponder for gliding, Gliding sector Alzey in C class airspace near Frankfurt / Special Ultralight Freedom at last!, Market overview of ultralight aircraft, Ultralight helicopters, Useful load problem: new weight limits for ultralights?, Training: how to get a UL licence, Figures and trends: forging ahead in the fast lane

EDITORIAL

In his commentary, aerokurier editor-in-chief Volker K. Thomalla considers the influence of innovation on markets. Innovation actually creates new markets, Thomalla argues, and cites as one of several examples the Global Positioning System (GPS), which constitutes a technological revolution. That is why the system is today to be found in virtually every aircraft. Huge numbers of GPS receivers, databases and accessories have been sold since the advent of GPS: a market worth billions has sprung up.
     Innovation is also to be found in General Aviation and in Europe, for example, in the ultralight scene, to which much of this special issue of aerokurier is devoted. But innovation should not be an end in itself, according to Thomalla. Only innovation which has benefits to offer users compared with the old technology will succeed. A number of ideas have been put forward here which, if implemented, could give flying for sport a real boost forwards. Examples here are solar powerplants in powered gliders and diesel engines for powered aircraft.

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FEATURE

Every morning between 6am and 9am and every afternoon between 4pm and 6pm Chuck Street goes on patrol in his bright green helicopter. His destination is the streets of Los Angeles or, to be more precise, the city highways during the rush hour. Chuck has been flying for the broadcasting station KIISFM 107.2 for 17 years. Traffic reports and details of traffic jams are inserted live into the programme every few minutes. They are supplemented by a lot of advertising, which covers much of the cost of the helicopter flights. "Commander Chuck" and his Bell 206 are part of the everyday scene – 700 feet above LA.

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PILOT REPORT

Cessna has unveiled its latest offering. The brand new CJ2 not only can take two extra passengers but, compared with the smaller model on which it is based, the CJ1, it is also quite a bit faster. The latest product to be rolled out of the Cessna production lines is quite captivating with its almost 5.7m long cabin and wings over 15m long.
   The maximum cruise speed, which at the drawing-board stage was specified at 400kt, has been revised upwards to 410kt (759km/h). Originally the new plane was to be 25 to 35kt faster than the CJ1, but in fact it is faster still, for example a whole 55kt (102 km/h) faster at flight level 410.
   The CJ2, which carries a price tag of $4,195,000, is powered by two Williams-Rolls FJ44-2C. The powerplants together provide 4,800lb of thrust on take-off – no less than 1,000lb more than the two FJ44-1A’s on the CJ1.

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MAGAZINE

A two-seater jet that will allow even private pilots to enjoy the feeling of being in a proper fighter is currently under development in Poland.
Edward Marganski, who is building the Swift and Fox aerobatics glider amongst other items in his licensed workshop in Bielsko Biala, is developing the two-seater jet in unadulterated fighter in close co-operation with the Technical University of Warsaw, using state-of-the-art construction technology. The Iskra II, which can fly at up to 1000 km/h, is to be offered both to the military as a basic and advanced trainer and also, at least in kit form, to interested private pilots. Marganski does not even exclude a type certification.
We visited Bielsko Biala, where final assembly is under way of the first prototype, which will have its maiden flight this summer.

American George Adam’s M-309 brings fresh life to the push-pull concept. The twin-engined plane has been certified under the new CPI programme. Some time ago the FAA radically restructured the certification process for aircraft and their components as part of a Certification Process Improvement (CPI) programme. The effect of this is that manufacturers and certification authorities work closely together right from the beginning.
    To achieve the maximum flexibility on test programmes and acceptance testing of parts, Designated Engineering Representatives (DER) and Designated Airworthiness Representatives (DAR) are used. These are technicians who may not work directly for the FAA but are authorised by the FAA to act on behalf of the organisation during the development and certification process.

Every flight, whether VFR or IFR, can only be as good as the preparation work that went into it. As the critical information providers, the DFS (the German air traffic control services provider) and the DWD (German Weather Service) are embarking together in a new direction.
     Before long the DFS aeronautical information service (AIS) will cease to have representation at the 17 international German airports, as the costs far exceed the income generated (see aerokurier January 2001). Instead, at the big airports self-briefing areas are to be set up in which all the information can be accessed from over a cable connection and flight plans can be submitted, just as for some time now it has been a common practice to submit these by Internet, fax or phone.

The Canadian company Mechtronix is planning to move in to the European simulator market in a big way. Teaming up with Jeppesen, the company is offering two new flight training devices (FTD) for VFR and IFR procedures training and type ratings.

ifos GmbH of Darmstadt unveiled a completely revised version of its planning software, Flight Planner, at AERO. Version 5 has the user interface of an Internet browser, and map management has been completely overhauled, making it a lot easier. It also uses the Internet to integrate meteorological information and for the flight planning task. aerokurier obtained the opportunity to have a look at the almost final beta version.

VIP2000 GmbH in Neunkirchen is offering a tailored mini-PC as a mobile moving map system for Flight Planner 5.0.
   The "Copilot" has a robust design with a good sized (6.4in), bright TFT display which is also easy to read when viewed from lateral angles and has a 6.4GB hard disk that is sufficiently shock resistance to withstand jolts and bumps (20g shock-proved). The Copilot’s dimensions are 203mm x 135mm x 38mm and it weighs around 900g. That makes it the same size as a control horn.

With the advent of springtime, people are starting to think about upgrading their avionics. Especially in the area of colour displays, a wide variety of alternatives aimed at the General Aviation market is available. We introduce amongst other items the Bendix/King IFR-GPS receiver KLN 94, Garmin’s GNS 530 IFR-GPS/Com/Nav and the GMA-340 audio control panel, plus "Micmate", the adaptive signal processor for the headset.

In the cockpit with Magret Budert-Waltz

For 22 years she has been flying planes across the Atlantic. Usually they are single-engined aircraft, which means that Magret Budert-Waltz (44) then spends three days on her own in transit. Born in Marl, she acquired her flying skills in Hangelar and was then, at the age of 19, the youngest flying instructor in Germany. These days her main occupation is ferry flying. At home, in Moscow, Pennsylvania, her husband looks after their home, their two daughters and the two dogs while Magret Waltz enjoys the hours of solitude airborne, passing the time reading a book or writing letters, or even sometimes chatting to her colleagues in other planes over the radio.

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AIRCRAFT REPORT

The Do 128’s appearance does not exactly give the impression of an imposing twin, and the plane may also not be particularly fast, but nevertheless its exudes fascination, both on the ground and in the air. The six- to eight-seat aircraft is an unadulterated example of early post-war German aircraft design, and its cabin offers passengers a spaciousness seldom found on twin-engined planes of this calibre. But the most impressive thing about it are its STOL characteristics.
   Particularly distinctive are the Do 28’s stub wings, on which the two Lycoming 250hp boxer engines and the robust main undercarriage are mounted. The tailskid wheel looks as if it came from a DC-3. You can read more about the character of this twin in the May edition of aerokurier – accompanied, as always, by lots of great photos.

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TRAVEL

A week was all the time Peter Heite could spare to romp around the seaplane paradise of Nova Scotia in the north of Canada. He did this on board a Cessna 170 on floats, and also in what for him was a new aircraft type – an ultralight. With the Rans S7 he explored idyllic places to land on the numerous lakes which the province of Nova Scotia has to offer.

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FLYING

Many industrial designs are regarded as perfectly fashioned even decades after their creation. Wilhelm Wagenfeld’s Bauhaus lamps are one such example. Or Lockheed’s famous Electra Junior. For Hilmar Niklaus his Super Aero 45, built in 1953, and his Pilatus P-2 are designs of classic beauty.

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PRACTICE

A tragic air accident provides the occasion to enquire more deeply into the question of which seat on an aircraft is the seat of the responsible pilot and what effect it has on the insurance cover if a passenger is sitting in this seat during an accident.

You can hardly wait. Finally you have the chance to realise your dream of flying? But before you lift off from the ground at the controls of an aircraft for the first time you should take the time to read this contribution carefully. This series covers VFR basics.

Accident analysis: collision in downwind leg

While the pilot of a Cessna 150 was flying a circuit around the Marl-Loemühle airfield, a Cessna 172 was approaching the aerodrome from the south. The pilot of this plane reported his location and intention to join the downwind leg of the circuit. He saw the other aircraft but failed to register the increasing danger as the planes moved towards each other. The pilot of the Cessna 150 was being briefed by his co-pilot on the layout of the Marl-Loemühle airfield, with which he was unfamiliar. Apparently this distracted the crew from maintaining a lookout. When the aircraft was clipped at an incline from behind, the propeller of the Cessna 172 severed the tail assembly of the Cessna 150. The aircraft crashed and both pilots were killed. The Cessna 172 was only slightly damaged and landed successfully, its crew unharmed.

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GLIDING

In the aerokurier Online Contest (OLC) 2001 flights on triangular courses will for the first time be rated more highly. As before, you are free to choose your own course but your flights should be well-planned. Examples show how to do your preliminary planning in general and specifically with reference to OLC triangular course flights.

The National junior team launched the 2001 gliding season with its spring training camp, held in the first two weeks of March in St. Auban. Theory and flights to the Grand Paradiso helped the C squad to get up to speed for the new season.

The winter meeting of the association of German academic flying groups (Idaflieg), held this time at the Technical University of Braunschweig, once again had some very interesting subjects on the agenda.
   The students of the ten academic flying groups represented in the Idaflieg and various guest speakers reported on the progress made on aircraft under development by the academic flying groups and other research and development projects from all areas of glider and light aircraft construction.

In a major leap forwards, a new version of the StrePla route planning program from 8F Computer will be available from the end of April. Version 2 incorporates a whole series of significant improvements – new maps and integration of weather information. The aerokurier team has examined the beta version.

The historic building complex on the Wasserkuppe mountain which has been used by the military for over 50 years is in the process of being transformed into an attractive youth training centre. The site will once again be devoted to flying for sport, youth and nature.
    The houses of the former Imperial Gliding School are currently undergoing renovation in a big way. The core of the "Wasserkuppe youth training centre" presently under construction has been functional since 1 September of last year.
   Around DM 3.2 million is being invested in rebuilding the former barracks. Much of this has come from donations and voluntary work. The platform for this is Jugendbildungsstätte Wasserkuppe eGmbH, a joint venture company established by Deutsche Jugend in Europa (djo) and the Gesellschaft zur Förderung des Segelflugs auf der Wasserkuppe (society for the promotion of gliding on Wasserkuppe Mountain).

Becker Avionics Systems took AERO 2001 completely by surprise. With its new ATC 4401, the avionics manufacturer is offering a C mode compact transponder that is ideal for gliding, where cockpit space is tight and battery life is short. It has been announced as being available in two versions with different transmitting power. The ATC 4401-175, with 175W transmitting power, is fully transistorised and should be economic to operate. The device fits into a standard 57mm round cut-out in the instrument panel (diagonal 6.1cm x 6.1cm), is 20.4cm long and weighs 725g.
   The ATC 4401 is designed for 12V and 28V aircraft electrical systems (10V to 32V). The 12V version of the ATC 4401-250, with 250W transmitting power, draws 270mA in standby mode and 1.3A during transmission.
The certified transponder should be available from the fourth quarter of 2001, at a price below DM 4,000.

Gliding sector Alzey in C class airspace near Frankfurt

The C class airspace around Frankfurt was enlarged once again in the middle of March. Particularly towards the west, it has been significantly extended. In Notam I-77/01, Deutsche Flugsicherung GmbH, the German air traffic control services provider, has now defined a narrow area of airspace in the C class airspace to the south-west of Frankfurt which can occasionally be used by gliders. The May edition of aerokurier provides a map showing the boundaries of the area.
   This sector, known by the name of Alzey, which covers an altitude band from 4,500ft MSL to flight level 65, will be available to all gliders once it becomes operational. Sector clearance must be obtained from air traffic control at Mainz/Finthen airfield. Anyone who wishes to use the airspace must contact Mainz/Finthen and stay in contact as long as they are transiting the sector. It is also possible to obtain clearance information through direct contact with Frankfurt Radar (119.15 MHz).

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SPECIAL Ultralight

In the space of only two decades, ultralight flying has undergone radical change. The "flying garden chairs" of old have been transformed into modern, light, powered aircraft for recreational pilots. Lightweight, quiet, economical.
    The weight definitions for UL aircraft are set to undergo major revision with a proposal submitted by the Deutscher Aero Club (DAeC) to the Federal Ministry for Transport, Building and Housing (BMVBW). But caution is called for. Some of the German Länder are already eyeing the administration of ultralight aircraft covetously to replace the work they are about to lose, for example, as a result of the introduction of JAR-FCL. There are signs that they might attempt to supplant the DAeC and the DULV (German ultralight flying association) in their work for the BMVBW. This would be a mistake. UL administration by the associations has worked well. In general, official bodies are the antithesis of freedom and flexibility. It would be a real blow for UL.

Every year brings new certification records: the UL class is booming. The large variety on offer is forcing sellers into a cut-throat competition, to the advantage of the purchaser.
    There are so many different planes on offer that it is difficult to get a proper perspective. Our wide market overview provides you with the information you need to find the ultralight that will meet your requirements.

In matters of ultralight helicopters, Germany is unexplored territory. The authorities are still opposed to change in this area. The example of Italy shows that flying with the ultralight rotorcraft works very well.
   Andreas Küster did his UL helicopter training there. What is required, how much you can expect to have to pay and what helicopters are used during training is all explained in his contribution in our special Ultralight edition of aerokurier.

The problem is not new. ULs’ useful loads are too small. An amendment to the regulations governing their construction should provide some relief. Only 145kg of useful load, the maximum a UL can have if it is to obtain UL type certification, is not realistic.
   The DAeC has now submitted proposals to the Federal Ministry for Transport, Building and Housing (BMVBW) for a new weight definition. If these proposals were to be accepted, ULs would in future be able to fly with a 561kg MTOW instead of only 450kg.

No powered aircraft is cheaper to fly than a UL. The licence to fly a UL, the PPL-F, is obtained for the price of a driving licence. What requirements you have to satisfy as a "pedestrian" to acquire a UL pilot’s licence and what concessions there are for holders of a PPL is explained in this contribution. Also: tips on how to find the right flying school.

Ultralights are gaining increased recognition among recreational pilots. The numbers of certified UL’s and of persons acquiring licences are clear proof of this. Today more ultralight planes are flying than powered gliders. Every year more than twice as many new UL’s are certified as ten years ago.
    There is every reason to expect this trend to continue. Fuel price hikes are playing into the hands of UL aircraft because they are cheap to fly. Interest from pilots is increasing rapidly. In the meantime many clubs have recognised the opportunities which the modern generation of UL’s offers and are allowing their members to fly at favourable rates.

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