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| A Final Word from Sun 'n Fun — And It's "FADEC" | back to top |  |
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Exclusive Video from Sun 'n Fun 2008:
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For more than 100 years, piston aircraft pilots have been priming, pumping and leaning their engines to coax maximum performance out of them (or just keep them running). Other types of gasoline-powered conveyances largely ditched carburetion and all that comes with it 10 years ago but aircraft have been slow to adopt digital control of the things that make the prop go around. Continental has certified Full Authority Digitial Engine Control (FADEC) on its 0240 engine and the lessons learned are modestly leading the industry in a direction that seems inevitable. AVweb flew the FADEC demo Diamond DA20 at Sun 'n Fun and, thanks to software upgrades and other tweaks, there were none of the running faults that have been reported in the past. Not only does the engine run well, it can tell you when it's not feeling well. In this AVweb Exclusive Video from Glenn Pew, Continental's Phillip Grice explains the system and its advantages:
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This video brought to you by WxWorx XM WX
Satellite Weather
Aerocar Flies Again — With FADEC (Really)
Modern technology has come to the rescue of a persistent problem, which, had it been addressed in its time, might have made Molt Taylor's Aerocar more appealing in its day. The aircraft flew to Sun
'n Fun (it's the only flying example of five left) from its home away from home at a museum in Kissimmee, Fla. with its O-360 engine equipped with full authority digital engine control (FADEC). Owner
Ed Sweeney said that through most of its life the machine suffered chronic running faults because of the geometry of its old carburetor installation.
Sweeney explained that on the old engine, the carburetor had to be offset to accommodate the drive shaft. As a result, two cylinders got most of the fuel while the others were starved. "It runs better than it ever has," said Sweeney, who knew Taylor and first flew in the aircraft when he was 17. The Aerocar was owned by actor Bob Cummings for years and it came into Sweeney's hands about 20 years ago.
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| Venerable Vendors | back to top | |
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G3 SR20 Has New Wings, Refined Interior
The carbon fiber spar in the G3 wing weighs 40 lbs. less. Cirrus also added vortex generators and other small aerodynamic touches to improve handling, including a one-degree dihedral increase that eliminates the need for a rudder/aileron interconnect that had caused problems. The interior has also been redesigned with smoother lines and recessed switches with backlighting and a reworked fuse panel.
New Cessnas Make Show Debut
In fact, according to the Bend Bulletin the Oregon community is pinching itself over Cessna's move to Bend. While the company made headlines over its request for a $25 million subsidy from Kansas last week to build its Columbus large business jet there, Cessna hasn't asked for anything (except for a tower at the airport by 2009) from Bend officials. That's perhaps a good thing since Bend doesn't have any budget for business incentives.
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When Cirrus unveiled the G3 SR22 at last year's Sun 'n Fun, the reaction was positive and the response from customers was favorable. Lessons learned from the improvements of the flagship model were
applied to the entry-level SR20 and it made its show debut at this year's Sun 'n Fun. Probably the biggest change (and biggest mystery) of the project was putting the new wing from the SR22 on the new
SR20. Previous SR20s had a smaller wing than their more powerful stablemates. But when the larger wing was put on the SR20, the cruise speed actually went up by six or seven knots.
Cessna 350 and Cessna 400 models made their air show debut at Sun 'n Fun last week and company officials say there's been overwhelming response to the aircraft. Cessna was the winning bidder at a
bankruptcy auction for the former Columbia Aircraft late last year and began building the speedy composite singles in Cessna colors in December. The aircraft have been integrated into the company's
sales and support systems and Cessna continues to hire more staff at the Bend, Ore. plant.
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| Nifty Newbies | back to top | |
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Crowds Gander At New Goose
A company spokesman said that rather than taking advance orders, the firm wanted to ensure it could actually build the aircraft. Now that they've determined the plane can be manufactured again, they're getting ready for the marketing of the plane. Radial and turboprop versions will both be offered.
"Convertible" LSA Offered
The aircraft has a useful load of 504 lbs. and carries 14 gallons of useable fuel, with an option to double that amount. The company says it's a good training aircraft but it also boasts load limits of +6 and -4. The aircraft has been offered as a homebuilt for 10 years and while an LSA kit is in the works, the company is focusing on manufacturing the aircraft under the LSA category for the moment.
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| AVweb Audio — Are You Listening? | back to top | |
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Glasair Aviation's Mikael Via on "Two Weeks To Taxi" and the 51% Rule
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Podcast Index | How to Listen | Subscribe Via RSS
One of the more visible of the "new generation" of builder-assist programs, Glasair Aviation's Two Weeks to Taxi program has been continually updated since its inception in 2006. Company president Mikael Via talks about the program and the possible impact of changes to the 51% Rule.
Click here to listen. (14.7 MB, 16:05)
This podcast brought to you by Bose
Corporation
First Completed Texas Sport Cub Debuts at Sun 'n Fun
(Recorded Live at Sun 'n Fun 2008)
File Size 9.9 MB / Running Time 10:49
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Podcast Index | How to Listen | Subscribe Via RSS
Texas Sport's Kurt Sehnert talks with Kitplanes magazine's Marc Cook about the first completed Texas Sport Cub, which was on prominent display in the company's booth at Sun 'n Fun. The Texas Sport Cub is a derivative of the Legend Cub factory-built Light Sport aircraft that is constructed as an Experimental/Amateur-Built aircraft. It can be built to conform to LSA rules so it can be flown by Sport Pilots or to a higher gross weight for the rest of us.
Click here to listen. (9.9 MB, 10:49)
This podcast brought to you by Bose
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No Slippery Stuff On Aviation Oil
(Recorded Live at Sun 'n Fun 2008)
File Size 8.3 MB / Running Time 9:02
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Podcast Index | How to Listen | Subscribe Via RSS
To wrap up our daily Sun 'n Fun coverage, we have a quick chat with ConocoPhillips' Harold Tucker, director of technical information and training. An industry veteran, Tucker offers his thoughts on the ideal oil and external additives and gives us a few tips that could help pilots and owners get more life from their engines.
Click here to listen. (8.3 MB, 9:02)
This podcast brought to you by Bose
Corporation
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| News Briefs | back to top | |
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On the Fly ...A pilot leaving Sun 'n Fun about 11:30 a.m. Sunday was killed after his plane crashed shortly after takeoff. Identity and address of the pilot weren't available at deadline ... A blown flypast by National Guard F-16s at Fenway Park in Boston has resulted in the grounding of the out-of-position pilot. The maneuver he chose to remedy his error busted an altitude limit, but having video of the maneuver distributed on YouTube likely added to the attention ... Prince William has qualified as a military pilot. The second in line to the throne got his wings along with 24 other RAF cadets. William's dad, Prince Charles, pinned on the wings.
AVweb's Newstips Address ...
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Our best stories start with you. If you've heard something 200,000 pilots might want to know about, tell us. Submit news tips
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| New on AVweb | back to top | |
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Columns | Features | What's New | Calendar | Brainteasers
AVmail: Apr. 14, 2008Reader mail this week about LSAs, N. Mex., and much more about GA vs. F-16s in MOAs.
Click here to read this week's letters to the editor.
Probable Cause #56: Night ShiftFlying VFR at night can be very safe and enjoyable, but not when you're in the mountains.
Click here for the full story.
Some of my most memorable flights involve night flying, both for good and bad reasons. On the good side, I recall breathtaking sunsets, full, orange moons on the horizon, distant lightning and flying down New York City's East River after departing the now-closed Flushing Airport. On the bad side, I remember flogging a Skyhawk through a cold front into Asheville, N.C., shortly after getting my Instrument rating, plus getting nailed by a Hickory, N.C., used-car dealer's spotlight in that same Skyhawk years later. And then there was the time ... well, you get the idea. While the airplane certainly does not know whether the sun is shining, the lack of light makes many things more difficult to do from the left seat of an airplane at night. Some things -- like spotting well-lit traffic, airports and even transmission towers -- can be easier at night. But that's only true when the weather's good and I'm flying VFR. When the weather's bad, it's no contest: File and fly IFR on established airways or in a radar environment. In fact, I recently completed a four-hour, headwind-laden jaunt from Virginia to Georgia at night. All of the trip was flown IFR after the sun set. Some of it was IMC, but all of it was at or above 4000 feet msl. That's lower than I usually fly on a cross-country, but the winds weren't cooperating with me -- they rarely do -- and by the time I descended to 4000 feet, I was well above any obstacles along my well-known route. Even though I've spent a smidgeon of time over both the Appalachian and Rocky mountains at night, it's always been IFR, even though the weather may not have required it. The one thing I won't do is try to fly into deteriorating weather and mountains, at night, VFR and at low altitude. Doing it IFR can involve more work than during the daytime. But, it's often worth the effort. As we shall see, putting a little extra effort into nighttime flight planning -- and, especially, the weather we'll encounter -- can make or break a safe arrival at our destination.
Background
On March 21, 2004, at about 2050 Eastern time, a Piper PA-32R-301 was destroyed when it impacted mountainous terrain near Harlan, Ky. The non-Instrument-rated Private pilot and five passengers were fatally injured. Instrument conditions prevailed near the accident site. The flight departed the Darlington County Jetport (UDG), Darlington, S.C., with the Blue Grass Airport (LEX), Lexington, Ky., as its intended destination. Review of ATC communications and radar data revealed that the flight proceeded uneventfully and soon contacted the Tri-Cities Approach Control, requesting transition through the airspace, and descending from 10,000 feet to 4500 feet msl. After transitioning the airspace, ATC terminated services at about 2041. The last radar target return was recorded at 2048:43, with no altitude recorded. However, an altitude of 4500 feet was recorded on the previous radar target return, at 2148:24. The position of the last target return was approximately six miles southeast of the accident site, near the peak of Little Black Mountain.
InvestigationBefore takeoff, the pilot received a standard weather briefing, which included an icing advisory for occasional moderate rime or mixed ice in clouds and precipitation below 7000 feet msl over Kentucky and Indiana. The briefing also included information about cloud cover north and west of the Appalachian Mountains. The cloud cover was described as solid broken-to-overcast with bases between 3000 to 4000 feet msl and tops at 6000 feet. A weather observation at the Tri-Cities Regional Airport (TRI) at 2053 included visibility 10 miles and few clouds at 4700 feet agl. However, a Kentucky State Trooper observed heavy snowfall in the Harlan County area at the time of the accident, with possible accumulation of one inch in the mountainous areas. Additionally, the NEXRAD weather radar imagery report for 2100 revealed light to medium intensity echoes for southeastern Kentucky. All major components of the airplane were accounted for at the accident scene. The main wreckage was about 300 feet below the peak, on the southeast side of the mountain. The wreckage was oriented on about a 010-degree heading at approximately 3050 feet msl. The cockpit, and a large section of fuselage, were destroyed by fire. Flight-control continuity was established from the vertical stabilator, the horizontal stabilator, and the horizontal stabilator trim to the mid-cabin area. The landing gear system indicated it was retracted at impact, as did the wing flap system. The propeller exhibited evidence of being under power.
Probable Cause
The National Transportation Safety Board determined the probable cause(s) of this accident to include the "pilot's improper decision to continue VFR flight into IMC conditions and his failure to maintain terrain clearance, which resulted in controlled flight into terrain. Factors were night, snow and a low ceiling." It doesn't get much more succinct than that. Flying a perfectly good airplane into the side of a mountain is easy to do at night while trying to remain clear of a snow storm. The hard part is doing the extra work necessary to both understand the weather forecast and the terrain we'll be flying over. In fact, any time we'll be flying toward mountains, we must consider the terrain, even when in good VFR. In this accident, the pilot was probably proceeding along a direct course from his departure airport to his destination. That course would take the Saratoga over some of the most rugged terrain east of the Mississippi River. Shifting that course several degrees to the south would have kept the flight out of the highest terrain, and probably away from the snow showers. Once further west, the Saratoga could have turned north toward its destination. With the cloud tops forecast to be at 6000 feet, it's unclear why the pilot chose to descend from his higher cruising altitude. Since we don't know the current or forecast conditions at LEX, it's possible the pilot feared being caught on top of a cloud deck on arrival. And a VFR-only night flight over mountains and icing conditions would not be my first choice. But the choice to descend into hilly terrain and poor weather was the wrong one. Better to have landed at TRI and waited out the weather, and perhaps the night.
More accident analyses are available in AVweb's Probable Cause Index. And for monthly articles about safety, including accident reports like this one, subscribe to AVweb's sister publication, Aviation Safety. // --> |
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| Your Favorite FBOs | back to top | |
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FBO of the Week: Amelia Reid Aviation (KRHV, San Jose, CA)
Nominate an FBO | Rules | Tips | Questions | Winning FBOs
AVweb's "FBO of the Week" ribbon goes to Amelia Reid Aviation at KRHV in San Jose, California.
AVweb reader Konstantin Blank recommended the FBO, citing the unique training experience:
Amelia Reid Aviation is a rare place where you get excellent flight instruction while connecting with the roots of aviation. While they instruct for all airplane ratings, the spcialty is in tailwheel aircraft ... a place where hangar flying is a both a pleasure and valuable (non-loggable) flight experience. I recommend everyone get a tailwheel transition training here as it will be fun and make you a better pilot.
While tailwheel training isn't on our list for this year, we'll definitely spread the word. (And now we know a good FBO in San Jose to stop in on during our travels.)
Keep those nominations coming. For complete contest rules, click here. AVweb is actively seeking out the best FBOs in the country and another one, submitted by you, will be spotlighted here next Monday! |
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| The Top Reporter on Our Crack Staff ... Is You! | back to top | |
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Got Cylinders? Tell Us About Your Service History
Just click on this link to take the survey.
The results will appear in a future issue of Aviation Consumer. For subscription information, click here. |
Our sister publication, Aviation Consumer, is conducting a survey on aircraft engine cylinder products. If you've done an overhaul during the past several years, the magazine's editors would
like to hear from you on how the cylinders have performed.
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| Signing Off from Sun 'n Fun | back to top | |
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AVweb's Sun 'n Fun 2008 Galleries #6 of 7:
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CHOOSE GALLERY: one | two | three | four | five | SIX | seven
AVweb's Sun 'n Fun 2008 Galleries #7 of 7:
See You Next Year!
CHOOSE GALLERY: one | two | three | four | five | six | SEVEN
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CHOOSE GALLERY: one | two | three | four | five | six | SEVEN
Big thanks to photographer Mariano Rosales for snapping pics for us throughout the show; for more of his work, visit 12OClockLevel.com.
| The Lighter Side of Flight | back to top | |
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Short Final
We were a flight of three consisting of two Cessna 180s and one Maule headed into the Lake Parker holding pattern [for Sun 'n Fun 2008]. We had dropped to extended trail and began circling the lake following a Glastar, and we had two twins holding above us as well. After about 20 minutes of circling and waiting for the field to re-open after the airshow, we were joined in the hold by a new Cirrus pilot.
Controller:
Cirrus:
Maule:
Controller (laughing):
Chris Davis |
| More AVweb for Your Inbox | back to top | |
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AVwebBiz: AVweb's Business Aviation Newsletter
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HAVE YOU SIGNED UP yet for AVweb's NO-COST weekly business aviation newsletter, AVwebBiz? Reporting on breaking news,
Business AVflash focuses on the companies, the products and the industry leaders that make headlines in the business aviation industry. Business AVflash is a must read. Sign up today at | Names Behind the News | back to top | |
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Meet the AVwebFlash TeamAVwebFlash is a weekly summary of the latest news, articles, products, features, and events featured on AVweb, the internet's aviation magazine and news service.
The AVwebFlash team is:
Click here to send a letter to the editor. (Please let us know if your letter is not intended for publication.)
Comments or questions about the news should be sent here.
Have a product or service to advertise on AVweb? A question on marketing? Send it to AVweb's sales team.
If you're having trouble reading this newsletter in its HTML-rich format (or if you'd prefer a lighter, simpler format for your PDA or handheld device), there's also a text-only version of AVwebFlash. For complete instructions on making the switch, click here.
Aviate. Navigate. Communicate. |
