Newsdesk – General Aviation

Aircorp Project Director, Mr Brian Creer, recently returned from the US where he held talks with executives of Textron Lycoming and a number of other major US aviation firms. At least one US company is reportedly interested in licensing manufacturing the Bushmaster series for the US market once the type receives its Australian certification. Meanwhile, test flying of the Bushmaster B-2 prototype for FAR-23 certification is continuing. The aircraft has been re-engined with a Lycoming piston engine in place of the original Norton rotary and is reportedly meeting or exceeding all design forecasts. A company spokesman stated that the air- craft’s stall behaviour is particularly pleasing. “When the stall break finally occurs, it is gentle and stable with full aileron control capable of rolling the aircraft right through the stall”, he said. “Control response is excellent, control pressures are particularly pleasant and the aircraft is exceptionally quiet. ”

Southern Air Services Refurbish Facilities:

A major refurbishment and upgrade of the facilities of Moorabbin based Southem Air Services has been completed.

Southem Air Services, a division of General Flying Services, have doubled the size of their main building with the installation of a lecture room to accommodate up to 40 students, as well as extra briefing rooms to cover additional demand for training courses. The flight training school’s programs include the only senior commercial ground training course specifically designed for international airlines’ intake requirements, the course now being available to non airline customers. A fleet of 70 aircraft is held and all levels of pilot training are covered.

General Flying Services also has a division undertaking search and rescue services with one of its specially equipped Chieftains, filling a gap left by the collapse of the NSCA and a dramatic reduction in funds allocated to the Victorian Police for this duty. A 24 hour immediate response service is provided to cope with emergencies across the coast of southern Australia.

Learjet Develop Model 31A:

Learjet Corp is developing the Learjet 31A, based on the already very successful Model 31.

The Model 31A is essentially an updated version of the Model 31, which it has superseded as Learjet’s entry level business jet. The new variant is already on the production line and the first is expected to be delivered to a customer in June 1991. The 31A represents the first of a series of planned product improvements made possible by an injection of funds by parent company Bombardier. It will sellforabout SUS4. 2m.

The Model 31A features five significant engineering improvements. Maximum operating speed has been increased from 300kt indicated air speed (KIAS) to 325 KIAS and maximum Mach operating speed has been raised from Mach 0. 78 to Mach 0. 81 with maximum altitude being 51,000ft. The 31A’s redesigned instrument panel also has switches and indicators for primary and secondary systems relocated to reduce pilot eye scan. An integrated digital avionics suite features a five tube electronic flight information system (EFIS), a KFC 3100 dual, three axis autopilot/light director and retrofit compatibility for optional TCAS 2, radio management units and vertical profile radar. The aircraft also features an electrically heated windshield approved for 350 KIAS and a redesigned nosewheel steering system for improved handling during taxi, takeoff and landing.

Avanti Certified:

The P180 Avanti has received full Italian and US Federal Aviation Administration (FAA) certification.

Basic type certification for the aircraft was received from the FAA on 7 May 1990 follow- ing the completion of function and reliability flight testing. The recently granted full certification includes the aircraft’s Collins APS-65 autopilot system and three tube EFIS and the Avanti’s new two piece, wrap around windshield. Official approval for flight in known icing conditions was expected within the next few weeks.

The first delivery of the new twin turboprop business aircraft with a top speed of 400kt it is the fastest in its class – took place on 4 October. The aircraft is expected to sell well in the corporate market with its high speed, fuel efficient-performance and quite generous 6ft by 5. 75ft cabin being its main selling points.

The Avanti will now also be assembled in the USA by Duncan-Piaggio Aircraft. Aircraft assembled in the US-where fitting out of the Interior also takes place – will include mainly those sold in the lucrative North American market. Over 80% of the Avanti’s components, including the fuselage, are already manufactured in the United States.

Airspace Adjustment for Sydney:

A variation to a block of military air- space off Sydney is assisting the free flow of traffic in and out of Australia’s major airport. The area, marked on aviation charts as Romeo 487, is used by the Royal Australian Navy for live firing, bombing and radar tracking. It infringed on the air traffic routes from Wellington and Christchurch to Sydney and, when in use by the Navy, it required small diversions by aircraft using these routes. More importantly it has restricted options open to Sydney air traffic controllers when certain runway configurations are in use and when hazardous weather is prevailing, it limits the usable routes in controlled airspace.

The current amendment to the military air- space involves cutting off the north-west comer of the designated area. This enhances the flow of traffic at Sydney, particularly now that simultaneous operations have begun. This further helps to ease the congestion in the airspace around Sydney and also helps both air traffic controllers and flight deck crew.

The initiative to amend the area came from the NSW Regional Air Co-ordinating Subcommittee of the Air Co-ordinating Committee, a joint CAA-Department of Defence forum. The present arrangements are of an interim nature until discussions within the committee can permanently redefine the military airspace.

The committee will need to balance the need for air traffic control to have maximum flexibility in the use of airspace in the vicinity of the airport and the need to minimise any economic penalties to aircraft operating at Sydney caused by military restricted areas, and the Navy’s need to minimise steaming time to its exercise area.

 Savings for Aerodrome Owners:

Owners of aerodromes planing to handle Regular Public Transport (RPT) jet operations could each save up to $56,000 following a CAA decision to allow the use of a lower cost visual approach slope guidance system.

The system, Precision Approach Path Indicator (PAPI), is an alternative to the T-Visual Approach Slope Indicator System (T-VASIS) which has previously been the only guidance system approved for use in Australia. PAPI and T-VASIS consist of a series of light emitting boxes arranged to give the pilot visual guidance to a safe approach slope to follow to the runway. The single sided form of T-VASIS (AT-VASIS) costs around $131,000 to install at both ends of the runway, but the PAPI system will cost about $75,000.

“This reduction will have a direct safety benefit. Some owners of aerodromes where the provision of slope guidance is operationally desirable, but not mandatory, will now be able to afford to install such systems – Esperance, in WA, is an example of where this has already happened,” Peter Robbins, RPT Airways Surveyor, Standards Development said. Both systems are approved by ICAO. PAPI is widely used overseas, but T-VASIS, developed in Australia and ideally suited for Australian conditions, is installed at only a few locations overseas.

AT-VASIS Indications are provided by a pattem of 10 white lights symmetrically placed at the side of runways. A pilot flying a standard approach slope sees only the four bar white lights. A pilot flying below the standard approach slope sees an increasing number of white lights below the bar lights, forming a lengthening ‘T’ as displacement increases. The opposite pattern is seen by a pilot becoming progressively higher above the standard slope. A gross undershoot position results in the fully developed ‘T’ appearing, with the lights changing from white to red.

A PAPI system consists of four light units on one or both sides of a runway. A pilot flying on the standard slope will see two red or two white lights, with progressively more red or white lights appearing as the pilot flies below or above the correct slope.

Us ‘Litigation Madness’:

AOPA magazine has reported that advocates of reform of the US general aviation product liability laws have appeared before a US Senate judiciary committee to plead for more “reasonable and uniform” product liability laws.

AOPA cited a recent example of the ‘ridiculous’ litigation situation that exists in the United States: “A Piper aircraft made a safe injury free emergency landing on a free-way. Two hours later a passing motorist slowed to view the scene and another car struck the back of his. The first driver sued. Logic dictates that the first driver would have sued the second driver for driving without due care and attention. Not so! The first driver sued Piper for building a defective aircraft, on the grounds that if the aircraft had not force landed he would not have slowed down and the road accident would not have occurred!” The US situation is indeed crazy. One can only support with AOPA’s plea that our legislators, in drafting Australia’s product liability laws, make provision for the exclusion of these sorts of ludicrous claims”.

A Good Year for Us GA Manufacturers:

The US General Aviation Manufacturers Association (GAMA) has predicted that 1990 will turn out to be the best year for GA builders since 1981, at least as far as earnings go.

This year’s 30% growth in overall prices paid for new aircraft contrasts with a predicted 17% drop in the number of new aircraft to be delivered by the end of the year. It is expected that 1,280 aircraft-valued at $US2,500m – will be delivered by the end of 1990. This figure includes some 200 jets, 305 turbine powered aircraft and 100 piston twins-up 27%, 14% and 15% respectively. Sales of piston singles have suffered considerably though, the 675 predicted sales being down 34% on last year and 95% on the industry high of 1978.

The continuing drop in piston single sales has been blamed by GAMA president, Mr James Gormley, “more on the ravages of the product liability crisis than the underlying demand for these aircraft”. Increased sales of jets, twins and turboprop powered aircraft has been attributed to “corporate growth and profits which support investments in business aviation”. Favourable exchange rates have also helped US manufacturers compete better on the world market.

 Commander Plans Turbo 114:

Commander Aircraft is planning to offer a more powerful turbocharged version of its Model 114 piston single, and is looking for a single to replace the aging Cessna 152 trainer.

The production of a turbocharged 114, to be known as the 114TCL, is a wise move given the apparent slump in sales of US piston singles in recent years, a trend which is continuing. The 114CTL will be powered by a 300hp Teledyne Continental Voyager engine and should give the aircraft a speed of 224kt (414km/h) compared with the 163kt (303km/h) performance of the present production model. Production of the 114 will also be stepped up from eight to 12 per month by next May and to 20 per month by late 1991.

Commander is also examining the market for a new trainer to replace the Cessna 152, company executives claiming that neither Cessna products nor the Piper Cadet have been able to do so. A design has not yet been put forth, though it has been acknowledged that it need not be a new aircraft design because “there are quite a few (non Commander) designs that have not been properly exploited”. Initial sales of at least 300 aircraft per year would be necessary to absorb non recurring project costs.

 Calendar of Aviation Events:

Nov 13-15. 1990 Australasian Trade Fair and Convention. National Convention Centre, Canberra. Supported by AOPA BAA, GAA, RAA and HAA. Contact AATF, Box 2200, Canberra, ACT 2601. Ph (06) 249 8015, Fax (06) 257 3256.

Nov 17. The Moruya Aero Club Annual Parkes – Lassau Flying Competition. Con- tact Moruya Aero Club (044) 74 2182, John Salmon (044) 71 1897.

Nov 24. Pilot Awareness Seminar, Perth, WA. Contact Tony Wilkinson (06) 280 4221.

Feb 5-14. Round New Zealand Air Race New Plymouth Aero Club. NZ. Contact A R Burn, Telephone NZ (067) 70 500.

Mar 9: Round 1, 1991 NSW Interclub Flying Competition at Bathurst. Contact John Ciardi (045) 72 5724 AH.

Mar 9-10 Rainbow Coast Airshow, Albany WA. In support of the RFDS. Contact Cliff Egan, Ph (098) 41 8600, Fax (098) 412517. Mar 29-Apr 1: SAAA Mangalore 91 Air Spectacular. Convention, Workshops, Forums and Air Show on Sunday, 31st March. Contact John Liddell, SAAA, 265 Queens Parade, Clifton Hill 3068. Ph (03) 587 4000 W. (03) 898 2725 AH.

Mar 28-Apr 1: 1991 Annual General Meeting and Conference of the Australian Women Plots Association, Smithton, Tasmania Contact Miss Wanda Miller, C/- PO, Rocky Cape, 7321.

Apr 13: Tribute to Hinkler. Sydney to Bunda- berg efficiency trial. Bundaberg Aero Club. Contact Alan Plath (071) 72 8502.

Apr 14: Canberra Air Pageant held at Can- berra Airport. Contact Alan Barr (06) 249 1277, Fax (06) 248 8881.

July 13: Round 2 NSW Flying Competition at Taree. Hosted by Manning River Aero Club. Contact John Ciardi (045) 72 5724 AH.

Increased Operational Flexibility for Pilots:

Aircraft pilots will have increased flexibility to decide whether to continue with their planned flights under changes to be implemented by the CAA early next year.

The CAA’s Chief Executive and Managing Director, Collin Freeland, stated that the changes would lead to cost savings through reductions in diversions of flights and air-borne delays with no adverse effect on safety. Under existing arrangements, CAA air traffic cotrol staff can decide whether some flights should start, be diverted from their intended destinations, or be delayed because of prevailing weather conditions.

“Other leading aviation countries leave such decisions to the pilot-in-command of a flight,” Mr Freeland said. “Australia developed a different approach from other countries because of its particular situation 50 years ago. The system that developed here served Australia well in the past, but is no longer necessary. Modern communications and navigation systems combined with greater reliability and technological sophistication of modern aircraft allow a different approach to be taken.

“Aircraft equipped with weather detection radar and modern landing aids and operated by appropriately trained flight crews will be able to continue to their destinations in weather conditions which, in the past, would have caused air traffic controllers to delay or divert the flight. ” Mr Freeland said CAA staff would continue to provide pilots with operational and weather information to assist them in making the right operational decision. developed a different approach from other countries because of its particular situation 50 years ago. The system that developed here served Australia well in the past, but is no longer necessary. Modern communications and navigation systems combined with greater reliability and technological sophis- tication of modern aircraft allow a different approach to be taken.

“Aircraft equipped with weather detection radar and modem landing aids and operated by appropriately trained flight crews will be able to continue to their destinations in weather conditions which, in the past, would have caused air traffic controllers to delay or divert the flight. ” Mr Freeland said CAA staff would continue to provide pilots with operational and weather information to assist them in making the right operational decision.