Newsdesk – General Aviation

Accompanying the Learjet 60’s tour in Australia was Learjet’s Regional Manager, Australasia, Michael Fahey. He suggested during the recent visit to Sydney that the corporate sector’s interest in executive aircraft has been buoyed by recent ‘talking up’ of the economy and improved confidence in the financial markets.

Fahey said that while Australia has been identified as a potentially strong market for the manufacturer, he says that it will be vastly different from the hedonistic eighties.

“Australia is ready to become a market again, but in a different sense to the eighties: it’s not going to be toys for the boys any more. These aircraft are used as tools and people are beginning to realise that aircraft are effective business tools. ” country’s dwindling Mirage F. 1 force, N6691A- Corporations aiming to achieve maximum flexibility and cost effective operations in transporting executives within the region will no doubt consider the new model 60, however, prospects for the sale of the 7/10 seat Learjet 31 and the yet to fly model 45 are potentially greater in Australia than the transcontinental-60.

In the Australasia region, Learjet is also hoping to consolidate the growing interest in its products by governments and major airlines. The recent order for two Learjets by the Malaysian government and the sale of units in Indonesia have confirmed that Learjet is back in the market with a vengeance.

It also hopes to attract further sales from airlines such as Singapore Air lines (with four Learjet 31s) for training purposes. While not confirming the in- terest of any particular airline, Fahey suggested that at least one airline in northeast Asia was actively considering the acquisitions of Lears for its training requirements.

The Learjet 60’s impressive performance includes the ability to fly up to 2750nm (5095km) nonstop at a maximum cruise speed of 462kt (856kmh/ Mach 0. 81), at a routine cruise altitude up to 51,000ft. The aircraft’s two PW305A engines, each derated to 9200lb (412kN) are claimed to burn considerably less fuel than competitor aircraft over the international distances the model 60 was designed to operate, and are the quietest jet engine yet certified by the FAA.

Though Fahey could not yet say how many of the $US9m Learjet 60s could be bound for Australia, it is indeed an appropriate flagship for showing off the renowned Learjet quality. Of the 1700 Learjets currently flying around the world, another 28 will have come off the Wichita, Kansas production line by the end of 1994.

Caa Airspace Review Begins to Slow Down:

Following the suspension by the CAA Board of the proposed introduction of the new airspace arrangements on November 11 last year, the CAA began a detailed consultation process with all peak aviation bodies, and other interested parties involved, determined this time to ensure that the end product meets with consensus approval.

Prior to commencing the consultation process, the CAA sought the assist- country’s dwindling Mirage F. 1 force, of the US FAA to fully examine what was done in the US and Canada. Much had been made of the supposed North American model in the objections to the original 11/11 model and accordingly the CAA is at pains to show that such a single model does not exist. Both the US and Canada whilst adopting the ICAO airspace classification system have each modified it to meet their specific needs.

Having disposed of the single North American model fallacy, the CAA has used it to show that ICAO member states whilst adopting the ICAO classifications, are at liberty to implement them to meet their own specific needs.

The outcome of the CAA internal review, prior to embarking on the consultation process, was the establishment of five principles as the basis of the CAA’s airspace policy, and “14 criteria for consultation”. The airspace policy is non negotiable, confirming that the ICAO airspace classifications will be adopted; any changes will be justified; “alerted see and avoid” will be implemented where warranted; enroute traffic levels will determine the establishment of controlled airspace; and finally control towers will be established to CAA criteria.

In seeking informed comment on the 14 consultation criteria, the CAA has stated that the minimum position that can be taken on the 14 criteria is what was intended to be introduced in November. The criteria obviously go beyond that level, suggesting certain levels of service depending on predicted traffic densities.

One point must be borne in mind by all commenting on the proposals is that our system is user pays and that the higher service, the higher the cost. Industry has been briefed and all private licence holders have received a briefing document and a proforma for comment on the 14 criteria. A hotline has been set up (1 800 676 063 free call) and a video is available to major organisations such as charter and flight training schools.

The deadline for the receipt of submissions was April 15, however this will be extended if necessary and most probably will be.

Following the receipt of all submissions, an ICAO based airspace model will be constructed and promulgated, based on user input. An implementation timetable will then be drawn up but it is unlikely this will be achieved in 1994.

By way of comment, nobody could accuse the CAA of not taking every measure to ensure that all airspace users are aware of what is going on, and that all have been consulted and invited to comment.

There is no doubt that both the providers and users must share a measure of responsibility for the debacle of last November. It is to be hoped that this time there is timely and informed comment on what will be the most important change to our airspace management since the introduction of airspace control in this country.

A final comment, don’t snipe from the sidelines, put up or shut up.

 Avalon ‘95 Revs Up:

Airshow’s DownUnder 1995 Avalon spectacular was launched in fine style on March 23 with a large presentation hosted by Victorian premier Jeff Kennett.

The commencement of the one year countdown to a show that is now a biannual event to run in the year that Singapore’s Asian Aerospace isn’t is a good way of eliminating many of the problems that plagued the 1992 event.

March is traditionally a drier period than October while an entirely new fomat with the principal viewing areas aligned parallel with the main runway should provide much more takeoff and landing action than before. Permanent hardstands and all weather areas have been established for the major expo/ operate the aircraft. Several have al- chalet areas whilst car parking is now in areas which are reportedly amongst the highest spots on what is a very flat airfield by any standard.

Airshow chief lan Honnery stated that his team hoped that Avalon would become the second big aviation event in the Asia Pacific region on similar lines as to how Paris and Farnborough work in harmony rather than against each other. Research by the Victorian Government indicated that in 1992 the nett tangible benefit to the State was some $46m of increased activity. Over 220,000 people attended the five day airshow whilst 40,000 visited from outside Victoria with around 10,000 of these being from overseas. During the 92 show, some 291 organisations from 12 countries exhibited, backed up by 369 visiting aircraft. It is hoped that for 1995 this figure will be handsomely surpassed in each category.

Seventy exhibitors had already lodged deposits at presstime and the show is scheduled to run from March 21-26. For more information contact Airshows Down Under on (052) 24 2020.

Quicker Comanche

Famed.US aircraft modifier LoPresti Speed Merchants has had its Piper Comanche ‘Wholey Cowl’ package approved and is now available for fitting to Comanche 180/250/260 and 260B models.

The modification provides a 14kt (26kmh) increase in cruise speed for the Comanche 260, and if used in conjunction with other LoPresti drag reduction modifications, a massive 22kt (40kmh) increase is possible.

The Wholey Cowl modification com- prises a new spinner and backing plate, an all new engine cowl shape from the firewall forward, long nosewheel doors which cover the com- plete nose gear, a larger oil cooler, new oil lines, new oil cooler ducts, a high performance induction system, an in- dependent actuator for the nose gear doors, a device to sequence the nose gear doors with the landing gear and a cowl flap. The new cowl’s inlets are positioned very close to the propeller so as to provide high pressure air to the upper plenum chamber, thus reducing cooling drag.

According to Roy LoPresti: “The sexy image and speed boost provided by the Wholey Cowl simply can’t be beat”!

Warnervale Development Plans:

Wyong Shire Council on the NSW central coast is calling for expressions of interest to develop a 600 hec tare site which includes the present airport site and an adjacent area proposed for industrial, residential and recreational purposes.

The Council regards development of the airport as a most important development issue for the central coast re- gion and as the linchpin for other developments in the Warnervale area. The region (about 80-100km north of Sydney) is growing very quickly, with the current population of 250,000 expected to increase to 320,000 by 2001 and 380,000 by 2011.

Warnervale airport is the only air- strip in the area and is currently suitable only for light aircraft, handling about 20,000 aircraft movements each year. Half of these are training flights conducted by the local aero club.

Wyong Council regards an upgraded Warnervale airport as being an added attraction for the central coast’s growing tourism industry and could provide feeder services and eventually cater for intrastate services along the NSW east coast. In addition, the Council says that forecasts suggest that Sydney’s four general aviation airports – Bankstown, Hoxton Park, Camden and Schofields will be unable to meet demand in the very near future, particularly if Schofields closes, as is likely.

Badgery’s Creek would be able to absorb a large part of the shortfall if this happens provided it is developed to truly include general aviation. If its GA use is restricted, as will surely happen once the jets arrive, a developed Warnervale airport would come into its own.