There are times when you may be forced into a situation where you need to repair a part, but the manufacturer might no longer be in business or support the thing that needs fixing. In such cases, you can develop your own repairs, using acceptable data and good shop practices, but you will need to get approval. To learn how to do this, see FAA Order 8110.54a — Instructions for Continued Airworthiness Responsibilities, Requirements and Contents. Go to www.faa.gov and search for 8110.54a.
The entry-level light jet market is awash in inventory and the flood isn’t going to recede anytime soon. That creates some great bargains for used aircraft buyers. And one of the best buys out there is Embraer’s Phenom 100 because of its clean-sheet, low-drag airframe, space efficiency, operating economy and jetliner-like reliability.
I was an unmanned aircraft expert until I turned 16. Up until then, I built squadrons of balsa and tissue control-line airplanes and competed with them. But then I soloed in a Cessna 150, discovered girls and forgot about toy airplanes.
One common trait among maintainers is a strong curiosity about how things work. Many of us were inquisitive children who would take apart just about anything our hands could hold. Nothing mechanical could escape our exploration. With more practice, we put them back together without our parent’s knowledge. The ability to understand how things work and how to repair them creates a unique kind of satisfaction that the unknowing masses can never really appreciate. It becomes a part of our makeup, rather than just something that we do.
What is the most-complex system on your aircraft? Which system is the most error-prone? If you are flying an airplane built in the last 40 years or so, chances are the answer to both questions is the same: the pilot.
One thing that appeared to be missing from “Lessons Learned — Asiana Flight 214” ( Cause & Circumstance, August 2014, page 68) was a discussion of the union effect on operations. Because of the length of these long-range Pacific flights, most legs require four pilots either by regulation or union contract. Most contracts are based on a maximum of 75 hr. per month and can be modified by negotiated contract specifics.
The “Lady Luminaries” mentioned in “Shattering Glass” ( Viewpoint, September 2014, page 7) omitted the amazing Paula Derks of the Aircraft Electronics Association.
Regarding the excellent article on the Eclipse 550 in the August issue of B&CA, the Eclipse 550 Specifications state an executive payload of 1,400 lb. Max payload is given as 1,088 lb. How do you compute a 1,400-lb. executive payload? Editor’s response: You’re absolutely correct. An EA550 can carry one pilot and five passengers, hence the seating reference to 1+5. We should have multiplied the five passengers times 200 lb. and come up with an executive payload of 1,000 lb.
Richard Aarons’ Cause & Circumstance is the first thing I read when I pick up a new issue of B&CA. Could you write an article on autopilot dependency? I’m seeing an increasing amount of this in a lot of the flying I do. It’s present in both professional and recreational flying.
RUAG is now providing real wood flooring as an option for owners and operators looking to enhance the quality of their cabin environment. Developed by Austria’s LIST components and furniture GmbH, the wood flooring can be installed by RUAG on various aircraft types.
CAVU Companies released the new version of EFB-Pro for iPad/IPhone with two new features. The Fuel Tankering module helps operators decide whether tankering fuel is an economical option. Landing fee rebates with minimum purchase are also factored into the solution and calculations are aircraft specific.
FlightSafety International is offering online training for the ground school portion of its Gulfstream G550 recurrent pilot training course. The course is offered to pilots who operate their aircraft under FAA or EASA regulations. It replaces two days of the recurrent training course normally taken at a Learning Center and includes a 13-hr.
I just finished reading “Operators Survey: King Air 250” (September 2014, page 28), a very enjoyable article about a wonderful plane. As a Blackhawk King Air 200 operator, I wanted to add a few things.
Nice update on bonus depreciation ( Washington Watch, August 2014, page 66). One thing that irks me to no end is this idea that bonus depreciation will actually “cost” the government $287 billion over 10 years. Depreciation deductions are timing advantage and over time, the same 100% will be deducted by taxpayers. There is no way that a change in the timing of these deductions will cost that much money to the government, impossible!
Pelican Products Inc., introduced the Pelican ProGear 238R lightweight, rechargeable LED flashlight that uses Fraen patented dual reflector optics. The flashlight has three modes — high, low and strobe. A battery canister is included that will accept two disposal CR123 lithium batteries to allow for alternative or extended use.
Chicago Helicopter Express (CHE) has proposed building an extensive heliport along the south branch of the Chicago River to conduct helicopter tours. Its plans passed a critical chokepoint last April when the City Council approved the development. As envisioned, the $12.5 million heliport will have 14 helipads, a 17,500-sq.-ft. hangar, a terminal and an aircraft refueling station.
Landing slots are normally allocated a maximum of 15 minutes, although on special event days with peak demand slot are limited 5-minute with rotors running. Users exceeding these times are subject to short-term parking charges. Landing fees vary by size of helicopter. Helicopters comparable in size to the Airbus EC130 and the Bell 206 incur a landing fee of £325 ($540). For unplanned short-term parking, the hourly rate is £300 ($498). Helicopters comparable to an Agusta Westland 109 or Airbus EC135 will incur a landing fee of £725 ($1,20
In 1958, the Helicopter Association of Great Britain issued a report stressing the necessity for a heliport, preferably on the banks of the River Thames within 15 min. of Westminster. Westland Helicopter took the initiative to build one on the southern bank, just beyond the Battersea Bridge, an area then surrounded by factories. Go to http://www.youtube.com/watch?v=l5cbiIqupkM to view footage of the surrounding location at the time. Obviously noise impact among the factories wasn’t an issue in that era.
Despite the obvious benefits of city center helicopter operations, Washington, D.C.’s South Capitol Street Heliport (09W) has been closed to private and commercial helicopter operations since 2005. Only medevac and law enforcement flights are permitted there. A number of organizations — the NBAA, Helicopter Association International (HAI) and the Eastern Region Helicopter Council (ERHC), among them — think the time has come to open the facility to civilian traffic. Eleanor Holmes Norton agrees.
Summit Aviation, Middletown, Delaware, hired Jeremy Bennett as manager of Business Development. Christin Sherwood is the new Over-the-Counter Parts sales representative.
