Swearingen SJ30 design Tweaked
The small, smooth, swept-wing Swearingen SJ30, easily the business jet with the most visceral appeal, is undergoing some fine-tuning. The Williams-Rolls FJ44-powered seven-passenger (plus single pilot) light jet from the hand of Ed Swearingen still is in development. The lone prototype has logged about 300 hours since its first flight in February 1991.
Changes include lengthening the passenger cabin 7.5 inches by stretching the fuselage 6 inches and moving the aft pressure bulkhead rearward; enlarging the door opening; and adding slight dihedral to the wing and lengthening the landing gear struts to increase wing-tip-to- ground clearance 17 inches.
Also, side posts will be added to the cockpit windshield and electrically heated glass used in the main windshield. Finally, ground steering will be hydraulically controlled using a tiller wheel.
Swearingen had planned to build the SJ30 at a new plant in Dover, Delaware, but problems in the state over financing the venture led the company to look elsewhere. Swearingen now says that it will receive nearly $28 million from the state of West Virginia, West Virginia banks, and venture capital groups to build a 250,000-square-foot final assembly facility on the Martinsburg, West Virginia, airport. Completion is scheduled for the fall of 1993.
Swearingen is forecasting certification and initial deliveries of the SJ30 in early 1994. The price, in 1989 dollars, is $2.6 million. The company is talking to some 300 potential customers, although Ed Swearingen believes there is a market for 4,000 light business jets over the next 20 years. He expects the SJ30 to capture 60 percent of that market. The company plans to sell $50 million in securities to enable it to move ahead with certification and production of the SJ30. — Mark R. Twombly
Cessna reviews Jet, Lightplane programs
Cessna Aircraft Co. is on the verge of delivering the first new CitationJet and is moving ahead on developing its largest jet model to date, the Citation X. At the recent National Business Aircraft Association convention in Dallas, Cessna Chairman Russ Meyer reviewed the progress on each of the new Citation programs and also spoke briefly about the prospects for Cessna returning to lightplane production.
Meyer made his most optimistic projection in years concerning the prospect of Cessna restarting lightplane production. He indicated that, although exposure to product liability suits and the cost of liability insurance remain as serious concerns, the promising market for light aircraft may be incentive enough to overcome liability obstacles. Meyer said Cessna probably will decide within the next year whether to begin building piston singles again. If the decision is yes, production would begin about two years later.
Meanwhile, Cessna was expecting to receive FAA certification of the CitationJet in mid-October. The first customer delivery will take place in December, although Cessna is leasing the airplane back as a demonstrator. The CitationJet, an updated and better performing version of the original Citation 500 with Williams-Rolls FJ44 engines, a new wing and tail, and redesigned cabin, began flight testing in April 1991. Cessna plans to deliver 50 CitationJets in 1993, and production is sold out through mid-1994. Meyer said the CitationJet is the first of a series of new model Citations.
The Citation X is scheduled for its first flight in the summer of 1993. The Mach 0.9, 3,300-nm (at Mach 0.82) business jet will feature a highly swept supercritical wing, T-tail, 24-foot cabin from cockpit to aft bulkhead, and new-to-business-jets Allison GMA-3007C engines rated at 6,000 lbst each in the X. Certification is expected in 1995, with first delivery later that year.
Cessna expects to deliver at least 100 Citations in 1992 and forecasts more than 200 per year before the end of the decade. — MRT
Deal to Build in Delaware Falls Through
Swearingen plans West Virginia plant
Swearingen Aircraft, Inc., which already had held ground-breaking ceremonies for a production facility in Dover, Delaware (see "Pilot Briefing," July Pilot), has decided to build the plant in West Virginia instead.
"The company's decision to build in West Virginia is the result of very strong support from state and local governments there, combined with continuing delays it has experienced in construction startup at its previously announced...site," a Swearingen spokesman said.
Swearingen now plans to begin work immediately on a 250,000- square-foot factory in Martinsburg, West Virginia. The plant, which will employ 300 to 500 workers within the next three years and as many as 800 by 1998, will be used for final assembly of the SJ30 business jet.
Cost of the facility will be from $12 million to $15 million, according to the company. It will occupy a 32-acre site, with completion slated for the fall of 1993.
Swearingen says it has logged more than $175 million worth of orders for the SJ30, which is nearing completion of developmental flight testing at the company's research center in San Antonio. FAA certification of the eight-place business jet is anticipated in 1994.
New No-Lead fuel spec considered
A new aviation fuel specification now in the draft stage could make automotive gasoline much more widely available for lower-compression airplane engines in the years to come.
The Low Octane Fuels Task Force of the American Society of Testing and Materials is working to complete a draft specification for an 82- octane unleaded avgas, "82UL," which is based upon unleaded car gas. ASTM oversees specs for all motor fuels including avgas.
Under the proposal, regular unleaded auto gas would be tested by an oil company or local distributor to ensure that it meets the aviation specification, dyed purple, and then distributed as 82UL avgas. Test results would be retained by the distributor, who will assume responsibility for ensuring that the fuel meets the spec, in the same way 100LL is handled.
Aviation gasoline represents a small fraction of the fuels produced by refiners, and as government pressure to move toward all lead- free fuels mounts, supplies of avgas could be threatened if a no-lead alternative is not developed. (For background on the issue, see "Fueling the Fire," May 1991 Pilot.)
"As long as avgas remains different from auto gas, we're always going to remain a boutique fuel," explains Douglas C. Macnair of the AOPA Government and Technical Affairs Division, the association's point man on avgas issues. "The new specification would allow general aviation to tap into vast mainstream fuel supplies. In effect, it could help remove many longstanding objections to the use of auto-gas in aircraft," he says.
"This is a partial solution that shows the industry's commitment to taking the lead out of fuel," says Macnair. The 82UL avgas will be good for lower-compression engines that make up about half of the general aviation fleet. Efforts continue to develop a high-octane unleaded avgas.
Before the 82UL fuel could be legally used, it would have to be certified for specific engines, either through STC or by the manufacturers. But Macnair explains that engine manufacturers might be more likely to support certification of engines using an ASTM-spec avgas handled in a controlled environment than they have been to endorse the use of current auto-gas STCs. One concern of manufacturers has been possible contamination with "from the local gas station" car gas.
The work at ASTM has been spearheaded by Cessna Aircraft Co. engineer Cesar Gonzalez, with support from Cessna.
The Race for More Range, Size, and Prestige Heats Up
Now there are threee — maybe
First came Canadair's 1991 announcement that it was considering the development of a Mach 0.85, 5,650-nm-range business jet called Project Global Express. This year, the Farnborough Air Show and the National Business Aircraft Association convention provided the venues for two more entrants — one confirmed, another cautious — in the contest to build corporate jets with the longest legs and the biggest dimensions:
The Gulfstream V. At the Farnborough Air Show, and again at this year's NBAA convention, Gulfstream Aerospace formally introduced a new competitor in the growing race to manufacture long-range business jets of the future. Dubbed the Gulfstream V, this newly designed airplane sets a number of important precedents.
Chief among these improvements is a tremendous boost in range. Gulfstream spokesmen claim that the G-V will fly eight passengers 6,300 nm — making it the longest range business jet ever produced. The cabin and airframe dimensions have also been greatly expanded. The airplane will feature a 51-foot-long cabin, a 90-foot 10-inch wingspan, and an overall length of 96 feet 6 inches. Gulfstream's current-production jet, the G-IV, is 88 feet 4 inches long with a 77-foot 10-inch wingspan.
The choice of BMW/Rolls-Royce BR710 engines is another noteworthy development in the G-V project. The G-V will be the launch customer for the first engines manufactured by this new joint venture, which was formed in July 1990. At Farnborough, Gulfstream signed an order for 200 of the new, 14,900-lbst engines. The engines will have TBOs of 7,000 hours.
"This is not a paper airplane, not a design concept," said William C. Lowe, Gulfstream's president and CEO. "We have completed wind tunnel tests and finalized our specifications." Lowe went on to say that the first G-V will be delivered in 1996. The company claims to have orders "in the double digits," according to a spokesman. Currently, the price of the G-V is projected at $29.5 million.
In a related development, Gulfstream announced an enhanced version of the G-IV, called the Gulfstream IV-SP. Compared to the G-IV, the G-IV-SP has an increased maximum landing weight — 66,000 pounds versus the G-IV's 58,500 pounds. This permits greater payloads with full fuel, which, in turn, allows more short-range trips without the need to refuel. Though the G-IV-SP's exterior dimensions are the same as the G-IV's, the - SP's interior will be larger, says the company, thanks to "new concepts in interior architecture."
The Falcon 9000. Also at NBAA, Falcon Jet Corporation revealed a preliminary design for its version of a long-range corporate jet, the Falcon 9000. The 9000 would borrow heavily from the current-production trijet, the Falcon 900B. Modifications would include a fuselage stretch of approximately 15 feet and the use of three engines of 7,200 lbst. The 900B uses three Garrett TFE731-5BR-1C engines, each of 4,750 lbst. No specific decisions have been made concerning the 9000's engines, but the company said it was leaning toward a derivative model of the CFE738, produced by General Electric and Garrett.
Like the other players in the game, Falcon is aiming at long range at high speed. Target ranges are 5,600 nm at a speed of Mach 0.85, and 6,000 nm at Mach 0.80, where reduced power would permit some fuel savings. Balanced field length (BFL) is projected at 6,000 feet — the longest distance of the three entrants. (The Global Express' expected BFL is 5,000 feet; the G-V's is 5,500 feet.)
In its uncompleted state, the Falcon 9000's cost should be $30 million; completed, the price is anticipated at $35 million.
Falcon officials were quick to add that at least a year's worth of market study would be required before giving an official go-ahead for the Falcon 9000.
At issue is a crucial question: Is there enough demand to justify the billion or so dollars required for the research and development of such a project?
It's a question that each manufacturer answers differently. Gulfstream believes there is a market for as many as 1,000 large, long- range business jets. Canadair says it will wait until 50 orders have been received before giving the green light to the Global Express (so far, 30 orders have been received). Falcon thinks the market can only bear 200 such airplanes and hinted it thought the other two manufacturers might find they don't have sufficient funds to see their projects through. — Thomas A. Horne
First Steps Toward Airspace Reclassification
FAA begins dual charting
In an attempt to help phase in the FAA's airspace reclassification plan (see "Pilot Briefing," February Pilot), sectional and terminal area charts began showing legends depicting both the existing system and the new letter-designated system on October 15.
The reclassification plan, which goes into effect beginning September 16, 1993, brings the United States in line with international airspace standards. The new plan will use the letters A through G to classify six airspace types (F will not be used in the United States because there is no equivalent here to international Class F airspace).
The new classifications are as follows: The positive control area will become Class A airspace. Terminal control areas (TCAs) become Class B airspace. Airport radar service areas (ARSAs) become Class C airspace. Airport traffic areas (ATAs) and control zones with federal control towers not associated with a TCA or an ARSA will become Class D. Controlled airspace, including the continental control area, control zones without towers, and transition areas, become Class E, and uncontrolled airspace will become Class G airspace.
Other notable changes include: VFR operations in Class B airspace (TCAs) will be allowed "clear of clouds," rather than the former specified distances from clouds of 500 feet below, 1,000 feet above, and 2,000 feet horizontally. The upper limit of Class D airspace (ATAs) will be lowered to 2,500 feet instead of 3,000 feet agl.
Initially, the radius of Class D airspace was to change to 5 nm instead of statute miles. AOPA, however, objected to this change because it would expand regulated airspace. In turn, the FAA reduced the radius to 4.4 nm. Because avionics measure distance in nautical miles, the change will eliminate some pilot conversion errors. The FAA, in addition, plans to review all Class D airspace for necessary size; some may be reduced.
Lastly, airports within Class D airspace (ATAs) will be designated Class E (controlled) airspace if they are not under an approach path of the primary airport, eliminating the need for tower communications.
Charts with legends depicting new and old classifications will be phased in until March 1994 in order to make the change as painless as possible. The AOPA Air Safety Foundation will be offering courses to help pilots adjust to the changes. Videotapes and pocket guides will be made available by the FAA. — Peter Bedell
Single-engine Turboprop Rolled Out
Second-Generation Jetcruzer debuts
Advanced Aerodynamics & Structures, Inc. (AASI), rolled out the second version of its Jetcruzer turboprop single recently at the Camarillo Airport in California.
Although the engineering prototype flew in 1989, the current Jetcruzer has been comprehensively reworked by AASI. It is a six-place single powered by a 680-shp Pratt & Whitney PT6A-27 in the tail.
In the Jetcruzer, a graphite-composite airframe is mated to aluminum main wings and canard; there are several structural alloy segments within the cabin as well. At the rollout, the airplane was unpainted to show off its novel construction.
The airplane has been in flight test since August and performed a low pass and touch-and-go landing for the approximately 200 people who attended the rollout ceremony.
Claimed performance includes standard cruise speed of 243 knots at 15,000 feet and a 59-knot stall speed in landing configuration. Instead of flaps, the Jetcruzer uses leading-edge slats on the main wings and canard; together, they reduce stall speed by 10 knots. Maximum gross weight will be set at 5,000 pounds, with an estimated empty weight of 2,450 lb; the airplane carries 185 gallons of fuel.
Initial airplanes will be unpressurized and will not have approval for flight into known icing. With a generous complement of Bendix/King avionics, the airplane's base price will be $895,000. Deice and anti-ice equipment will be added later, and approval for the known-icing package sought. A pressurized version will also follow shortly, the company says, for a basic price of about $1.1 million. — Marc E. Cook
New Name, New Image for Combined FBOs
Signature flight support emerges from Butler/Page Avjet merger
Sporting a new identity and corporate philosophy, Signature Flight Support has risen from a September 1 merger of Butler Aviation International and Page Avjet Airport Services, Inc. A total of 40 operations in 23 states will now have new signs, new crew uniforms, and a host of new terms: Employees are now "partners," and Signature itself will be known as an FSO, or flight support operation. Company headquarters, located in Orlando, Florida, will be called "mission support."
In addition to the new names, Signature is claiming to have new levels of service ready for its customers. A quick-fueling program, called Fill and Fly, will guarantee that fueling will be complete within 12 minutes of the airplane's arrival, as long as the crew has a 10-minute warning of the arrival. If Signature does not make the time limit, a voucher for 50 gallons of fuel will be issued. In addition, Signature is vowing to increase the quality of its fuel by more stringent testing and filtering.
At the introduction of the Signature image, company head Paul Meunier said that the disposition of controversial user fees at some of the former Butler locations had not been determined; in the interim, they will remain in place. — MEC
Beech introduces revised Super King Air 200
Fitted with new four-blade propellers and substantially more soundproofing, Beech's reworked Super King Air 200 is said to be quieter and smoother than the previous 200. Those new, 94-inch-diameter metal props are now factory balanced and fitted to a low-friction aluminum hub; provisions for connecting prop-balance equipment are hard-wired into the airframe to help simplify field balancing.
A total of 32 "dynamic vibration absorbers" have been attached to the airframe; they resonate at various frequencies and help absorb vibration in certain acoustic ranges. The interior has been restyled to resemble the more modern King Air 350s.
In the cockpit, a new flap actuator switch is used, and a 24- pound-lighter air conditioning system helps increase useful load.
Pricing will be announced next year, according to Beech.
In other Beech news, an improved Starship, the 2000A, has debuted. It is faster and has greater range and payload than the original Starship. According to Beech, new exhaust stacks extract more power from the airplane's two 1,200-shp Pratt & Whitney PT6A-67A turbines. These changes result in a 5-knot speed increase at FL310 and a 20-knot increase at FL370. A 400-pound increase in maximum gross weight is joined by increased fuel capacity of 3,700 pounds, up by 202 pounds. Basic equipped price for the 2000A is $4.77 million. — MEC
Lear adds a new limb to family tree
The recently announced Learjet 45 may look like a warmed-over version of the original Learjet dating back to the 1960s, but closer inspection reveals an entirely new design from tires to tailcone.
The retro look was by design to remind customers that this is the premier speedster in the business jet world, but Learjet promises the docile handling qualities will more resemble the 1990s' Lear 60 and Lear 31A, while the roomy interior, new wing, and new landing gear represent a step forward for the Wichita manufacturer. In size, the Lear 45 falls between the Lear 31A and the soon-to-be certificated mid-size Lear 60.
With seating for eight passengers in a double-club configuration, the Lear 45 cabin has a cross section of 61 inches, height of 59 inches, and length (including cockpit) of 24 feet 10 inches. The cabin includes a galley, closet, and aft lavatory. The new underslung wing (a la Cessna Citation III) gives the latest Lear a flat floor the entire length of the cabin. The new wing also requires only three spars, instead of the requisite eight in the older designs. That, along with a design that necessitates fewer parts and fasteners overall, reduces production man- hours by 50 percent. The result is a price tag of $5.4 million, about $1.5 million less than many customers Lear surveyed would expect to pay for such an airplane, according to company officials.
The 45 also will feature a trailing-link main landing gear design and larger tires than other Lears. The two pilots will fly behind a new electronic flight instrument system (EFIS). The Honeywell Primus 1000 features four 8 x 7-inch tubes — one each for primary flight data, one as a multifunction display, and one for an engine instrument and crew alerting system (EICAS).
Power is by Garrett in the form of two TFE731-20 engines, each flat rated to 3,500 lbst, but capable of 4,400 lbst. Like just about everything else on the Lear 45, the engines are a new model. The result is a max cruise of Mach 0.81, max altitude of 51,000 feet, max takeoff weight of 19,500 pounds, and max range of 2,200 nm, though, like all airplanes, the Lear 45 can't do all of those at the same time. With a full load, the Lear 45 is predicted to take off in 4,500 feet. Typical landing distance is 2,990 feet. Thrust reversers will be optional on the first airplanes and may become standard equipment.
First flight is scheduled for the fall of 1994. Certification and initial deliveries should follow in the summer of 1996. — Thomas B. Haines
Bell shows off new model 230 Twin
Three years after Bell Helicopter announced the new Model 230 twin, the first production helicopter made its debut at the National Business Aircraft Association convention in Dallas last September.
The Model 230 is a derivative of Bell's venerable Model 222, except the 230 comes with different engines and a choice of skids or retractable gear, among other changes. The Model 230, which is manufactured at Bell's plant in Mirabel, Quebec, Canada, is carried aloft by a pair of 700-shp Allison 250-C30 engines, instead of the Model 222's LTS-101 engines from sister Textron company Lycoming.
The helicopter shown here and displayed at NBAA carries the retractable landing gear and houses a corporate interior for six passengers. Up to 10 can be accommodated with a different interior. It is equipped with Bendix/King avionics.
The Model 230 received simultaneous U.S. and Canadian certification in March. Mitsui and Company, Ltd., of Tokyo, will receive the first Model 230 and has orders for 20 in all.
Meanwhile, work on Bell's Model 206LT, a twin-engine version of the 206 single, is progressing, with first deliveries scheduled for early 1994. The TwinRanger is based on a development program originated by Tridair Helicopters. Tridair had conceived the plan to retrofit existing 206s to a twin configuration. In March, Bell and Tridair signed an agreement that permits Bell to manufacture new 206 twins at the Mirabel plant. Tridair's twin retrofit of the 206, dubbed the Gemini L-3, is scheduled to be certificated in March. — TBH
Metal Fatigue Cause of Earlier Crash
Gavilan project to continue
According to a recently released report, the crash of the Gavilan Model 358 earlier this year was caused by metal fatigue in the crankshaft of the 350-hp Lycoming TIO-540-W2A engine. The investigation was led by the National Transportation Safety Board and involved Lycoming and the airframe manufacturer, Aero Mercantil S.A., a Colombian company.
The Gavilan was on a ferry flight from Lock Haven, Pennsylvania, back to Colombia when the engine failed while the airplane was on a VFR approach to Columbus, Mississippi. The airplane crashed short of the airport in trees and received substantial damage. The pilot received only minor injuries.
The airplane, which resembles a diminutive Cessna Caravan, was built in Colombia but was designed by General Aviation Technical Services, a team of former Piper Aircraft engineers in Lock Haven. The Gavilan was in the United States undergoing an engineering audit by GATS and on a demonstration tour for the aviation press and potential investors. AOPA Pilot flew the airplane a few days before the crash.
The Gavilan is designed for cargo-hauling and rough-strip operations, with the capability of carrying up to eight people. Its docile handling, rugged airframe and landing gear, and powerful engine would seem to make it an ideal airplane for such missions and a modern-day replacement for aging Cessna 206s, 208s, and other utility aircraft.
Aero Mercantil is working with investors to finance production in Colombia. Construction of a new prototype is scheduled to begin soon, with Colombian certification to U.S. FAR Part 23 standards and first deliveries set for 1994. For more information, contact El Gavilan S.A., Apartado Aero 6781, Bogota, Colombia; fax 57-1-212-8952. — TBH
Flying his Piper Twin Comanche, American Dream, Honolulu pilot Ted L. Miller, AOPA 1022878, chalked up a new San Francisco-to-Honolulu piston twin-engine weight class record time of 14 hours 17 minutes August 16 on the route of the ill-fated Pacific Air Race of 1927. Flown on the sixty- fifth anniversary of the "Dole Derby," Miller's record speed over 2,397 statute miles was 167.79 mph, eclipsing the previous record of 146.99 mph set by Britain's Sheila Scott in a Piper Aztec in July 1971. The 1927 Dole Derby helped open the Hawaiian Islands to air travel despite the misfortunes of a race where 30 of the 38 aircraft entered in the $25,000 contest were disqualified. Only eight aircraft attempted departures, and four either crashed on takeoff or were forced to return because of mechanical problems. Four others actually left sight of land, but two were lost at sea. The winner in 26 hours 17 minutes was Art Goebel, a film stunt flier, with Navy Lieutenant William Davis aboard the Travelair Transport as navigator. As Goebel did in 1927, new record-holder Miller credited sponsors for making the trip possible. "I relied heavily on recent advances in aerodynamics, fuel computers, GPS systems, and engine monitors on this flight," said the 1,250-hour pilot with four years of flying experience. After purchasing the Twin Comanche for use by RJS Aviation, Ltd., in Hawaii, Miller decided that the delivery flight should be a record-setter. Good weather helped; only the final hour was spent in instrument meteorological conditions. The National Aeronautic Association was expected to certify the record.
British Aerospace, which had announced plans to sell off the corporate jets segment of its business (see "Pilot Briefing," June Pilot), has changed its mind. In a statement issued during the National Business Aircraft Association convention, British Aerospace said that "having reviewed a number of proposals on the corporate jet business, the company has determined that the interests of the shareholders, customers and the employees will best be served byretaining the business, which continues to supply profits to the company...." British Aerospace Corporate Jets manufactures the BAe 125 family of mid-sized business jets.
O&N Aircraft Modifications, Inc., of Factoryville, Pennsylvania, received FAA supplemental type certification for its turbine-powered Cessna P210. The aircraft is powered by an Allison 250-B17F/2 turbine engine derated to 450 shp and is called The Silver Eagle by the company. The company claims a halved takeoff roll, an increase from 169 to 215 knots cruise speed at 16,000 feet, and other performance improvements over the recip P210. The payload also is up 140 pounds, owing in part to the fact that the turbine weighs 205 lb, compared to 510 lb for the standard 310-hp reciprocating engine. The aircraft also features a customized panel and other changes. For more information, contact O&N Aircraft Modifications, Inc., Post Office Box 292, Seamans Airport, Factoryville, Pennsylvania 18419; telephone 717/945-3769; fax 717/945-7282.
The government of Quebec has signed a $155-million contract to purchase eight Canadair CL-415 fire-fighting aircraft from Bombardier, Inc. Deliveries of the new turboprop amphibians will begin in the spring of 1994. The order, combined with an earlier order by the French government for 12 aircraft, will provide about 700 jobs at Canadair and its principle suppliers, the company said.
A new coast-to-coast speed record was set by a TBM 700 single-engine turboprop piloted by Marc Mosier and Spencer Lane in September. The flight from San Diego to Jacksonville, Florida, took 6 hours 51 minutes 22 seconds and averaged 310 mph. The flight, conducted under instrument flight rules at 29,000 feet, was timed by ATC. The new world record for that class of aircraft was sanctioned by the National Aeronautic Association and the Federation Aeronautique Internationale. Mosier and Lane both are airline transport pilots who have set previous speed records.
FlightSafety International plans to spend $150 million on an expansion program that will include new simulators, a facility in Hong Kong, and new training centers in Dallas and Tucson, Arizona. The new simulators will be manufactured at FSI's Simulation Systems Division in Tulsa. Headquartered in New York, FSI now operates more than 150 simulators in 38 learning centers in the United States, Canada, and France.
A new chief operating officer has been named by Textron, Inc. Lewis B. Campbell will fill the vacancy left by John S. Kleban, who died in March. Campbell, 46, previously was vice president of General Motors and general manger of its GMC Truck Division.
The FAA recently awarded a $181,000 grant to Embry-Riddle Aeronautical University for a one-year study of personal-computer pilot trainers. The project, called "Transfer Effectiveness of PC-based Training Devices," will examine how well PC-based flight simulators train pilots for instrument flying.
Some 310 pilots participated in the Nineteenth Annual Greenville (Maine) International Seaplane Fly-in, which was attended by a total crowd estimated at 2,000 people. The fly-in featured skill contests, flybys, a large static display, and demonstration flights by the world's only remaining float-equipped Douglas DC-3.
British Aerospace plans to offer corporate and business-shuttle versions of its 19-seat Jetstream regional airliner. "Grand Prix" models of the Jetstream will feature a variety of interior layouts, from eight to 14 seats, for business use. For more information, contact British Aerospace spokesman Michael Jolley at 703/435-9100.
The Russian Air Force recently hosted the first-ever "Aviation Day" in the former Soviet Union. All over Russia, military bases were opened to the public for static displays and flight demonstrations. Michael Graf, AOPA 917457, was visiting Russia at the time with his brother Mark and snapped this photo for us at an air force base near St. Petersburg. An American strolling around freely at a Russian air base, shooting pictures — now who could have imagined that just a few years ago?
Taylorcraft Aircraft Corp. has received FAA certification for its Taylorcraft F22B Ranger. The conventional-gear F22B, which is powered by a 180-hp Lycoming O-360, joins a lineup that includes the standard 118-hp tailwheel model and trigears of 118 hp and 180 hp. Taylorcraft describes the F22B Ranger as "ideal for bush flying," with a stated 1,500-fpm climb after a 350-foot takeoff roll and a 400-foot landing roll with full flaps. Cruise speed is 113 knots at 75-percent power.
The latest kitplane design from Loehle Aviation, Inc., is the Sport Parasol, a bantam-weight airplane that the company says can be built in 350 hours. Sport Parasol airframe kits cost $2,500, plus engine, instruments, and covering materials. For information, contact Loehle at 380 Shipmans Creek Road, Wartrace, Tennessee 37183; 615/857-3419; fax 615/857-3908.
Precise Flight, Inc., has introduced speed brakes designed specifically for homebuilt aircraft such as the Glasair, Lancair, and Cirrus. The speed brakes, which may be activated manually or electrically, feature the same technology used in Precise Flight's other general aviation speed brakes, according to the company. For more information, contact Precise Flight in Bend, Oregon, at 800/547-2558.
Avfuel Corp., which describes itself as the largest independent supplier of aviation fuels in the country, has expanded its holdings. The company purchased Rengo Brothers Aviation Operations of Michigan. Founded 30 years ago, Rengo specializes in selling aviation fuel to small regional airports in Michigan and Wisconsin.
LoPresti Speed Merchants has received FAA approval of a cowling modification for the Piper PA-30 and PA-39 Twin Comanches. Designer LeRoy LoPresti says the mod will add 8 knots to the airplanes' max cruise. A new cowling for the Comanche 250/260/180 and a new propeller designed specifically for the Comanches and Arrows also are in development, according to LoPresti. The props are being developed in conjunction with Hartzell. LoPresti Speed Merchants also has supplemental type certificates for mods on Arrows, Lances, Saratogas, Seminoles, and Senecas. For more information, contact the company at 3215 26th Avenue, Vero Beach, Florida 32960; 407/562-4757; fax 407/563-0446.
Ronson Aviation, based at Mercer County Airport in Trenton, New Jersey, has signed on as a sales and service center for the American General Aircraft Corp. Tiger. Maine Beechcraft of Augusta, Maine, also recently added the Tiger to its lineup. AGAC has built more than 125 of the four- seat, single-engine Tigers at its plant in Greenville, Mississippi, since receiving type certification two years ago. For more information, contact AGAC at Post Office Box 5757, Greenville, Mississippi 38703; 601/332-2422.
Parks College of St. Louis University has ordered 21 Aerospatiale TB-9 Tampico Club aircraft for its training fleet. Delivery of the aircraft will take place over the next three years. Parks, of Cahokia, Illinois, offers associate and bachelor's degrees in a variety of aviation disciplines. The first aircraft, slated to be delivered this fall, will be used for both primary and instrument training.
Less than 1 percent of the mandatory drug tests performed on job applicants and employees in the aviation industry came up positive in 1991, the FAA reported. In the second full year of testing on applicants and employees in "safety sensitive or security related positions," preemployment tests accounted for about half of the 2,673 positive results from 279,881 drug tests. The positive rate was 0.96 percent, as compared to 0.42 percent in 1990 — but the parameters have changed, with tests now conducted more frequently and now required for aviation contractors. The percentage of positive results on periodic and post-accident tests was 0.34 and 0.75, respectively. A total of 42 flight-crewmembers tested positive in all test types, which include preemployment, periodic, random, post-accident, reasonable cause, and return-to-duty tests. The results are based on reports from 4,200 employers.
Paul DeHerrera was named as the new president of the Aircraft Electronics Association. Director of maintenance and electronics for AMR Combs in Denver, DeHerrera was elected to a two-year term at the helm of the Independence, Missouri-based association. AEA is a trade organization that represents more than 700 FAA-certified repair stations and instrument shops throughout the world, plus manufacturers of general aviation airframes and avionics.
Under a new lease program being offered by Bombardier Finance, you can rent your very own Learjet for a mere $50,000 per month. The lease on Learjet 30-series aircraft delivered and based in the United States before December 31 offers free maintenance, including engines and avionics, for seven years or 2,500 hours. There is a purchase option after the first 60 months. For information, contact Learjet in Wichita at 316/946-2450.
Williams International, of Walled Lake, Michigan, was elected to membership in the General Aviation Manufacturers Association. The company manufactures small gas turbine engines for business jets, military trainers, cruise missiles, targets, and drones. Other Williams products include auxiliary power units and other systems. Sam B. Williams, the company's president and CEO, will serve on the GAMA board. Washington, D.C.-based GAMA is a trade group that represents American manufacturers of general aviation aircraft, engines, avionics, and related equipment.
Pompano Air Center has appointed Richard Goode of London, England, as a dealer for the Sukhoi Su-26 and Su-29 aerobatic aircraft. Goode, an air- show pilot who owns an Su-26 (pictured), will market the Russian-built unlimited aerobats in Europe. PAC holds an exclusive worldwide distributorship for the Sukhoi aerobatic aircraft. For information, contact Goode at Richard Goode Aerobatic Displays, 28 Bryanston Square, London, W1H 7LS, England; telephone 44-71-491-1266; fax 44-71-491-4609.
Westernair, Inc., recently opened a new FBO at Albuquerque International Airport. The FBO sells 100LL avgas and Jet A and has hangar and tiedown space available. For information, contact Westernair at 505/842-4444; fax 505/842-4446; unicom 122.95.
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