February 2008 - Posts

Have you ever wondered what were the World's most useless/horrible aircraft?
Mon, Feb 25 2008 1:20 AM

Given that many of us are pondering deeply over the 'Greatest 100', it struck me that, as a light-hearted relief from this self-imposed mental task, it just might interest quite a number of you to consider just which were the most horrible, utterly useless, ineffective aircraft ever to go into production and enter either military or civil service? I believe there are many candidates for this accolade and I hasten to say that one intends no disrespect to their designers for, as we well know, Govt. interference and the rigid setting of impractical specifications, has often led to rather poor, or even bizarre results! There have been many aircraft that suffered badly as a result of having been "designed by a committee". I also should stress that these abominations have occurred in all aircraft producing nations so it is no shame to look back at one's own homeland and smile at some of the simply 'orrible creations that have (un) graced our skies. Anyway, aviation enthusiasts, it is just an idea and may well wither on the metaphorical vine. What think ye? 

by dakota67 | 4 comment(s)

Is New Zealand setting new standards for airport security?
Sat, Feb 23 2008 8:08 PM

The tiny South Pacific British colony of New Zealand (2,000 km south-east of Tasmania), appears to be establishing a reputation as the world leader in the battle against Air-Terror. A chum of mine, who operates Airbus A-340 Marvel-Jets to Auckland, NZ, USA and Europe from a largish South American nation (let's just call him Capitano "Pedro") reports that Auckland is the only port in his network that confiscates and tests pilots personal tubes of toothpaste and shaving cream. Capt. Pedro, a normally calm and most pleasant gentleman of the old school, is somewhat bemused as to why the NZ airport security service believe that a 22,000 hour pilot may be plotting to down his own aircraft with toothpaste. This reporter intends to put the question to the NZ Director of Civil Aviation as there must be a quite sensible reason for this ultra-cautious regime now in place in this peaceful aviation backwater. One must ask whether this may be a trend-setting programme which will spread world-wide to further harass aircrew who are already under increasing pressure to reduce their emissions. BALPA please note. dakota67 will report further when the NZ Director of CAA responds. In the interim, pilots flying to Auckland International are advised to clear their toilet bags of all encapsulated personal hygiene aids. Small tubes of toothpaste will now be made available at the duty-free outlets. 

by dakota67 | with no comments

How to keep DC-3s flying in Europe on Air Transport Operations?
Thu, Feb 14 2008 5:43 PM

Just a few thoughts whilst conceding I am not having to write out the cheques.

Cabin PA system: Frankly, many have had such systems and I am somewhat surprised that this was not done years ago. Many good systems are available and surely the UK CAA could facilitate the wiring approval in a spirit of co-operation?

WX Radar: Request an exemption and restrict operations to VFR and/or IFR only in conditions of no forecast icing. Not so easy in Europe I admit. (I don't know whether UK machines have airframe de-icing boots?) Otherwise examine the types of WX radar that are fitted to many lighter types. It does not have to be in nose.

PAX escape slide: Well that is just plain silly and for the sake of a few cms, an exemption would surely not be unreasonable. In any case the old Dak is likely to be on its belly. However, a solution might be to construct a simple slide which lies flat on floor and sort of rolls out and down. Would not have to be very large. But I guess it would have to be approved...more money.

Performance: Am out of touch re. current EU required single-engine take-off segment situation, but if you keep the weight down to about 25,000 lbs, the DC-3 should have no problem in the first and second segment; particularly in the low density altitudes that usually prevail in UK.

Was there something else? Am working straight off top-of-head down here in New Zealand where the NZ CAA have approved a C-47 and a PBY-5A Catalina for Air Transport ops.

Cheers from dakota67.

 

by dakota67 | 2 comment(s)

How many types have I flown? Some oldies of interest perhaps!
Thu, Feb 7 2008 6:00 PM

When one has been active in the aviation scene for 53 years (good grief!), one is bound to have flown many types. I still get asked by the younger chaps what types I have flown and what were one's favourites. Some one worked in, but most are aircraft that one flew for fun, or trying out a new type on the field or, in my case, odd types that I wrote a pilot report on for a magazine article. Back during the 1950s to '70s some of we really keen chaps used to sort of "collect" types. You might only do a few circuits and a bit of airwork in a type and never fly it again. Some I got to hand-fly when dead-heading (positioning) in other company aircraft, or when employed by a Civil Aviation agency, on the jump-seat and with fellows you knew. Bear in mind that the industry was much smaller then and far more relaxed about such protocols. But it was nice to be able to hop into the right seat (and even the left if the skipper needed a pee), and be hands-on from perhaps FL120 until a fair way along the cruise segment. Of course I was in the 5,000 to 10,000 hour bracket back then and very current on Vickers Viscount and then Fokker F-27 (like yesterday or that morning!) I have annotated those aircraft accordingly. This is still just a WIP as I reflect back over aeroplanes, people and places. Just for fun, I have given each type a rough purely personal grading using a number from 1 - 5. 1 indicates that I thought the machine was truly 'orrible and 5 means that I just loved that particular aircraft. Here and there I have added a + sign if I was particularly fond of a type.  Some of these may interest readers of an earlier era. Have never flown a hang-glider but, oddly enough, am getting interested lately as they are advanced enough to do some thermalling. I don't know what Mrs dakota67 will think of that idea! Been in a hot-air balloon but as a pax.

This is still WIP as my memory is a tad hazy. Not of interest to most readers but I am finding it somewhat nostalgic casting my mind back.

Many of the Austers and a couple of its parent Taylorcraft (3) and the post-war Taylorcraft Topper (2). DH-82 Tiger Moth (3). DH-83 Fox Moth (4). Miles M-14 Magister (4). Whitney Strait (2). Miles Messenger (2). Miles Gemini (2). Percival Proctor (2). Piper Pacer (3), Tripacer (4), Colt (2), PA-18 (4), J2 (1), J3 (2), PA-28 (4), Arrow (4), PA-32 (4), 24,23.38. Callair A-9 (3), Aeronca Champs (3). Cessna 120 (3), 150/152 (2), 170 (3),180 (4), 182 (4), 185 (5), 205 & 206 (4), 210 (4), 336/7 (4), 402 (4+), 188 (4+), 177 (4). Beech Baron (5), Queenair (4), Kingair (5). Fletcher FU-24 (various engines), PAC Cresco. Avro Avian. DHC-1, DHC-3, DHC-3, DHC-4, DHC-6, DHC-7 (cruise only) DHC-8. DC-3/C-47 (5+), Vickers Viscount. Fokker F-27. ATL Carvair/C-54E (climb/cruise). Lockheed 18 Lodestar. Bristol 170 Freighter. Douglas DC-6B. Lockheed L-188 Electra. BN-2 Islander. Transavia PL-12 Airtruck/Skyfarmer. Grumman Traveller, Tiger and Cougar. Beech Musketeer. Tipsy Belfair. Meta-Sokol. Mooney M-20. Victa Airtrainer. Chrislea Ace. Rallye. CAC Ceres. Diamond DA-42. Gippsland GA-8 Airvan. Yak52. Antonov AN-2. Emeraude.  

A whole lot of gliders from early Rhonlerche. Favourite single-seat was Libelle and, amongst the older two-seaters, I have an affection for the K-13. Did a lot of towing also; mainly in South Australia, a wonderful gliding environment.

Various homebuilts and microlights from early Druine Turbulent on...

Spent many hours battling my way towards an Instrument Rating in a range of those dreaded torture machines; the Link Trainer. But also many happy, if somewhat busy, hours in a Redifon Lockheed 1049 Constellation simulator. No motion and no visual capacity, but rather challenging for a lad who was upgrading from the DC-3 onto the Vickers Viscount (it was used a generic four-engine trainer; particularly for instrument approaches and zero-vis. take-offs).

Never got to crew the jets due periodic eye problems but rode extensive jump-seat on many from B-727 and DC-9 onwards. Good grief, how boring. Still WIP as memory banks clear...............

by dakota67 | 1 comment(s)