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Aviation History
1983
1983 - 0389.PDF
PRIVATE FLIGHT Cessna launches fixed-gear Cutlass WICHITA Cessna has introduced a fixed-gear version of the Cutlass RG, the 180 h.p. retractable development of the 172. Retaining the Lyco ming, but in a slightly differ ent A IN version, the Cutlass has a claimed 75 per cent power cruise of 122kt at 8,500ft, using 10 US gal/hr. Cessna quotes a useful load of 1,0721b to accommodate full IFR avionics, four 1701b passengers, 451b baggage and full 50 US gal fuel tanks. This should give a range of 475 n.m. with a 45min reserve. Optional "wet wing" tanks holding 02 US gal extend the range to 020 n.m. The first eight Cutlasses have been delivered to the Embry-Riddle University at Presentt, Arizona, where they are being flown in train ing operations from a 5,000ft-elevation airfield. Standard Cutlass RG features are shared by the new model, including three- cylinder priming, fuel boost pump and pressure gauge, along with cabin interiors and paint schemes. Base prices are: Cutlass, $52,450; Cutlass II 857,390; Cutlass II with Nav/Pac, $62,830. Vacuum failure stresses limited panel importance LONDON ' When the vacuum pump failed during an instrument approach the pilot of a Cher-1 okee Six pulled off a success ful landing, but at no time checked the vacuum gauge. The Civil Aviation Authority » stresses the importance of maintaining limited-panel competence in its report of the incident in a recent GA Safety Information issue. After establishing on an ILS approach the pilot found FLIGHT International, -5 March 198:) ('essna leaves the wheels down on this new version of the Cutlass; more than 1,050 of the standard RG model have been built it difficult to keep on the localiser, and on seeing the ground from about 700ft saw that both the DI and attitude indicator were giving spurious readings. The aircraft was found to be well to the right of centre, and at no time was the vacuum gauge on the right-hand side of the panel checked. Investigation showed that the vacuum pump driveshaft had sheared. In a recent trial in the USA seven FAA instrument-rated pilots were asked to fly a visual take-off in a PA32, and to put on the hood shortly after take-off. The pilots had been told they were being tested to estimate when they were one mile from the airfield during a VOR approach, but an observer on board was actually simulating vacuum supply failure. Of the seven pilots, one clearly would have crashed had control of the aircraft not been taken from him. Three others could not keep control, became disorientated and were unable to complete the assigned left turn and climb. Three managed to complete the manoevre successfully, but not one pilot checked the vacuum gauge. On some light aircraft the vacuum gauge is located on the far side of the panel from the pilot; on other more modern types it is close to the main flight instrument scan. Whatever the position, it needs a regular inclusion in the pilot's instrument checks. Aopa US reports good numbers for 1982 WASHINGTON D.C. Despite the depressed market for aircraft sales, US general aviation showed some gains last year, reports Aopa presi dent John Baker. Some 20 per cent more private pilots were licensed than in 1981, even though the number of new student pilots decreased. Fewer people are learning to fly, but more are continuing training and qualifying for licences. Fatal accidents reduced by 11 per cent over those for 1981, and when this is placed against the hours ilown it shows a continuous downward trend in accident rates. John Baker is optimistic about, a long-term growth for the use of private aircraft for personal transport. The number of pilots has doubled in the past 20 years and the active GA fleet has nearly tripled. According to Aopa, business aircraft are less than one-third of the active GA fleet. An FAA survey has said 24 per cent of the GA fleet of 213,000 shows business trans port as the primary use, with 45 per cent used for personal transport. The remainder is primarily special activities such as ag flying or instruction. Baker points out that there are many favourable factors working for the continued growth of personal and busi ness aircraft, in particular the reduction in services and airports served by airlines. Ultralights are also fostering a big increase in newcomers to personal flying. Aopa UK plans annual conference LONDON ~ The Aircraft Owners & Pilots Association (UK) has arranged a busy programme covering several light aviation topics for its annual corporate members' conference in London on March 21. Registration is from 9.30-10.00 a.m., and through out the day there will be sessions by experts in the fields of aircraft financing, leasing, and mogas. Aopa chairman Ron Campbell will speak on living with micro- lights, legal expert Peter Martin will talk about liabili ties of flying training organisations, and there will be additional sessions on insurance and current think ing about spinning. The first presentation of the Aopa National Awards will be made that evening at the RAF Club, Piccadilly, beginning at 7.30 p.m. Further details from Aopa at 50A Cambridge St, London SW1V 4QQ; tel 01-834 5631. 583
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