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Aviation History
1983
1983 - 2138.PDF
PRIVATE FLIGHT FAA looks at "basic" aircraft proposals WASHINGTON D.C. US Federal Aviation Admin istrator Lynn Helms has publicly agreed with proposals for a new "basic" aircraft certification category, and the FAA will be publishing its own official proposals in 1984. Helms spoke to more then 500 members of the Aircraft Owners' and Pilots' Associ ation at the annual Aopa convention and exhibition in Albuquerque, New Mexico. He agreed that there is "need for a basic or primary air craft category between ultra lights and FAR Part 23 to make aviation affordable to a larger segment of the popu lation". Earlier this year Aopa peti tioned the FAA for a new aircraft classification, citing present type-certification costs as a "major deterrent to introduction of new aero planes into the market place". Aopa's petition established "basic aeroplanes" as single- engined aircraft with no more than four occupants. Such types would meet all safety standards for "personal trans portation", with restrictions against carrying passengers for hire. Personal transport is general aviation's most common use of aircraft according to Aopa's view of FAA statistics. Aopa president John Baker recently said that "the public's need for personal and business air transportation continues to increase, as does the need for flexibility in small aircraft. So does the cost of new aircraft, which has contributed to new aircraft, sales hitting an all-time low. Having to include several million dollars of certification costs over a small production run understandably increases single-unit costs to a prohibitive level. That was the crux of our petition to the FAA." Baker is encouraged by the FAA's sympathies, and says that the aim of the petition was "to unleash the imagina tion and production capabili ties of manufacturers" towards production of a safe, utilitarian aeroplane at a significantly lower cost. "The bottom line is straight forward. If we don't do some thing positive, and do it quickly, the rising cost of general aviation's single- engine aircraft will continue outpacing pilots' ability to break into or stay in aviation." Robin ATL flies with VW DIJON The Avions Robin ATL (avion tres leger) prototype is now flying with a converted Volkswagen engine, after meeting problems with the new engine specially devel oped for it. Since its first flight in June the ATL has logged more than 20hr flying, but vibration prob lems have developed with the two-stroke three-cylinder Buchoux engine. Rather than delay the ATC's test pro gramme, Robin has instal led the VW conversion, hopefully as a temporary measure. Robin is developing the ATL with a Government grant, in recognition of its winning the Federation Nationale Aeronautique's 1118 design competition for a low- cost trainer. The shapely V-tailed fuselage has a composite structure using Kevlar and carbonfibre. The wing uses a conven tional wood-and-fabric struc ture. • The R3140 T-tailed four seater (featured in our Flight test for March 12, 1983) has gained official French type certification, and this is expected to be followed early in 1984 by certification of the R3120" "2 + 2" lower- powered member in the series. Aerospatiale's Socata divi sion will be marketing the R3000 series alongside its own Tampico, Tobago, and Trinidad in the marketing agreement with Robin formalised during this year's Paris Air Show. Part 13: David Mason breaks contact with the airfield Solo local area Every pilot traditionally remembers his first solo as the great memorable event in his training. Inexplicably, the first solo out of sight of the airfield gets far less attention. Yet severing that umbilical of visual contact and flying out into the world alone proved more dramatic than a simple solo circuit. It was a clear sky in late October, in dead still air. At 2,000ft the Tomahawk seemed to be flying itself, and I could have flown on through the clean sweet atmosphere for hours. Flying out on a correct head ing, I found, and checked off the local landmarks—the radio beacon, the woods, the lakes, I could turn back at any time and fly the recip rocal bearing home, but being a keen student, anxious to use my time fruit fully, I elected to test myself by disorientation. I carried out a steep turn to port and one to starboard. Feeling brave, I then prac tised two forced landings. I still forget things. Climbing away from the first, the Tomahawk was sluggish until I realised I had the carburettor heat on, from the descent. The second effort was better, proving that there is no finer teacher than solo experience. At 1,000ft I found that the flat landscape in the Kidlington area had become hilly, almost like the rolling Dorset countryside (one is very easily disori entated in an aeroplane.) I decided to return to Oxford, and set heading on 270°. It was then, like a teen ager saying goodbye to inno cence, that I grew up. I was out of sight of the airfield. I looked for the usual land scape features. None was visible. There were abun dant roads and rivers, but which they were I had no idea. How long should I fly until I gave up and asked ATC for a QDM? (the head ing home). I was determined not to. Then, mercifully, Beckley radio beacon appeared. I turned left towards it to get my bearings. Then I saw Weston-on-the-Green's para chute area, and knew I had flown far too close to it. Distances are consumed quickly in an aeroplane, and mistakes rapidly accumu late. Soon I turned back to 270°, confident that the familiar chimney, Smokey Joe, would soon appear. It did, and I thought my prob lems over. The approach call to ATC went according to drill. I changed to the QFE and looked out for the airfield. A trick of light obscured the runways, but I made certain by looking at the buildings and the white spots that were parked aero planes. And yes, eventually everything fitted. I was ready to cross the airfield at 2,000ft. It was my gravest error vet, I looked back to check the altimeter, and found a read ing somewhere below 1,000ft. and I was just cross ing the downwind leg. How it had happened I shall never know. I had lost 250ft in changing to the QFE; but another 800 or so? Had I simply misread the altimeter all the way back, taking 1,000ft as 2,000ft? Or had I lost 1,000ft through inattention on the last few miles home? I do know that I pulled up through 1,200ft and let down to circuit-height on the dead side, praying that nobody would notice. I also prayed that I would have my PPL before this confession was published. I make it a point of honour, in the interests of all students, to declare my sins publically, but I should not like to be drummed out of flying because of them. Safely on the ground after a confidence-building touch- and-go, I knew I would never make such a botch of it again. The next detail was due an hour later, and I resolved to make it perfect. I should have known better. To be continued FLIGHT International, 26 November 1983 ,
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