MAKE CHAPTER 288 YOUR AVIATION HOME! E-AB, TYPE CERTIFIED, VINTAGE, WARBIRD, ETC.
MAKE CHAPTER 288 YOUR AVIATION HOME! E-AB, TYPE CERTIFIED, VINTAGE, WARBIRD, ETC.
Dear Colleague / Friend
Kitty Hawk, North Carolina is where the Wright Brothers first flew a powered aircraft on December 17, 1903. The pilot was Orville Wright.
A 21st century tribute to this monumental achievement has outstanding local support and is now being proposed in Kitty Hawk. The Wright Brothers’ Tribute Museum, Science Center & Outer Banks Observatory will be the world’s largest museum dedicated to the achievements of the Wright Brothers.
Please offer your support with our initial GoFundMe seed funds campaign by clicking on the link for more information:
CEO & CFO
NJ Office: 973-694-1280
The Wright Experience, Inc. is excited to be a part of a new Wright Brothers Tribute Museum proposed for the Outer Banks of North Carolina. The museum and observatory will house our collection of reproduction Wright gliders and fliers, offering a dynamic and educational experience for students and visitors of all ages.
As a fellow aviation enthusiast, I hope you will consider supporting the launch of this project through a Go Fund Me campaign detailed below.
Glad to hear from you if you'd like to know more.
All the best,
The Wright Experience, Inc
Care and feeding of the only things between you and the ground.
While generally round and black in color, that’s almost all the characteristics aircraft tires have in common with their automotive siblings. In fact, a major difference is the construction and materials used in their manufacture. Aircraft tires and tubes primarily incorporate natural rubber while automotive tires use synthetic compounds extensively. Aircraft tires are designed for a very specific job and are part of the landing gear system on almost every aircraft.
Credit to AvWeb for this excellent article
THE SONEX TWO SEAT JET PROTOTYPE
Sonex is pleased to announce major progress in the development of a 2-place variant of the popular SubSonex Personal Jet! SubSonex JSX-2T is designed to be the lowest cost jet trainer ever! It will be a perfect trainer for the single-place JSX-2,and for those who want to share the unique experience of jet-powered flight in a light aircraft. Construction of the SubSonex JSX-2T prototype is well-underway, and the aircraft was on-display at EAA AirVenture Oshkosh 2022
THE NEW VAN'S RV-15 is airborne!
It's in the flight test phase and according to Van's, you can't buy it just yet, however, it was on display at Oshkosh!
To see a short test flight video by Van's, click here: https://www.youtube.com/watch?v=5sHK-B230sY
To see a an excellent review video by AOPA/Van's, click here:
To see a review of it by an amateur 'youtuber', click here: https://www.youtube.com/watch?v=z16eGH83CmI
Some factual questions answered by Van's about the above review:
Trapeze ropes in cockpit:
"The rope pull handles are test aircraft feature only, to enable emergency door jettison if needed."
"The fuel tank in the cabin is only for the test airplane. Certain prototype aircraft design considerations are there to enable us to make engineering changes and adjustments (keep in mind, this is an engineering test prototype airplane), easily change configurations in weight/balance, loading, etc."
"No, not yet. This is the engineering prototype, from which we develop the kit airplane. We will take orders once we know when kits can be delivered. That takes some time."
"..... There are some features you just can't see (we can talk about those at OSH), and a couple things you mentioned were not quite correct...
Early flight - not the first flight.
Very close on your the take-off roll estimation. Yes - Flaps were up.
Prop correction: Hartzell prop. Big one. Constant Speed.
Fairings come later. This is a test prototype.
Push rod controls. Standard Van's style design.
Trapeze handles are in fact for emergency door jettison. Good catch!
The pilot definitely works for Van's. Great guy, and accomplished test pilot.
Softie is actually a parachute brand. :)
Correct on the in-airframe latching mechanism.
Again, keep in mind that everything is an engineering prototype design at this point.
The fuel tank in the right seat area is for the test article airplane. Flexibility in test loading, engineering changes, etc."
Another New Entry into the Experimental Aircraft Community
The ScaleBirds P-36 Radial-Engined Replica Is Flying
You can learn more about this beautiful bird at their website BUT CAUTION - Their website is NOT secure: http://scalebirds.com
Rotax Unveils 24-Volt 915 iS/C 141-Hp, 183-pound Engine Now Offers Power, Charging for Everything Under the Sun Foreshadowed earlier this year, Rotax has unveiled the 24-volt version of their 915 IS/c engine, delivering up to 800 watts for a range of aircraft configurations. A standby in the experimental and sport plane world, Rotax took everything users love about 915 IS and added the power needed to run a full suite of power-hungry, high performance avionics and charging systems. The 24-volt system is available for new Rotax 915 iS/c engines, both certified and ASTM-compliant. Now, users can implement a variety of aircraft board systems, digital displays, glass cockpits, synthetic vision, and more with plenty of overhead to charge trinkets, EFBs, and phones along the way. The new 915 iS/c C24 delivers up to 800 watts from its extra light converter. Rotax designed the 915 for light weight, compact utility, with lighter cabling throughout the power delivery system to minimize weight as much as possible. That performance doesn't come alone, with 141 peak horsepower on tab from the turbocharged, 1352-cc engine. The 915 only weighs 184 pounds, with about 15 pounds added for the engine suspension frame, alternator, and fuel pump assembly. The 915 boasts the best of both worlds, giving power and performance while being an affordable, reliable powerplant for any light aircraft. The 915 has a maximum operating altitude of 23,000 feet, with a time between overhaul of 1,200 hours. Its electronic engine management system, electric starter, and redundant fuel injection all add additional levels of reliability and stability in ownership, adding an economy mode and simplifying the ownership process. This year, Rotax has also announced an extended warranty program, now offering coverage up to 5 years on all engine components with the R.E.S.T. extension. Thanks to Propwash for this article.
When the Sun Sets on 100LL, Will You Be Ready?
An interesting article from Flying Magazine with good links to various information.
Click on the link below for information from Flying Magazine.
In addition to the Flying magazine article, there's this update from AvWeb
Despite promising to issue a full STC for G100UL avgas in May, the FAA still hasn’t announced expanded approval for the fuel and the agency has declined to answer AVweb’s queries on when the approval process will be completed. General Aviation Modifications Inc. completed test work on G100UL and submitted the STC test package earlier this year. Recall that a limited number of engines were approved for G100UL last summer during AirVenture. The test package submitted in February would expand the number of engines under an Approved Model List to virtually all the powerplants in the GA fleet.
After the expanded STC application was submitted, the FAA ordered a Technical Advisory Board review of the certification work done by the Wichita Aircraft Certification Office. The TAB report wasn’t released by the FAA, but GAMI’s George Braly told us it appears not to call for additional testing but asks GAMI to provide so-called issue papers to explain detonation testing protocol, engine endurance testing, materials compatibility, hot weather operations and use of an independent fuel specification not recognized by ASTM. Braly said with the exception of an independent fuel specification, all of these areas were addressed in depth during the STC program under FAA-approved testing methods.
Although the 100LL avgas is refined to meet the industry standard ASTM D910, the FAA’s own guidance says an independent specification for fuels and oils is specifically allowed, Braly said. Further, language in the 2018 FAA Reauthorization Bill clearly allows fuels to be approved under STC.
Braly said the TAB also recommended that the GAMI project incorporate “lessons learned” in the FAA’s aborted Piston Aviation Fuels Initiative, which terminated in 2018 after concluding that the two fuels it had examined—one from Swift Fuels and one from Shell—weren’t suitable as drop-in replacements for 100LL. Shell has since stopped public work on a replacement fuel and Swift exited PAFI. PAFI’s findings, although supported with government funds, were not made public and thus weren’t available to GAMI during its fuel trials.
GAMI began work on G100UL in 2009 and was almost five years into the project when the FAA announced PAFI in 2014. The agency invited GAMI to join the PAFI program but the company declined because the program didn’t allow changes to fuel blends to meet test requirements during the program and because the FAA refused to credit GAMI for test work it had done in the four years prior to PAFI’s establishment.
When we asked the FAA about the TAB’s recommendation for issue papers on FAA-approved testing already done, the FAA declined to provide any details. “We do not comment on ongoing certification projects. The FAA has approved unleaded fuel for use in some aircraft. The agency continues to work with the general aviation industry and fuel suppliers to develop and test additional unleaded fuel options,” an FAA spokesperson said.
NASA to Set Up Independent Study on Unidentified Aerial Phenomena NASA is commissioning a study team to start early in the fall to examine the nature and origin of unidentified aerial phenomena (UAPs) – that is, observations of events in the sky that cannot be identified as aircraft or known natural phenomena – from a scientific perspective. There is no evidence UAPs are extra-terrestrial in origin. Since the limited number of observations of UAPs currently makes it difficult to draw scientific conclusions, this study will focus on applying the tools of scientific investigation to identify, collect, and analyze available data, and then establishing how NASA can use that data to move our understanding of UAPs forward. Unidentified phenomena in the atmosphere are of interest for both national security and air safety. Establishing whether these events are part of the natural world provides a key first step to identifying or mitigating such phenomena, which aligns with one of NASA’s goals to ensure the safety of aircraft. The independent study will gather input from experts in the scientific, aeronautics, and data analytics communities, and is expected to take about nine months to complete. NASA’s study team will be led by astrophysicist David Spergel.
Recently an accident occurred where the rudder on a PA-12 failed in flight. The airplane was a seaplane equipped with a 160 hp Lycoming O-320 engine. The original tail surfaces had been replaced with PA-18 tail surfaces in accordance with a Supplemental Type Certificate (STC). The broken upper part of the rudder post broke just above the top hinge and the upper part of the rudder folded over the tail brace wires in such a way that rudder control was severely limited and as to effectively create an additional horizontal tail, driving the tail down and the nose up.
Following a request from EAA and AOPA, the FAA has released a policy that will make it easier for some owners of experimental aircraft to obtain special flight permits (SFPs) for their airplanes in order to reposition them for condition inspections.
The advent of the FAA's shift to an electronic airworthiness certification process can be daunting, but it need not be! DAR Arnold Holmes, our "local" DAR can explain what you need to get your aircraft certified. Arnold Holmes is a Private pilot, an A&P Mechanic with Inspection Authorization (IA), and a Designated Airworthiness Representative (DAR). He is a member of EAA and has over 25 years in aviation. Arnold runs DAR-Certification Services at the Leesburg Airport.
Check out his website at https://dar-certification.com.
Long-time Sonex employee and general manager Mark Schaible has purchased the assets of Sonex Aircraft, LLC and Sonex Aerospace, LLC and will continue their operations as owner and president of the newly formed Sonex, LLC.
The Oshkosh, Wisconsin-based kit aircraft, engine, accessories and unmanned aircraft manufacturer is retaining all of the current staff and will seamlessly continue the operations founded by John Monnett in 1998, including fulfillment of all current orders. Monnett will stay-on as a lifetime emeritus advisor as-part of a new Sonex Advisory Board.
“John Monnett is a legendary name in the aviation industry, so I am very humbled and excited to have the opportunity to stand on the shoulders of his achievements and continue to shape the Sonex legacy into the next generation,” remarks Schaible. “This would not be possible without our talented, dedicated staff that really makes our company work. All of us are looking forward to forging ahead in support our great line-up of existing products and to bring new products to market, while striving for continual improvement of our products and processes.”
Airworthiness Directives (ADs) are legally enforceable regulations issued by the FAA in accordance with 14 CFR part 39 to correct an unsafe condition in a product (an aircraft, engine, propeller, or appliance). Do you know how to find ADs applicable to your aircraft? Check out this Aviation Maintenance Safety Moment video to see how:
The FAA is adopting a new airworthiness directive (AD) for all Superior Air Parts, Inc. (SAP) Model IO-360-series and O-360-series reciprocating engines and certain Lycoming Engines (Lycoming) Model AEIO-360-, IO-360-, and O-360-series reciprocating engines with a certain SAP crankshaft assembly installed.
Proposed AD Affects Roughly 6,600 Cessna Aircraft
A proposed airworthiness directive stands to affect 6,586 Cessna 180, 182, and 185 models, driven by a report of cracks found in the tailcone and horizontal stabilizer attachment on a 185 that had displayed excessive play while undergoing maintenance. “After a detailed inspection, the tailcone reinforcement braces were found cracked on both sides of the airplane,” according to the FAA’s proposed AD document.
Upon investigation of other related models from the same general age cohort, the FAA found similar cracking on 29 additional airplanes. “The FAA determined that the combination of the attachment structure design and high loads during landing contribute to the development of cracks in the tailcone and horizontal stabilizer attachment structure,” reported the proposed AD. “This condition, if unaddressed, could result in failure of the horizontal stabilizer to tailcone attachment and lead to tail separation with consequent loss of control of the airplane.” Guidance already exists in the most part for the remedy of the AD, as the FAA determined that Textron Aviation Single Engine Mandatory Service Letter SEL-55-01, dated December 7, 2017, calls for inspection and remediation of the same areas on the empennage of those Cessna models. The action’s comment period ends on June 29, 2020, so pilots are encouraged to weigh in soon if they have valuable information or opinions to share.
Thanks to Flying Magazine for this article.
Certain Ce120 and 140's
Reports of seat belt center bracket failures prompted the FAA to propose a new airworthiness directive (AD) that will affect certain Cessna Model 120 and 140 aircraft.
The FAA issued its FINAL RULE on an AD affecting 14,653 CESSNA SINGLES in the U.S. and probably at least as many in the rest of the world. The new rule requires repeated inspection of the spot where the strut meets the lower door post. The AD affects models ranging from mid-production 172s to the latest models. It was first proposed in May of 2020 after cracks were found in the lower area of the forward cabin doorpost bulkhead of some 206 and 207 models. The AD applies to aircraft that share the same design of the bulkhead and strut attach point.
GAMI, the balanced fuel injector people who are also Tornado Alley Turbo and who have been doing the heavy lifting of developing an unleaded, drop-in replacement for 100LL avgas for over a decade, just announced the FAA has approved an STC for burning GAMI’s G100UL fuel in a range of Lycoming-powered Cessnas.
"I always wonder how many people are flying aircraft with hardware and parts that are OLD. The FAA defines old as as over 35 years or 7500 hours Total time !!!!"
John Steidinger, Spruce Creek, FAA Master Pilot and Master Mechanic.
Are your wing attachment points serviceable?
Notice Number: NOTC2141
This is a Safety Advisory Notice from the Australian ATSB
On 18 August 2021, an amateur-built Stolp Acroduster II, departed Caboolture Airfield, Queensland, Australia for an aerobatic flight, with the pilot being the sole occupant. A short time later the aircraft sustained an in-flight break-up. The aircraft was destroyed, and the pilot was fatally injured. The center section of the upper wing was located away from the main aircraft wreckage. Technical examination of the cabane struts from the center section confirmed that there was fatigue cracking and eventual failure of the eye bolts that had held the upper wing in place.
The Australian ATSB Safety Advisory Notice can be viewed here:
The Australian ATSB Safety Advisory Notice can be viewed here:
This is a cautionary tale for us all. Whether you are the operator of a Stolp Acroduster, or you fly any other kind of aircraft, have a look at the hardware that holds important parts together. Check for deformation, corrosion, fretting, cracking, chafing, paint flaking, looseness, distortion, alignment, missing or loose locking mechanisms, damage, and security. If it makes you wonder, then ask maintenance about it.
The NTSB Urges FAA to Require Safety Assessment, Fixes for Excessive Fuel Flow & Power Loss Issue The NTSB has published a distressing report for Cirrus SR22T owners, recommending action on a possible engine power loss on takeoff. In the report, they reference 6 separate accidents involving Cirrus SR22T airplanes which lost engine power during the takeoff climb, in which 5 showed excessive fuel flow rates as high as 50 gph. The designed fuel flow, with the boost pump on, should deliver 19 gph, or, when set to "High Boost/Prime", as high as 42 gph. Excessive fuel flow could only be accurately diagnosed in 3 of the cases, in which 2 revealed the priming position was selected, and that other by an improperly adjusted slope controller. In 2018, the issue was somewhat addressed by the manufacturer, who instituted warnings about the incorrect use of High Boost/Prime, followed by a software lockout to prevent its activation at pressure altitudes lower than 10,000 feet. The NTSB is wary, however, stating that although the fixes are helpful to increase the level of safety of the design, they cannot completely rule the problem solved. Of the 6 high-fuel-flow accidents, only 3 have been adequately understood. They recommend that additional study be undertaken, saying "We believe that all the potential causes for these failures need to be identified to fully address this hazard. A functional hazard assessment, or FHA, is a top-down process that can be used to examine system functions to identify all potential failure conditions and classify the associated hazards." They note that an FHA was completed early in the SR22T's development and certification, but Cirrus has not performed one specifically targeting excessive fuel flow during takeoff and climb that results in a loss of engine power. They urge the FAA to require implementation to not only complete the study of the problem, but to identify mitigating actions to prevent it going forward, whether through design modification, procedures, or guidance to operators.
Courtesy of Aero News Network