Cessna Aircraft, a division of Textron, continues to drag earnings for Textron down as the company continues its efforts to restructure.  So far over 4,600 of the 6,200 persons laid off by Textron have been at Cessna Aircraft as demand for its aircraft continues to decline.

If memory serves me right general aviation has usually been the last to feel the effects of an economic slowdown, and the last to recover.  I would guess that this is because of the long lead time between aircraft sales and aircraft deliveries. Aircraft manufacturers are not able to produce vehicles as quickly as say an automobile manufacturer.

Sales at Cessna have fallen by some 38% while the Bell helicopter unit of Textron continues to experience growth, in large part because of military helicopter acquisitions. 

In the meantime the CEO for Piper Aircraft, James Bass, said the effect of the U.S. government’s “assault” on general aviation will linger much longer. His remarks, made Tuesday at the Sun ’n’ Fun Fly-In in Lakeland, Fla., were a biting criticism of government officials and media outlets that are spreading the off-base message that “private aircraft equal corporate excess…that’s the new equation, and Washington has made it a sound bite that no politician seems able to resist.

Given the excesses by our government and its leaders it is difficult to swallow the criticism of a critical part of our transportation system. Political retoric to curry favor with an unsuspecting public to carry out the redistribution of wealth in the United States by an out of control administration is leading our country down a path which many believe will result in the United States losing its leading role in the world economy.

Just last night President Obama stated again that this is "the worst economic crisis since the Great Depression", a statement which is completely false.  Unemployment is no where near where it was in the Great Depression, and while economic growth is negative interest rates are no where near where they were under Carter.

It is time for more conversation about facts and less false statements to further frighten an already frightened public.  Someone please stand up and tell the truth!  We need general aviation, and so do the airlines. There are not enought pilots in the military to replace all of the retirements coming, so don't be surprised if the new wave of pilots for the airlines are not Americans.

Until next time keep your wings straight and level Hersch!

JetAviator7

"When once you have tasted flight, you will forever walk the earth with your eyes turned skyward, for there you have been, and there you will always long to return."

A friend of mine from my college days works in the aviation business, and he buys and sells airline parts.  We both did a lot flying together at Michigan State University (sob - we lost to UNC) at the Winged Spartans flying club. Our careers took different paths as I went into the aviation insurance business after a stint as a chief pilot, and he went into the airline parts business after a stint selling Cessna Citation trade-ins.

Recently he sent me the two photographs you see in this post.

   
Generally speaking lightning strikes are no big deal. I recall having a lightning strike on the radome of a DC-3 I was flying, and watched a blue ball shoot down the center aisle of the airplane exiting at the vertical stabilizer. Upon examination we finally found the exit point which was pinhole sized.  The radome, however, suffered a lot more damage, along with the radar antenna.

An article on how an airplane is protected from lightning strikes says "Since the outer skin of most airplanes is primarily aluminum, which is a very good conductor of electricity; the secret to safe lightning hits is to allow the current to flow through the skin from the point of impact to some other point without interruption or diversion to the interior of the aircraft.

Estimates show that each commercial airliner averages one lighting hit per year but the last crash that was attributed to lightning was in 1967 when the fuel tank exploded, causing the plane to crash. Generally, the first contact with lightning is at an extremity...the nose or a wingtip. As the plane continues to fly through the areas of opposite charges, the lightning transits through the aircraft skin and exits through another extremity point, frequently the tail (as shown by Gauss's Law)."

The lightning strike to this ASA regional jet for Delta Airlines certainly had a different experience than we are all used to.  Moral of the post - flying can be dangerous - never forget!

Until next time keep your wings straight and level Hersch!

JetAviator7

"When once you have tasted flight, you will forever walk the earth with your eyes turned skyward, for there you have been, and there you will always long to return."

One of the problems with airframe icing and the FAA definitions is - how do you know the difference between intensities in flight?  The definitions are unclear, and lead to confusion on the part of pilots. 

For example, if an unprotected aircraft gets into icing does the pilot continue to fly until a problem or hazard occurs?  How can pilots tell the difference between trace and light icing if neither presents a problem or hazard for at least an hour?  How would a pilot know if the intensity changes?

If deicing boots are used and ice removed, how do pilots determine what the next icing condition, if any, is?  How can icing ever be severe for aircraft certified for flight into known icing conditions when such certification means the ice protection equipment will not be overwhelmed?

When it comes to 14 CFR Certification and Operating Rules there is a problem between the presumption of flightworthiness of aircraft that are certificated for flight into icing conditions?  14 CFR 135.227(d) permits aircraft to fly into severe icing conditions if the aircraft is certificated for flight in known icing conditions.  However, according to the definition of severe icing considers such icing to be impenetrable, even for protected aircraft.

Present icing intensity definitions contain nothing that can be calculated or measured.  Therefore they are practically useless.

In the final analysis anyone flying in known icing conditions is on their own.  The pilot in command is ultimately responsible for the safety of the aircraft, passengers and crew, so if a problem arises and there is injury or death to passengers and/or crew, the pilot will surely be blamed, at least in part.

So if you fly in icing conditions be aware that you do so at your own peril.  As an FAA Air Safety Inspector told me recently, "We're not happy until you'e not happy!"  Keep that in mind!

Until next time keep your wings straight and level Hersch!

JetAviator7

When it comes to testing new aircraft or determining maximum performance, pilots like to talk about "pushing the envelope." They're talking about a two dimensional model: the bottom is zero altitude, the ground; the left is zero speed; the top is max altitude; and the right, maximum velocity, of course. So, the pilots are pushing that upper-right-hand corner of the envelope. What everybody tries not to dwell on is that that's where the postage gets canceled, too.

— Admiral Rick Hunter, U.S. Navy.

As pilots we need to understand any dangers we might encounter while flying, and given the recent accident in Buffalo a renewed interest in icing has arisen.  I decided to review the FAA's definitions of icing, and would like to share this information with:

Trace Icing               This is when ice becomes perceptible, and the rate of accumulation is slightly greater than the rate of sublimation. It is not hazardous even though  deicing/anti-icing equipment is not utilized, unless encountered for an extended  period of time - over 1 hour.

Light Icing                The rate of accumulation may create a problem if flight is prolonged in this environment (over 1 hour). Occasional use of deicing/anti-icing equipment removes/prevents accumulation. It does not present a problem if the deicing/anti-icing equipment is used.

Moderate Icing        The rate of accumulation is such that even short encounters become potentially hazardous and the use of deicing/anti-icing equipment or flight diversion is necessary.

Severe                     The rate of accumulation is such that deicing/anti-icing equipment fails to reduce or control the hazard.  Immediate flight diversion is necessary.

According to the FAA these definitions have been criticized as being too vague and subjective.

Tomorrow I will examine in more detail how pilots view icing, and how the FAR's impact operations in icing conditions.

Until next time keep your wings straight and level Hersch!

JetAviator7

In response to how he checked the weather, "I just whip out my blue card with a hole in it and read what it says: 'When color of card matches color of sky, FLY!'"

— Gordon Baxter

Ever since the accident at Buffalo, NY there has been a great amount of speculation about the cause of the accident.  From the start there has been conversation about "icing" as a cause, coupled with the flight using the autopilot during icing conditions.

Now, I understand that it is recommended to hand fly the aircraft in icing, and to not use the autopilot.  The problem is, apparently, that when you disengage the autopilot you don't know what the aircraft may do because of the ice buildup on the airframe.

Now some details of the accident have been released, and it is reported that the crew got a stall warning and the stick pusher engaged but still the aircraft pitched upward 31 degrees before turning almost 180 degrees and dropping onto a house in the Buffalo suburb of Clarence Center, near the outer marker for Buffalo Niagara International Airport.

The sequence of events, which included a 45-degree dive with a 106-degree right bank ended 26 seconds later in the fireball on the ground, killing 49 people on the plane and one on the ground, the owner of the house.

As the investigation continues it will be interesting to see what they determine as the real cause of this accident, so stay tuned and perhaps we can all learn something to help us stay out of trouble as we navigate the airways.

Until next time keep your wings straight and level Hersch!

JetAviator7

When asked why he was referred to as 'Ace':
Because during World War Two I was responsible for the destruction of six aircraft, fortunately three were enemy.

— Captain Ray Lancaster, USAAF.

'Twas the night before Christmas, and out on the ramp, Not an airplane
was stirring, not even a Champ.
The aircraft were fastened to tiedowns with care In hopes that come
morning, they all would be there.

The fuel trucks were nestled, all snug in their spots, While peak
gusts from three two zero reached 39 knots.
I sank behind the fuel desk, now finally caught up, And settled down
comfortably, resting my butt.

When over the radio there arose such a clatter, I turned up the
scanner to see what was the matter.
A voice clearly heard over static and snow, Asked for clearance to
land at the airport below.

He barked out his transmission so lively and quick, I could have sworn
that the call sign he used was "St. Nick".
Away to the window I flew like a flash, Sure that it was only
Horizon's late Dash.

Then he called his position, and there could be no denial, "This is
St. Nicholas One and I'm turning on final."
When what to my wondering eyes should appear, A Rutan sleigh, with
eight Rotax Reindeer.

Cleared for the ILS, down the glideslope he came, As he passed all
fixes, he called them by name:
"Now Ringo! Now Tolga! Now Trini and Bacun!
On Comet! On Cupid!" What pills was he takin'?

Those last couple of fixes left the controllers confused, They called
down to the office to give me the news.
The message they left was both urgent and dour:
"When Santa lands, have him please call the tower?"

He landed like silk, with the sled runners sparking, Then I heard
"Exit at Charlie," and "Taxi to parking."
He slowed to a taxi and exited Three-Two, As he came down the taxiway
the sleighbells' jingle grew.

He stepped out of the sleigh, but before he could talk, I had run out
to him with my best set of chocks.
He was dressed all in fur, which was covered with frost And his beard
was all blackened from Rotax Reindeer exhaust.

His breath smelled like peppermint, gone slightly stale, And he puffed
on a pipe, but he didn't inhale.
His cheeks were all rosy and jiggled like jelly, His boots were as
black as a cropduster's belly.

He was chubby and plump, a right jolly old fool, And he kindly
informed me that he needed some fuel.
A wink of his eye and a twist of his toes, Let me know he was
desperate to powder his nose.

I spoke not a word, but went straight to my work, And I filled up the
sleigh, but I spilled like a jerk.
He came out of the restroom with a sigh of relief, And then picked up
a phone for a Flight Service brief.

And I thought as he silently scribed in his log, That with Rudolph, he
could land in an eighth-mile fog.
Next, he completed his pre-flight, from the front to the rear, Then he
put on his headset, and I heard him yell, "Clear!"

And laying a finger on his push-to-talk, He called up the tower for
his clearance and squawk.
"After departure fly heading three two zero,"
the tower called forth,
"And watch for a Luscombe inbound from the North."

Then I heard him proclaim, as he climbed thru the night, "Merry
Christmas to all! I have traffic in sight."

Until next time keep your wings straight and level Hersch!

JetAviator7