Gulfstream jet maker General Dynamics agreed to buy Swiss plane maintenance firm Jet Aviation for about USD$2.25 billion, expanding in a lucrative market as the global fleet of business jets hits an all-time high.

General Dynamics, a major US defense contractor, said on Tuesday the deal for the firm that services and refurbishes planes would close by the end of the year and immediately add to earnings.

It comes two years after Boeing completed a similar deal by buying aerospace parts and maintenance supplier Aviall for about USD$1.7 billion.

Zurich-based Jet Aviation, owned by private equity firm Permira Funds, provides maintenance, repair and overhaul services for business jets and other small aircraft. It also charters executive planes. Founded in 1967, it has 5,600 employees and bases at 25 airports around the world.

Following the acquisition, Jet Aviation will operate under its current management as a business unit within the General Dynamics Aerospace group, using its established Jet Aviation and Midcoast Aviation brands.

Sales of business jets are on track to hit an all-time record this year, reflecting an explosion of wealth, mostly outside the United States, even as economies in Europe and Japan face contraction.

A three year boom in global jet sales means record numbers of general aviation aircraft -- mostly business jets and small, piston-engine aircraft -- are flying around the world.

The surge in sales has boosted companies such General Dynamics' Gulfstream; Textron's Cessna; and Bombardier along with an array of parts suppliers and maintenance firms.

Gulfstream, based in Savannah, Georgia, makes a range of larger and generally more expensive private planes. Earlier this year it announced the launch of its newest model, the USD$60 million G650, which will be the largest, fastest and longest-range business jet on the market when it is delivered in 2012.

(Reuters)

At least 5 people are thought to have died in a mid-air collision above Warickshire, near Coventry. It is not yet known how the planes came to collide minutes away from landing at 11.40 this morning.

A joint investigation is underway by Warickshire Fire & Rescue service and Air Accident Investigations, who are appealing for witnesses or anyone with information about the circumstances of the collision.

The aircrafts involved in the collision are thought to be a MicroLite Aircraft which landed more than a mile away from the other plane, a Cessna. The main area where the Cessna Aircraft has landed is in a wooded area and services are struggling to reach the crash site.

The planes are understood to have been in contact with Air Traffic Control.

Next of kin have been informed.

Reconnaissance Ventures, a Cessna Aircraft company have released a statement confirming that 4 staff have been killed while on a routine aerial survey trip. They had been given permission to land minutes before the crash occurred.

Mudança do nome mostra evolução e amadurecimento da empresa que atua há 32 anos no mercado de aviação executiva.

Uberlândia - A Algar Aviation é a nova denominação da ABC Táxi Aéreo. A empresa, que faz parte da Divisão de Serviços do Grupo Algar, estará presente na Labace, em São Paulo, feira que mostra as últimas tendências da aviação executiva. Além de apresentar ao público do setor a sua nova denominação, a Algar Aviation exibirá na feira dois TBM 850, aeronave que representa com exclusividade no Brasil.

Essa mudança do nome é conseqüência do processo de evolução e amadurecimento da empresa, que expandiu e consolidou sua atuação na aviação executiva, com serviços de manutenção em jatos e turbo-hélices; transporte de passageiros e cargas leves, além de serviços de atendimento e hangaragem.

Segundo Rogério Elian, presidente da divisão de Serviços do Grupo Algar, “a evolução e mudança fazem parte natural e constante na vida das nossas empresas. O nome Algar Aviation vincula ainda mais fortemente a empresa ao Grupo e representa o endosso do mesmo à marca que traz em si seus princípios e valores, pautados na valorização do ser humano, no seu respeito aos clientes e na vontade de servir".

A empresa, no último ano, estreitou sua parceria com a EADS Socata, ornando-se distribuidora exclusiva do TBM 850 para o Brasil. Já comercializou nesse período seis aeronaves, três das quais já foram entregues e as demais com entrega prevista até final do ano.

Para 2008, a Algar Aviation mantém boas expectativas, e prevê um crescimento acima de 28% em seu faturamento, Já em 2007, o crescimento foi 20% em relação a 2006.

A Algar Aviation opera uma frota de aeronaves a jato e turbo-hélice devendo incorporar, até o final deste ano, um TBM 850 e, no princípio de 2009, o seu primeiro Phenom. A empresa conta com uma equipe de 110 associados (como são denominados os funcionários das empresas Algar), nas bases de Belo Horizonte e Uberlândia.

A Algar Aviation representa importantes marcas mundiais do setor, e é oficina homologada para aeronaves Socata, Embraer, Cessna, Bombardier, Raytheon. "A Algar Aviation é o novo nome para uma empresa que construiu um sólido relacionamento com o mercado, por sua postura profissional, ética e transparente, e que tem como principais características a competência técnica e total dedicação ao cliente. E isso não muda, pois é a nossa essência”, finaliza Rogério Elian.

Zunächst knallte ich die Tanks der 206Cargo noch mal richtig voll (virtuelle 407,52 USD), bevor ich die nächste Etappe der US of A-Tour anging.
Mein Weg führte mich zunächst entlang der 41 zwischen dem Table Mountain und dem Mt. Jackson, vorbei an Twin Bridges, Silverstar, White Hall bis Boulder, von wo ich dann der Interstate 15 bis Montana City folgte.
Die Interstate 15 ist die viertlängste Nord-Süd Interstate Highway Verbindung der Vereinigten Staaten. Auf einer Gesamtlänge von 2307 km verläuft sie im Norden von der kanadischen Grenze im Bundesstaat Montana bis nach San Diego in Kalifornien. Sie berührt dabei mit Montana, Idaho, Utah, Arizona, Nevada und Kalifornien sechs Staaten.

Dann ging es weiter an East Helena und den Seen Lake Helena, Hauser Lake und Prickley Pear Creek vorbei, bis ich am Devils Tower noch mal ins Gebirge kam. Ab dem Harris Mountain kam dann (fast) flaches Land und auch wieder die Interstate 15 in Sicht, der ich bis Great Falls folgte.

Schaut man in Höhe Riverdale lins aus dem Fenster, so sieht man etwas entfernt ein seltsames Gebilde. Ich dachte schon an einen Meshfehler... war es aber nicht. Bei diesem Gebilde handelt es sich nämlich um den Square Butte, der exakt abgebildet wird. Leider machte ich aus genanntem Grund kein Bild.

In Höhe Ulm machte ich mich langsam aber sicher zur Landung für die 3 bereit... ich hatte Freigabe und sollte einer Caravan folgen. Alles bestens... Final... die Caravan war gut unten, kam jedoch nicht aus den Strümpfen und verließ zu spät die Runway. Also - GO AROUND! Klappen ein, Gas rein und rechts in die Platzrunde. Recht zügig bekam ich wieder Freigabe... hinter einer Cessna einordnen und landen. Final... selbes Spiel... GO AROUND!
Also wieder Klappen ein, Gas rein, rechts in die Platzrunde. Beim dritten Anflug klappte es dann und ich konnte in Great Falls (KGTF) landen. Halleluja!

Hier gibt es wie immer Bilder und die Route

Enjoy!

I met my instructor Alex Bailey on the apron on the south side of Grantley Adams International Airport one breezy day in May earlier this year.
[caption id="attachment_20" align="alignleft" width="300" caption="Alex and the Cessna"][/caption] After a brief chat about my flying experience and what I wanted to do in the flight, we walked over to preflight the Cessna. Within minutes were were taxing out to the long runway (09/27) and moments later we were airborne.

[caption id="attachment_23" align="alignleft" width="300" caption="Heading north, past Bathsheba"][/caption] With some fast departing commercial traffic taking off behind us we were instructed to perform a couple of orbits to the south before beginning our island tour by flying north along the eastern coast.
[caption id="attachment_25" align="alignleft" width="300" caption="Port St.Charles"][/caption] We turned west to cross the parish of St. Lucy, then turned south to follow the western coast back towards Bridgetown. The west coast is by far the more popular area for tourists as the calmer waters of the Caribbean Sea are ideal for sailing and other water sports. After a few orbits over the beautiful bays it was time to begin our approach back to the airfield. While keeping an eye out for another commericial flight on a long final approach we manage to slip in front and land in good time.

[caption id="attachment_26" align="alignleft" width="300" caption="A satisfied customer"][/caption] Post landing checks done, and the aircraft parked and secured. Time to return to the water's edge for a cool beer.

That was a very enjoyable flight. Alex mentioned that learning to fly in Barbados is a good test of navigational skills as there are very few landmarks between the islands, and the navigation on your qualifying cross country has to be spot on if you're to make it to your destination!

Men plötsligt kom polisen och en massa svartklädda män steg ut ur tunga svarta bilar. Vi fick gå in igen. Från uthyrningskontoret ser vi hur de rullar ut våta röda mattor framför ett mindre jetplan som står precis framför Cessnan. Vi frågar runt och uppdagar att det är president George Bush Sr som ska åka hem från ett besök i Maine. Vi får absolut inte gå ut på plattan innan han kommit iväg.

Kassnallen blir som tokig.
-Jag vill träffa presidenten! ropar han. Jag har massvis att berätta om hur nallar har det här i världen, han måste få veta!
Och han börjar vifta och vinka och slinker ut genom dörren.
Antonio måste nästan strypa honom för att få honom lugn. -These guys are not to play with!

Till slut kommer presidenten in i sitt plan, poliser och säkerhetsmän rullar iväg och vi kan gå ut till vårt lilla getingstora plan. Under armbågen lyckas jag i alla fall plåta presidentplanet just när det ska viftas iväg.

Antonio som har certifikatet rattade Cessnan och jag och Kassnallen satt bredvid.

Vi flög runt Portland i en timme mellan molnen och nu tjatar Kassnallen hela tiden om jag också ska skaffa certifikat. Han vill ha en egen fallskärm av siden.

I'm sure as I learn new maneuvers and actually speak with ATC it will become more challenging while multi-tasking.

That's pretty much all I have to say, I have ground school this afternoon to show me how to do an extensive pre flight check.

I am promising some pictures next week once I feel more comfortable in the plane.

Suddenly, the sentimental bug hits me. You see, despite my many rantings about the company hubby and I have worked with for the past 10 years (11 years for hubby), I've grown to love the comfort of the workplace. That AND the many memories we planted there. It was at work that hubby and I crossed paths 10 years ago, where we *sigh* fell in love, and where we made a living. Surprisingly, despite being together at home, going to work in one car, working on the same team and sometimes even sitting beside each other at work, we never grew tired of each other's company. Sure we had our spats, which I'm sure our officemates would notice once in awhile, but they were healthy spats that ended up as quick as they started. I'd surely miss the car rides to and from work, those merienda breaks for our walang-kamatayan lumpiang shanghai and tokwa (sans the pork), and those moments in the middle of work when one of us would remember something to tell the other about home, business, or Zoe. So many things to miss, but I'm thankful for the memories and I'm elated that hubby is getting closer and closer to his dream. From the time he started pursuing his dream, he made it clear to me that his dream was our dream together, and mushy and biblical as it may sound, wherever he goes, I follow.
We're both excited on the journey ahead, uncertain where the road will lead us, but we're comforted knowing God is there to guide us every step of the way. To hubby, you've come a long way, hunny! I've been witness to how badly he wanted to fly...despite the many setbacks. Even an engine failure 300 feet up in the air, which resorted in an emergency landing in the ricefields of Bulacan, did not deter him at all. It's no joke the time, money, and effort that he put into it, and I truly admire him for this. One of the lessons I learned from hubby was nothing is impossible when you put your mind, heart, and soul to it. Dear friends, I'm sharing with you a slideshow I made for hubby. Pardon the amateurish creation : )

First two Airventure 2008 installments are here and here.

Here's a TINY sample of what I saw that struck my eye, anyway.

RVs.  Not recreation vehicles, but homebuilt aircraft from kits by Vans Aircraft.  Hundreds, maybe a thousand of them!  The largest is the RV-10 a relatively new 4-seater.  And there were rows and rows of just RV-10s; some unpainted and looking like they just finished the last rivet, and others looking pristine in perfect paint, avionics and interiors.

Yeah, there are a huge number of the other kind of RVs (land-yachts) at Airventure too. But you can see them anywhere.

How about the Boeing Dreamlifter.  This is one big damn airplane, filling Aeroshell Square the days it was at the show.

The Red Bull Helicopter, used on the worldwide circuit of the Red Bull Airraces, putting on amazing displays of aerobatics that virtually no other copter can attempt.

Rows and rows of virtually any kind of airplane. From warbirds like P-51s.  More than you could imagine. And civilian aircraft; not just current planes, but classics like the Cessna 195.  Again, rows and rows of them.  Almost all in pristine condition too. 

How about your own personal Jetson jetpack?  That is, a Martin Jet Pack.  Flew for a couple of minutes (up to 6 ft high, and tethered per FAA requirements). Only $100K for your very own.

More weird stuff. And haven't even gotten to the Fly Market yet!  Saw this PETA nightmare of a prop cover. The vendor was selling airplane floats, but the "prop-pelts" sure drew some attention.

Finally, tons of formation flying (interested in this because I've started formation training, maybe to participate at OSH next year).  Lots of formations.  Warbirds (US and overseas aircraft) and warbird wannabees (apparently RVs love formation flying...)  Some better than others.  So much formation flying (good and not-so-good) that it would fill its own DVD.  

More soon.  Cheers!

To assure myself of my abilities, I asked P to come with me to the simulator room to school, to act a bit as my examiner and air traffic controller.

Now you should know, that there is quite a difference between simulators and simulators. First at this point, I've come to really appreciate the simulator I did some of my instrument training in, back home.

To illustrate what I mean:

[caption id="attachment_11" align="aligncenter" width="293" caption="The simulator I flew during the MCC course (F28, FFS)"][/caption] [caption id="attachment_245" align="aligncenter" width="300" caption="The simulator I flew during my instrument training in Sweden (BE76, FNPT II)"][/caption] [caption id="attachment_246" align="aligncenter" width="300" caption="The simulator I flew today (C172R PC-ATD)"][/caption]

When I asked for the keys to the simulator, I was asked which simulator I wanted. "The best one", I said with a smile. He replied: "Well you know, they all have personalities". "Yeah, okay, I'll take the one with the least of it".

Well "inside" the simulator booth, it took us about 10 minutes to figure out how to unfreeze it, and get it up and running... and I thought I was tech savvy.

Eventually, we got it up and running, and it was time to discover some of the simulators personality. One of them was that it could only be trimmed nose down. Trimming nose up had to be done manually, by clicking the mouse, so in order to trim nose up, I'd have to call P for "three clicks of nose up please". Another feat was that the frequency couldn't be set on NAV2, and they couldn't be switched on NAV1. That was another task for P. Kind of reminds me of the MCC. "Bring me MZB on 117.8 on NAV1, and JLI, 114.0 on NAV2, thank you!".

Another noticable feature when flying a stationary simulator (especially without sound) is that you totally lose the "sensation of flight". When flying IFR, the only sense you should trust is your vision, scanning the instruments, but the other senses definitely helps to get a good general idea of the situation.

Usually, handling the simulation itself, is one of the major challenges when flying a simulator.

We first went to Brown Field, for a slightly modified VOR approach, then to Montgomery for an ILS approach. After the ILS, we did a DME arc from MZB VOR, terminating in a non published hold, with an expect further clearance time of 45 minutes. P mumbled something about having to get some Pizza. Fortunately, the "ATC" changed his mind, and vectored me in for a tight LOC-D approach to Gillespie. Everything seemed good until my engine died on me. Without further discussing who was responsible for that little incident, I made it to the pavement, but just short of the threshold to someone's regret. ;)

So now I've proved to myself that all instrument procedure knowledge haven't magically just disappeared out of my head, and I felt that I still had it.

I also received some new goodies today.

Tomorrow is approaching!

Aeroshell Square early in the day, before many of the other star attractions arrive. But there is already one plane drawing a crowd. "Terrafugia" - a convertible plane-automobile!  Hasn't flown yet, but it's here and getting lots of attention.  This is apparently one of those innovative ideas that has many lives.  I remember as a kid watching grainy 16mm film footage of a similar "Air-Car" with detachable wings.

Of course, this is OSHKOSH, so there is not just one, but several manufacturers of these convertible airplane-automobiles at the show, with front and center placement and coverage. Wonder what the mileage is on these bad boys?

A bit of nostalgia for long-time Oshkosh visitors, seeing the old FAA ControlTower for the last time.  The new control tower is operational, and the daily Airventure news says the old one will be demolished sometime after the show ends.

Dumbest exhibit at Airventure?  There are many strong candidates (and haven't visited the Fly Market yet where there are sure to be contenders.  But my vote goes to FORD.  Specifically, the silly-ass mechanical bull riding exhibit right on the main drag between the main gate and Aeroshell Square.  Bull riding? This is an airshow!  Can you please let "Urban Cowboy" rest in peace in Netflix?  Maybe they think they can attract John Travolta to their exhibit.

Things that work: The trams. Powered by good ol' John Deere tractors, these trams give you a break, some shade, and quick transportation across the miles of exhibits and themed aircraft parking areas.

Things that don't work so well: the EAA buses to the dorms.  Waited an hour yesterday for a bus that's supposed to run every 1/2 hour.  And the last bus leaves for the dorms BEFORE the movie is over at the Fly-In Theater. Duh. Please fix this, EAA.

But Airventure-Oshkosh is about planes and people, and there are both in overwhelming numbers.  Each theme area (homebuilts, vintage, warbirds, etc) are larger than any other airshow I've experienced. Just scratched the surface here. How about not just one, but rows of Cessna Caravans as RVs?  Red Bull helicopter doing loops and rolls!  Lots more to see this week.

Oh, remember, I call this series "Hog Wild for Flying" for a reason, comparing flying to the motorcycle culture.  Seems Harley understands the connection, too.  They have a nice exhibit at Airventure to make sure any hunger for ground-based excitement can be satisfied.

Finally today:  Dorm life.  Like college, but with a 401K plan and somewhat older crowd.  But they are creative!  Some of our enterprising "dormies" set up an impromptu movie theater in the lounge area on my floor.  Laptop, LCD projector, bedsheet for a screen, and mixture of YouTube and DVDs.  Very cool way to pass the evening.

Cheers from Airventure!  More next time.

The new instructor, Meiko Powers, went over some ground training with me before my preflight inspection regarding some pattern work. We discussed the pattern around VNY and she taught me about what airspeed we would need to fly at when on the downwind, base, and final approach. My regular instructor was going to go over landings with me today and Meiko didn't disappoint. We went through the pattern about 8 times which included 6 take offs and landings and a couple of go arounds due to high arispeeds at the approach.

Our routine was to fly off of runway 16L (which is a significantly shorter runway that the 16R I was used to) for some closed traffic work. We climbed at 70 knots of airspeed and headed due East avaiding Burbank air traffic and even a police helicopter at one point. On the downwind, we leveled off at about 1800 feet keeping 85 knots of airspeed and losing 10 knots on the base and another 10 knots on final. There were a couple of rough landings but it is all part of the learning experience. Unfortunately, things were not made easier by the fact that there was a crosswind coming from the East but it was an extremely productive lesson. I logged 6 take offs and landings and another 1.5 hours of flight time for a total of 10.4 hours to date. Unfortunately, I will have to take a week off since I have a planned trip to Las Vegas this weekend, but I will make it up the following week.

As far as instructor goes, I was very comfortable with Meiko and will see if she has time for another regular student. Here is a news article from an emergency landing that Meiko made recently that is extremely interesting.

Wie is de miljonair?

Het aantal Braziliaanse miljonairs kent ook een stevige groei: in een jaar tijd kwamen er 23.000 nieuwe miljonairs bij in Brazilië. Dat aantal moet enkel onderdoen voor dat van China en Indië. In totaal zijn er nu 143.000 Brazilianen met meer dan 1 miljoen Reais op hun bankrekening. Die miljonairs zitten vooral in de staat São Paulo, het financiële centrum van het land. Toch rijzen er overal in Brazilië nieuwe shopping centra uit de grond die vooral mikken op die miljonairs, met exclusieve boetiekjes van Giorgio Armani, Hermes en soortgelijke. De verkoop van dure auto's en luxe appartementen swingt de pan uit. De verkoop van dergelijke luxe goederen kende een stijging van 17% in het laatste jaar, iets waar vooral fabrikanten van helikopters en privé vliegtuigen kunnen over meepraten. De verkoop van helikopters stijgt met een gemiddelde van 13% per jaar. Bij TAM Taxi Aéreo Marília was de gebruikelijke leveringstermijn voor een Cessna of een Bell helikopter 1 jaar; tegenwoordig moet de koper 4 jaar geduld hebben.

After all of the usual preflight checks and procedures, we made our call to Van Nuys ground and began our taxi to hold short of 16R. There was a slight wind coming from the East but it didn't affect takeoff too much. We made our right crosswind departure over Warner Center and I learned a little more about using the Nav when my instructor set a heading for Fillmore. We followed the heading but stopped at our usual training spot above Simi Valley.

We did a lot of review work but I was happy to do so because I want to make sure my maneuvers are as close to perfect as possible. Today I actually felt my steep turns getting better and I was able to rely more on visuals and keep my eyes off the instruments. I still need work on maintaining altitude while doing a steep turn but I am sure that will come with practice.

The next thing we did was some more stalls. Again, this is something else I feel myself getting a bit more confident with. I am able to keep a heading more accurately while maintaining proper airspeed. We followed the stalls up with some slow flight for a bit then gained some airspeed and altitude for some ground reference maneuvers.

We started our ground reference training with turns around a point in which we used an overpass on the 118 freeway as our marker. After a couple of passes we used that point to begin our rectangular course. We followed the surface streets below us to fly rectangular patterns and after doing that a couple of times we used the 118 freeway as our reference and finished up our lesson with some S-turns.

We made our way towards the Santa Susana Pass and after getting information from ATIS, we made a call to Van Nuys tower for landing. Keeping our eyes open for some traffic that the ATC mentioned, we made our approach and landed on 16R.

I logged another 1.1 hours and am amazed how fast my training seems to be going. I started the week I graduated college and already have 9.9 hours (and will most likely be at 11 hours by next week). A lot of the articles I read, whether online or in the AOPA magazine, mention that an airport is not jst a place to fly but a place to network with other pilots. After my lesson I stuck around for a bit talking to my instructor and to a couple of other PPL students and sometimes that can be a learning process all in itself.

I want to thank Charles for all the photos he took.

[gallery]

Watch video.

I looked up from the terminal building at my local airport and noted that a Cessna Citation was pulling up to park on the ramp. Soon after, a corporate helicopter, most likely owned by Unisys, had pulled into that same spot about 10 minutes after the corporate jet had dropped off it's two executives at the terminal building. Then, it came to me, what about Private / Business flight? What will happen to the industry that NetJets so proudly serves? 

My thinking is that, these companies are paying good money for these pilots / fuel. I highly doubt that a CEO of a large fortune 500 company is going to give up his private jet because of fuel. However, it is possible that small businesses may. Having worked at a research center for a large business school, I can tell you that when a small company loses a contract or their drug doesn't get FDA approval, the company will make cuts, usually at the bottom of the chain are research centers. I don't think it's right to assume that business aviation has a lower / same priority of a research center. In fact, I think many CEOs and executives keep it as a top priority. Therefore, they keep it.

Secondly, I think it's important to note the strides made by the private / business jet manufacturers to make business aviation a cheaper expense. More specifically, the suppliers; the engine builders. Engine manufacturers such as Pratt & Whitney, a United Technologies Company, have realized that fuel consumption is going to be a problem. One engine that is turning heads with fuel consumption is the Talon II engine. It is known for it's success in reducing CO2 emissions and fuel efficiency. It is also quiet, which is a plus at small regional airports, like Wings Field. Engines like the Talon II, when combined with a light aircraft model, help increase fuel efficiency for large executive jets like a Cessna Citation or Gulfstream. 

My third and final point: Airline delays. If you've flown in the last 7 years or so, you might have noticed that you usually have to be at the airport one and a half hours prior to your flight, sometimes more. You spend about 30 minutes just getting to the closest regional / major international airport. So far that's 2 hours. Then, you have delays. In May, roughly 20% of the nation's flights were delayed. So your flight just got delayed an hour, and when you arrive, you have to wait for your checked baggage to arrive (if it does). With executive jets and aviation, there are no lines and no delays (except for weather). It saves prominent executives hours and hours each year of wasted time at a major airport.

I personally don't think that Executive and Business aviation will suffer. At my home airport, the traffic is still the same. I have not seen any businesses pull out. As a matter of fact, a new lease / charter business just opened at the field. No matter what the price of fuel is, executives will still want paramount service.

Apparently you air a commercial on the big video screen in Times Square. According to the Wichita Business Journal, this commercial will be airing for the next two months.

I think they did a pretty effective job of showing the benefits of using a business jet. We all can empathize with the traveler on the top. Unfortunately most of us don't make enough money to take advantage of Cessna's offer to "Get Home on Time".

Joe wird expandieren und in absehbarer Zeit ein Snowcat-Camp unterhalb eines Gletschers unweit Juneau errichten. Von dort aus können Touris weite Fahrten mit den Cats über die Gletscher unternehmen und auch schon mal in weiteren Camps mitten in den Bergen nächtigen. Auch für Jäger und Naturliebhaber sorgt Joe und lässt einige Jagdhütten errichten. Alle diese Neuerungen müssen zukünftig natürlich gepflegt und versorgt werden... doch dazu kommen wir später.

Hier findet ihr übrigens die Kisten von Fast Joe's Air Service...

As far as this week's lesson goes, we did a lot of review. At first I was disappointed with reviewing maneuvers but I really feel myself getting more confident and comfortable in the cockpit so it's proving to be useful. During takeoff, we had a bit of a crosswind which I am not too used to being in Southern California. After that we made our way to Simi Valley, which was still smokey from the fires in Santa Barbera, and did some steep turns, power-off stalls and began work on emergency procedures. The emergency procedures were done with the throttle at idle and over some farmland North of Simi Valley. Though we didn't make an actual landing, we went through the trial and error of instrument operations in order to look for potential problems in the cockpit. We also discussed recognizing engine fires and electrical fires and how to try and deal with them before landing the plane.

We made our way back over the mountains and back into the San Fernando Valley and was notified by Van Nuys tower that the winds have picked up to about 7 knots (which was higher than ATIS was broadcasting). I did my first crosswind approach and crabbed the 172 all the way down to 16R. I logged another 1.1 hours and plan on going once more with my current instructor before having to switch to someone new.

Tugas kali ini memang mengawasi kesiapan tim udara dalam rangka perekaman data hyperspectral dengan menggunakan sensor HyMap. Pelaksanaan survey ini sendiri dapat diikuti catatan hariannya di-blog kegiatan: Lapstogo.

Kegiatan nongkrong di hanggar dimulai pukul 6:30 pagi. Saat semua tim sudah siap, dan kemudian tim perekaman berangkat dengan CESSNA 402B menuju lokasi, maka kemudian kelayapanlah sisanya, sambil nunggu pesawat kembali 3-4 jam kemudian.

Banyak hal baru yang dilihat, karena memang baru kali ini berada dan memperhatikan "bengkel" pesawat. Dan selain kegiatan bengkel, tentunya berbagai jenis pesawat ringan bisa juga dilihat. Dari yang masih segar bugar sampai yang tinggal tulang belulang. Sayang sekali gak punya buku tentang spesifikasi pesawat, jadi yang dilihat cuma "keanehan" bentuknya tanpa tahu sejarah kegemilangannya.

Tapi ternyata menjadi penunggu hanggar tidak terlalu membosankan. Hal ini karena ditemani oleh si hitam manis nan mungil, Canon Powershoot SX100IS. Hampir setiap sudut dijepret. Teriknya sinar matahari justru banyak manfaatnya untuk mencari sudut tembak yang baik.

Teriknya sengatan matahari terkadang memaksa para pekerja untuk bersantai sejenak dan berlindung dalam bayangan sayap pesawat besar yang sedang parkir seperti jenis SHORT. SHORT adalah pesawat commuter buatan Irlandia Utara.

Hampir semua pesawat yang parkir di sekitar hanggar ini adalah pesawat yang berumur. Yang sudah melanglang buana ke berbagai pelosok nusantara. Mereka semua terlihat letih, seakan ingin segera terbaring dalam hanggar yang nyaman. Seakan sudah tidak sanggup lagi mengangkasa layaknya saat "usia muda" mereka dulu.

Beberapa yang terlihat segar adalah yang telah "dimandikan" dan diberi "baju baru" berupa cat yang mulus dan jok penumpang yang bagus. Tetapi kalau diperhatikan lebih detil pada perlengkapan di cockpit-nya maka terlihat keaslian jamannya.

Tetapi, kelihatannya, justru pesawat-pesawat berumur inilah yang masih banyak diandalkan, terutama untuk domestik daerah pelosok. Sedangkan yang berukuran kecil dipakai untuk survey foto udara, dan untuk pelatihan terbang para pilot muda. Terlihat beberapa yang sedang dipakai oleh siswa penerbang take-off dan landing tidak jauh dari hanggar ini.

Saat pagi hari memang menjanjikan sinar yang apik, tentunya jika cuaca cerah. Banyak efek cahaya yang bisa dimanfaatkan untuk menghasilkan jepretan yang lumayan. Dengan sedikit bersembunyi dan berani menatap sinar, maka salah satu hasilnya adalah seperti yang dibawah ini. Sila klik pada gambar untuk mendapatkan gambar yang lebih besar melalui situs Flickr. Lumayan untuk dipasang sebagai wallpaper monitor...

: )

PRODUCT FEATURES:

• One seat;
• Tricycle landing gear;
• 2 model variations (Cessna 188 AG Wagon/AG Truck);
• 3 spraying effects:

* Wildfire Retardant (firefighters);
* Chemicals Hopper disperse system (agricultural hopper);
* Chemicals boom disperse system (agricultural boom).

• 6 paint schemes (fully detailed realistic textures);
• repaint-kit;
• Fully detailed 3D model;
• Full cockpit animation (3D levers and switches);
• Real stereo sound;
• Realistic navigation, taxi and landing lights effects;
• Realistic gauges light effects;
• Normal and emergency checklist;
• Real flight dynamics, weight and balance;
• PDF manual included.

MOVING PARTS

• Ailerons, elevators, rudders, flaps, elevator trim tab and wheels;
• Fan boom spraying system;
• hopper door;
• Doors;
• windows;
• Propeller pitch;
• Pilot seat;
• pilot (arms, legs, feet, and head);
• Engine and cockpit covers;
• Security cones;
• wheels chocks;

Cera Simaircraft baute die 188er für den FS9/ FS2004...

Di sana aku ikut bapakku ke bagian dalam Halim. Di sana aku melihat berbagai macam pesawat. Salah satunya adalah CESNA 402. CESNA itu adalah pesawat yang akan dipakai bapakku besok. Akan tetapi penerbangannya ditunda. Karena salah satu pesawat jatuh di Gunung Salak. Dan semua meninggal. Karena itu pesawat TNI. Jadi mereka berduka cita.

Sesudah itu aku makan sandwich dan minum Fanta (diberi oleh Pak Kashimura). Lalu aku naik ke pesawat.

Di dalam pesawat aku ke cockpit dan melihat banyak alat-alat. Lalu aku melihat dua lubang, yang satu besar yang satu kecil. Lubang yang besar kukira untuk apa, tidak tahunya untuk kamera yang besar.

Sesudah itu aku melihat pesawat yang sedang take off dan landing. Lalu aku berjalan-jalan ke dekat runway.

Lalu aku ke musola dan turun kembali. Lalu aku melihat semacam termos tapi besar. Dan dalamnya ada Nitrogen cair. Yang nanti akan di masukkan ke kamera.

Lalu aku pulang.

Di tangga pintu pesawat.

Dengan Pak Kashimura (teman Bapak dari ERSDAC Jepang)

Bareng Bapak

Di Cockpit CESNA

Panas...