Taking a cue from Cirrus, Icon is going after non-pilots. It’s a cool-looking airplane, no doubt. The cockpit looks more like a Ferrari than a Cessna, and the ability to fold the wings is pretty nice (see the video below, which by the way is a little bit of extra showmanship. The wings only fold electrically if you don’t opt for the wheels). Will they last? Maybe. Funding is coming from heavy hitters, including Eclipse Aviation founder Vern Raburn. One thing’s for sure – it was probably the first time anyone ever has or ever will play Metallica in EAA’s museum.
Posts Tagged ‘Ian Twombly’
I planned the flight using Voyager, a flight planning software I was using for a product review. It told me that Fulton County, OH (USE) had fuel for $4.95 a gallon! Sure enough, it was still less than $5 when we got there, and they gave us a courtsey car to grab a bite.
For the final leg we climbed up high to cross Lake Michigan. It was a great view, but winds were on the nose at 40 to 45 knots.
The arrival into OSH was fairly uneventful. Things happen fast and you need to keep your head on a swivel. But do that and you’ll be fine. Here are some pics of the cockpit.
The Stormscope is my new friend. Yesterday AOPA Photographer Chris Rose, another adventurous staffer, and I flew the Association’s Bonanza to Penn Yan, New York, to shoot some photos for an upcoming issue of the magazine. There was a warm front in central New York that was pushing some significant storms through central Pennsylvania. In fact, Harrisburg tracon (a fantastic, helpful facility) said they were painting the precip as extreme. The Bonanza has a Garmin GMX200 with XM weather that includes datalink lightning. It was nice seeing the rain and lightning hits, but my new friend really carried us through.
It has me wondering why we think datalink info is so much better. Yes, it offers METARS, TAFS, and other great stuff, but there is no replacement for a display of real-time electrical discharge. Combine the eyes, the Stormscope, ATC, and datalink, and you have one potent package of weather awareness.
But recently I had the pleasure to experience what must be one of the best FBOs in the business. Image Air at the Central Illinois Regional Airport/Bloomington-Normal exemplifies what I think all FBOs should be about. Namely, good customer service, reasonable prices, and good services. That easy formula will win customers for life. So far I’ve only stopped twice at Image Air, but here are my two experiences:
1. Came in at 7:00 pm. Customer service agent got me a suite at a local hotel for $65 and then gave me the crew car for the evening, free of charge.
2. They sent a fuel truck to the other side of the airport, let me pay with a credit card given over the lineman’s radio, and then faxed me a receipt. When I got home, there was a thank you letter for buying the fuel. What a novel concept.
I think my favorite part of the FBO, however, is that it is able to attract jet customers with great services, but us little guys still feel welcome. Or maybe it’s the free cookies.
What else makes a good FBO? Which ones do it the best?
Well, I tried to at least. After battling headwinds the entire way, I had to stop short in St. Louis to wait out some nasty weather.
The long trip was a great opportunity to fly the bird IFR with the new panel. Wow. What a panel. Between the Garmin 430s, the Aspen EFD, the Avidyne Ex500 with weather and traffic, and the S-Tec Fifty Five X autopilot, the 8 hours seemed to melt away.
I’ll have more details about numbers and impressions in this week’s post on the sweepstakes homepage, but here are some photos in the meantime. From top to bottom it goes: nifty weather, confirmation of painful speeds (before you think 107 isn’t too bad, look again. It’s in MPH), and flooding just north of St. Louis.
I’m in Osage Beach, Missouri, for the annual cherokee owners fly-in and piggybacking another story on the Type S for an upcoming issue of Pilot. We just got down from flying serial number 94, and it was a real joy. Given that Mooney’s advertising as of late is all about speed, we were obliged to take it up to FL250 and really stretch out her legs. Today it was 25 degrees C above standard and we were close to gross weight. Even then, we were climbing at 900 fpm at an indicated airspeed of 130 when we hit 25,000 ft. Mooney says it will do 242 knots up there. I’m not going to give our real world number just yet. You’ll have to read the story.
Pilots are always saying how difficult it is to land a Mooney and how small it is inside. Let me just say this. If you are a sloppy pilot, you may strike the prop on landing. And if you want more space, buy a King Air. But chances are the Acclaim Type S pilots will pass you on occasion. And they’ll be laughing all the way to the bank.
While some of us thought that running lean of peak or adding mods was the answer, I’m personally more interested in efficient airframe designs. There’s a discussion right now on the AOPA forums about this topic and it’s been interesting to follow. I think it all started when one member asked what the most efficient airplane was. The mere fact that he was asking the question is amazing. Before avgas was $6 a gallon, the thought of buying for efficency was unheard of. Well, almost so.
Between 1981 and 1990 a forward thinking group of individuals ran a race of efficiency. The CAFE foundation rounded up interesting aircraft designs and raced them with a common metric of miles per gallon. If you assume a highly efficient stock airplane flies at around 15 to 20 mpg, it’s astounding that Gary Hertzler got almost 50 mpg on an 80-horsepower engine in his VariEze. Or that Mike Melvill (yes the space guy) got 21.6 mpg doing an average speed of 192 mph in a Rutan Catbird. It’s incredible stuff that leads one to believe the current fuel prices may be a good thing. Hopefully we’ll be looking at more efficient designs.
In the case of light sport aircraft, some of those clues are hard to distinguish between the experiments of a fledgling new enterprise and the last gasps of a dying market. Conventional wisdom would say that with such a new venture, chances are that things like modest sales numbers and wacky airplane designs (some very questionable) are indications that everyone is simply testing the waters. One unique idea came through the PR file today that is pretty telling. It’s from the US Aviation Group in Denton, Texas. If you’re unfamiliar, the US Aviation Group is a small company in a small town that has diversified itself to offer sales, training, maintenance, and pretty much everything else LSA. It also works on more “normal” certified airplanes.
The company is starting a new promotion where if you buy an airplane, you’ll get your sport pilot certificate for free. It’s an interesting promotion that speaks to both the newness of the certificate, and the appeal to non-pilots. I can’t image Mooney or Piper offering a free certificate with an airplane purchase.
So will LSA survive? Who knows? One thing is clear. The airplanes are pretty expensive right now. We need a used market.
In preparation for the upcoming pilot report on the Air Cam, I knew I had to fly one on floats. It’s becoming an increasingly popular modification for builders, so no story on the airplane would be complete without it. So I drove to Sebring, Florida, to visit with Phil Lockwood, the original designer of the airplane and the owner of the company. It was a rare treat to be able to fly this unique airplane with the designer. Here are a few highlights:
- Yes, you can take off single engine from the water. Incredible, but true.
- The hardest part of the water take off is controlling the stick and throwing power forward at the same time. It sounds easy, but the airplane is off the water as soon as the throttle is wide open, so things are happening fast.
- You can’t turn on a dime, but a silver dollar is doable.
- Vmc is a formality. There’s no rolling on your back in this airplane.
Here’s a photo of the back of Lockwood’s head as we were turning base for the first water landing. This was the last picture I remembered to take because I was having too much fun.