All posts tagged 'Globalair.com' - Page 8

4 Tips for Mastering Power-Off Landings

            You’ve got to do it on your private license and you get to do it again on commercial, the wonderful power-off landings. Whether it’s practicing power-off 180’s to land on a point of the runway or encountering a real-life scenario of being in the traffic pattern without an engine, here’s some tips for making it safely and efficiently.

1) First step in any engine-out scenario: pitch for glide speed and HOLD IT. Trim for it so good (while multitasking the other items too) that you can forget about it and look back and it’d still be fine.

You want the most distance as possible to give yourself time to think and make the runway. On check rides and in a real emergency scenario, it’s better to land past your desired point than short.

2) Never lose sight of your landing point.

Depending on your altitude in the pattern, you may need to turn straight towards your landing point or extend one of your legs slightly. Either way, keep an eye on your target the entire time.

center

In these scenarios you’re nervous, the pressure can be high, and if you turn away from it without making note to keep a constant scan of its distance then you can easily forget about it. When you do remember to look back, you can be too low and now it’s too late to save the landing.

3) To help with number 2, in a lot of scenarios it helps to keep the landing point on the tip of your wing. This is because in most cases, you’re likely no more than 1,000 feet above the ground (this is how typical traffic patterns for both controlled and uncontrolled airports are designed for general aviation aircraft).

Don't get this confused with keeping it perfectly rounded like turns around a point.

Instead, you should still keep a fairly squared off pattern with just a shorter downwind and base than usual. Keeping it off your wing helps you maintain distance so you avoid getting too low, and as previously stated helps you maintain where you are in reference to it. The more you keep an eye on the point, the better you can judge if you’re too high or too low and your chances increase of landing “right on the money.”

4) Know how to efficiently conduct slips, use flaps, and apply crosswind techniques.

These are so important, it can make or break a safe power-off landing.

Slips of course are to help you get down in a short distance. Apply full rudder and opposite aileron and pitch for something slightly higher than glide speed.

Ex. if glide speed is 72 knots, a good slip is about 80 knots.

While it’s safer and best to land beyond your landing reference than short of it, you can only land beyond it to an extent. For a commercial check ride, it’s 200 feet. For a real engine out scenario, you need to be able to touchdown and smoothly apply breaking power before reaching the end of the runway.

Flaps help control airspeed and increase your descent rate if you’re high too, but don’t add them in early or you could fall too short.

And of course, crosswind techniques. Even without an engine, you should dip the aileron into the wind. Imagine landing right at your desired area, but strong wind pushed you off runway centerline and now you’re in the grass next to the runway. Not a fun day…

Power-off landings can be tricky and take time to get down, and are easily one of the toughest maneuvers, but they can be very fun. These help you understand your plane better and adjust where you are in reference to something without messing with the throttle.

Need some help working on these and don’t know where to go? Use the GlobalAir Aviation Training tool located under the Aviation Directory tab.

Whether you want to impress your instructor, pass a check ride, or make a safe landing be sure to try out these tips on your next power-off landings. Stay tuned and keep an eye out on the GlobalAir.com website for all things aviation!

GlobalAir.com Announced to Board of KIAE

GlobalAir.com is pleased to announce Jeffrey Carrithers, president and CEO to the board of the Kentucky Institute for Aerospace Education (KIAE).

Louisville, Kentucky. (Feb. 21, 2013) – GlobalAir.com, a leading web-based aviation information website, is pleased to announce Jeffrey Carrithers, president and CEO of Globalair.com has been appointed to the board of the Kentucky Institute for Aerospace Education (KIAE). The KIAE program caters to high school students who wish to pursue careers in the aviation industry. The KIAE mission is to improve student learning in science, technology, engineering and mathematics (STEM) and create career pathways in aerospace throughout the Commonwealth of Kentucky.

As the program continues to grow, the KIAE requires a strong board of members to help drive students to success in multiple fields of aviation knowledge. Flight department heads, UPS pilots, aviation mechanics, and flight instructors are among the board as well. Similar to any other field of knowledge, aviation offers a large variety of potential, as well as positions and career employment opportunities. At the beginning of each calendar year, the Kentucky Institute for Aerospace Education’s board is assessed and made stronger; this year’s additions were no different. Mr. Carrithers was brought onto the board for his extended knowledge in aviation business, including advertising, web development, web design, marketing, public relations, etc. The director of the KIAE, Tim Smith has said “Jeff brings aviation business careers to the institute; this is something that is relatively new this year. Jeff offers an expanded wealth of knowledge regarding the “suit and tie” side of aviation.“

Carrithers notes, “The KIAE program is one of the most unique curriculums I have seen in any education system, much less in an aviation environment. One of the hardest jobs our teachers have is discovering how to engage their students”. He continues, “Engaging our youth in mathematics and physics is difficult. KIAE shows students these principles through aviation and how they work in everyday life applications. From preliminary reports we have seen thus far, this program is really working”. The KIAE program caters to high school students from twenty different high schools throughout Kentucky and southern Indiana; thus making up for twenty-five percent of the high school aerospace participants nationwide. KIAE is working hard to motivate young adults as they achieve their aerospace career goals.

About the Kentucky Institute for Aerospace Education
Tim Smith founded KIAE in 2010 while he was searching to find a method of teaching that would allow students to engage in fun, yet educational activities; both inside as well as outside of the classroom. What Tim found was a self-produced program commonly referred to as STEM learning. The STEM program was developed to reach out to students providing hands-on training in various aviation career fields. Tim would however, be sure to include science, technology, engineering and mathematics; thus making up the four letters of “STEM.” Due primarily to the STEM learning system, the KIAE was built, incorporating airworthy/part 91 certified aircraft that students worked to build for themselves. Educators hope to use the Kentucky Institute for Aerospace Education hand in hand with the STEM program to change state testing scores as well as motivate students to get excited about aviation. Aviation is an attainable goal; especially for high school students who have been offered this opportunity to jump start their careers. Not only are they given guidance from real life aviation professionals, but they are granted a scholarship and inevitably a chance to change their lives. For more information regarding the Kentucky Institute for Aerospace Education please visit kiae.org.

About GlobalAir.com
Based in Louisville, Kentucky, GlobalAir.com serves the general aviation, business aircraft, and regional airline communities by offering clients and online visitors a wide range of premium aircraft and aviation-related data and services. Services offered by GlobalAir.com include Aircraft Exchange (www.globalair.com/aircraft_for_sale) which lists aircraft for sale or lease, Airport Resource Center (ARC) (www.globalair.com/airport) that displays U.S. airport data, as well as the flight path planning application Max-Trax (www.airportfuelprices.com). Each of GlobalAir.com’s websites receives more than 300,000 visitors per month and helps connect the aviation industry. For more information regarding GlobalAir.com, visit www.globalair.com, e-mail webmaster@globalair.com, or call 888-236-4309.

###

Contact for Further Information

Jeffrey Carrithers

Globalair.com
888-236-4309
Jeffrey@ganmail.com
www.Globalair.com

Tim Smith
Kentucky Institute for Aerospace Education
502-320-9490
tim@kiae.org
www.kiae.org

Growing Fleet Of Aging Bizjets Sits Idle

By: Matt Thurber
Aviation International News - September 2012

         What one expert calls an “overhang of unsold aircraft” is afflicting the business jet ecosystem. “These old business jets are not going to sell,” says Rollie Vincent, president of Rolland Vincent Associates. “Take a Hawker 700 with mega hours… There appears to be no market for it and it’s time to say goodbye.” This overhang, he adds, “is like a freight train coming.”

         The glut of old jets is a problem for many reasons, according to Vincent. At some point these jets have zero trade-in value. As jets age, the supply chain that formed to manufacture all the parts, avionics and complex components is gone. Another factor is the jets’ engines: “If the engines are getting close to overhaul, you’re looking at very little value,” says Vincent. “I’ve seen Falcon 20s with no engines. Those aircraft will never fly again, and at some point they get scrapped.”

         It used to be that third-world countries welcomed old business jets, but that is no longer the case. Many countries now limit the age of imported used jets. And, says Vincent, “emerging markets bring in new aircraft; they’ve been able to afford it.” Financing is elusive for buyers of older jets. “Most bankers won’t touch them anymore,” says Vincent. It’s also getting harder to find maintainers who know how to troubleshoot and repair old jets and who have the necessary equipment and parts. Vincent expects to see about 2,200 business jets taken out of service in the next 10 years.

Never Selling

         JetNet pulled some statistics on older business jets from its database for AIN. (See pie chart below.) Some models, stubbornly remaining unsold, are headed for the scrap heap. Lear 24s, for example, have no pulse, languishing on the market for an average of 2,605 average days– more than seven years.

         According to JetNet, 1,818 business jets have been retired from service since 1957. (These numbers include some aircraft that were likely registered with the FAA as preproduction prototypes, such as three Adam A700s–an airplane was never certified.)

         Logically enough, the majority of retired jets hail from earlier eras (see bar chart at right). Many aircraft delivered in the 1960s have been retired, as well as 1970s-delivered jets. Retirements of jets delivered in the 1980s taper down, and aircraft delivered in the 1990s have seen few retirements, according to JetNet. The bottom line is that in the next 10 years, if Vincent’s prediction is correct, the aviation industry will see about 2,200 business jets retiring from the fleet, which is 400 more than the number that retired during the first five decades of business jet manufacturing. Two thousand two hundred is a lot of jets to dispose of, especially when compressed into a period of 10 years rather than 50.

Where Do They Go?

         The high number of soon-to-beretired and already-retired jets poses a challenge for manufacturers of new jets. A Gulfstream III, for example, could be gold-plated with new avionics, paint, interior and a digital-age entertainment system, for less than the cost of a used GIV and far less than the cost of a new Gulfstream. The GIII is a perfectly good airplane, other than the fact that it faces a Stage III noise ban beginning Dec. 31, 2015. Two Stage III noise-reduction kits– from Hubbard Aviation and Quiet Technology Aerospace–are available for the GII and GIII, so the types may yet have some life left. Conversely, GIVs selling for around $5 million could swiftly kill off the GII/III market.

         Would it make sense for manufacturers simply to buy old jets and recycle them? Vincent doesn’t expect this to happen: “They have other fish to fry, including active research and development plans and new product development. They’re going to wait for somebody else to do it.”

         As for what owners should do with jets that no longer have any value, Vincent advises, “People need to know what they’re looking at. They’re looking at nothing. Just write it off.”

Broker Action

         Jeff Carrithers used to be an aircraft broker, but in 1995 the brand new World Wide Web beckoned and he launched Globalair.com, an aircraft sales listing service that includes airport and fuel pricing information and a proprietary system for aircraft brokers called BrokerNet. From his perspective, many older jets linger on the market because the owner can’t afford to sell at today’s lower prices and because there simply isn’t any demand. He sees Citation IIs, Falcon 10s and Westwinds as examples of types that are dying in the marketplace. “A lot of the problem for these owners is that they bought aircraft in the 2007-2008 heyday, and we’ll never see that kind of activity ever again. With the economic conditions today, operators will just park the aircraft.”  

Parked Airplanes

         Most of the airports in the Southwest U.S. that store unneeded and obsolete airplanes are repositories for airliners. At Kingman Airport in Arizona, Kingman Airline Services has just one business jet, a GII that will soon be dismantled, according to a spokesman. The company is currently storing 50 EMB-135s, forty 727s, 20 MD-80s, eight DC-8s and 20 CRJ200s. Some of these airplanes are headed for recycling, while others will fly again, and Kingman Airline Services can handle either destiny. Airplanes that will fly again are kept on life support–the required storage maintenance processes outlined by manufacturers. For airplanes that will never again charge down a runway, some parts are still worth salvaging, especially the engines. The remaining airframe is then dismantled by another company, which hauls away the metal for recycling.

         Norm Hill Aviation at California City Airport in the Mojave Desert opened in 2008, and since then founder Norm Hill’s company has parted out 21 Gulfstreams. He thinks there is still plenty of life left in old Gulfstream airframes and thus a steady demand for parts that he can supply.

         With the upcoming Stage III deadline banning non-hushkitted GIIs and GIIIs from flying in the U.S., Hill expects to see as many as 85 older Gulfstreams parted out in the next few years. But there are also plenty of airframes with relatively low hours and cycles that can keep flying, if hushkitted. “What I’m doing is going to be good for quite a while,” says Hill, adding that his technicians dismantle the airplanes carefully, not with a chainsaw but rivet by rivet when necessary, to preserve as many good components as possible. “We’re stocking all those parts with traceability data all the way back to birth.”

         One factor that accelerates the decision for owners to give up on their older jets is the cost of upcoming heavy maintenance events. This includes older Gulfstreams that are due for a 72-month inspection and a 5,000-landing event. “That’s $500,000 to $600,000,” according to Hill. Add to that the cost of overhauling the Rolls-Royce Spey engines, and that’s another $400,000 for the midlife service and $800,000 for overhaul, for each engine. “This perfect storm is there and people are falling into it,” he said.

         Hill currently has eight GIIs and two GIIIs in California and one GIII being dismantled in Opa-Locka, Fla. Hill says his company is providing a service to the used airplane community, because, he says, an owner can get more from selling a decent jet to Hill than from dumping it on the used market. And if Hill can extract more value by selling good parts, he says he shares that with the seller.

         Companies like Dodson International Aircraft Parts have long specialized in what CEO JR Dodson calls “demanufacturing” of obsolete aircraft. “The last three years we’ve been buying a lot of older business jets,” he said. Most of these are jets coming up on major maintenance events or overhauls and some are bank repossessions that can’t be sold. “There’s more supply than demand right now.” Dodson International also carefully removes valuable parts, and the leftover carcass is either stored at the company’s 120 acres in Rantoul, Kan., or sent to the smelter for recycling. The company has parted out more than 3,000 aircraft since opening in 1980. There are currently about 1,000 gutted airframes at the facility, which parts out about 100 aircraft every year, ranging from turbine helicopters to business turboprops and jets to Boeing 747s.

Serial Number 10

         And then there are the hopeless cases, such as a GII and Hawker 700 parked on the Western Jet ramp at Van Nuys Airport in Southern California. The buyer of the GII thought he was getting a great deal when he purchased the airplane–S/N 10, one of the last GIIs built at the Grumman facilities in Long Island, N.Y. He bought the airplane in Panama, and the seller promised to send the logbooks, but they never arrived. Western Jet founder Jim Hansen finally told the owner that to bring the GII up to safe and legal standards would take about $5 million, because all components would need overhauling, given the lack of documentation. “I’ll have to chop it up,” Hansen said sadly. “It’s not worth the parts.”

         A Hawker 700 parked next to the GII is also in a sorry state. The owner, perhaps unknowingly, let the jet sit at another maintenance facility for more than two years without covers on the engines or application of any preservation processes. “There is no value,” Hansen said.

Join us at Bowman Field (KLOU) for the Crusade's Aviation Poker Run

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On June 26, we will gather at Bowman Field (KLOU) to fly out and raise money for the WHAS Crusade for Children in an Aviation Poker Run. The above video comes from the Crusade’s web site.

It is a fantastic cause, from which every penny goes back into the communities that support it.

In addition to the poker run, there will be music, food, a Monte Carlo event and children’s activities. Check out our registration page for more info. Even if you cannot make the event, you can donate to the Crusade online.

 

Aircraft for sale: GlobalAir.com has another new way for you to find what you want

aircraft for sale at https://www.aircraft-listings.com hosted by https://www.globalair.com

Here is yet another component to our Aircraft Exchange, our continually evolving and best-on-the-Net aircraft-for-sale classified showcase. This site, https://www.aircraft-listings.com, takes you directly to a comprehensive rundown of the latest additions to our site. Need to see what is on the aircraft sales market right now? This is the place to do it. Give it a try and let us know how much you love it. 

Find your next aircraft, then look up a destination airport to fly it. We have the needs of pilots and aircraft owners covered at every corner here at GlobalAir.com. We thank you once again for your support.

 

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