with Stu Faber November, 2003
QUIET BOOM? At Edwards AFB, with recording instruments deployed for a 30 mile radius around the base, a fighter with a specially reconfigured nose and under-belly made repeated passes over the base at speeds well above mach 1. The noise was compared with a similar plane with an unmodified fuselage and the modified plane was found to make a much softer boom. Perhaps quiet enough for transport flights over the U.S.
SAFETY. The following is a direct quote from the "What's News" front page column of the Sept 9 Wall St. Journal: "Air-safety officials told the FAA turbulence and other stresses pose a bigger threat to jet liners than was thought, urging tougher inspections." Could find nothing further in the paper.
FUEL PROBLEM. An article by Ben Visser, who has become a regular contributor to General Aviation News (GAN), points out that the pressure to, probably unnecessarily, eliminate all lead from avgas would cause big problems. The various substitutes tried so far have not worked for hotter running, harder worked aviation engines. Knocking is still a problem. 100 LL is about as low as it can go. The 100/130 designation is the results of a test engine run at lean (100) or full rich (130). Autos use a knock sensor which retards the ignition, which reduces power when knock is detected. Not good on takeoff. Lead also "lubricates" valve seats, limiting wear.
SOLUTIONS? Compression ignition (diesel) engines? Micro-turbines or turbo-props? De-rated engines? Clock springs? "Fly wheels"?
NEW ENGINES. Again, according to GAN, Oshkosh displayed a number of new engine designs, most in late stages of development. Several diesels were introduced, some under flight testing. There is some thought that vibration may turn out to be a diesel problem. A Honda-Continental was shown at 225 HP on 93 octane auto gas. Bombardier Recreational Products is working on a couple of aluminum V-6 types designed to run at 5000+ RPM with a geared prop. Hopes to get them certified. Nagel Engines showed off their "444 Twelve" a 12 cylinder opposed of 444HP with a 2:1 geared prop. It is small bore 4400 RPM cruise for smooth operation. Most of the newer engines employ the FADEC control system which uses a computer control to give optimum operation at all power settings. What will the proposed higher RPMs do to engine life? There was not much in the 100 HP class.
50th ANNIVERSARY. 50 years ago, EAA Chapter One was formed at Flabob Airport near Los Angeles. It now has about 600 members and is one of 1100 EAA Chapters. Flabob has been a center of homebuilt and restoration but on my only visit one Sunday afternoon some years ago there was only one person present and no planes were visible. It is about 15 miles east of Chino Airport and the Planes of Fame Museum.
LOOKING UP? No pun intended. Recent figures indicate that the airlines are starting to put more flights on the schedules as traffic picks up. But it is still slow. Manufacturers have pushed back production schedules for many new planes. News of the man who shipped himself in a freight box doesn't do much to reassure travelers.
NEW BOOK. Graham White's new book, R-2800: Pratt & Whitney's Dependable Masterpiece, is out. There is a section in his earlier book, Allied Piston Engines of WW II, on the R-2800. He has a restored one on a trailer which he can run. Would he bring it to a meeting? $59.95 plus s&h from store.sae.org.
NEW STUFF. You can take it with you. The FCC has just approved a hand held ELT for personal use. Add a GPS and a watch with altimeter, a cell phone, and perhaps night vision goggles, and you probably can't carry it all. All this technology has taken the satisfaction out of doing something because you are skilled at it. Besides, learning to use it all is often more work than just doing it. I think about the pilot who flew the mail in the 1920s. Under IFR at night he used a sparkplug hanging on a string for an attitude indicator.