So what engine type do we have here then ? Where would you normally find it ? Where is it on this occasion ? |
Question time # 115
Beavers & Beavers # 17 ZK-CZL
It became ZK-CZL with Fieldair Ltd at Gisborne on 16-05-1969 and first flew as such on the 26th.
ZK-CZL at Gisborne on 08-12-1970. |
ZK-CZL at Gisborne on 08-12-1970/ |
ZK-CZL at Palmerston North on 20-11-1972. |
It went through the Company changes to Fieldair Holdings (Central) Ltd of Palmerston North on 18-11-1980 and to Fieldair Holdings of PN on 30-03-1984.
During 1986/1987 it was leased to Island Air Safaris of Tauranga.
It was shipped back to Australia and its NZ registration was cancelled on 25-10-1988 to allow it to become VH-OMO with L McArthur-Onslow of Walcha, NSW on 20-01-1989 and was operated by Aerial Agriculture of Armidale.
It was cancelled on 20-05-1998 and returned to Canada where it became C-GEDE on about 03-03-1999 with Recon Air Corporation of Geraldton, Ontario. Arthur Esquega of Gull Bay, Ontario features from 15-06-1999 and then 1383693 Ontarion Ltd of Thunder Bay are listed from 25-08-2000. I believe this is another way of saying NiiGaani Air of Thunder Bay, Ontario.
More pics can be found at:-
Beaver ZK-BDI
Montenegro Airlines on sale
Last year, when there was talk of Montenegro’s sale, El-Al Israel Airlines expressed the most interest carrier. However, the Israeli national airline also requested the ownership of Podgorica and Tivat airports as part of the purchase, which was unacceptable for the Montenegrin Government at the time.
Rainbow Cheetah XLS
For those of us challenged by aviation budget considerations, the price of $53,000 ready to fly is certainly a draw and makes it the least expensive 3-axis, traditional planform S-LSA out there, to my knowledge anyway. There are trikes (modified hang gliders with tricycle undercarriages) for less greenbacks, but the Cheetah is the cheapest "flivver" on the U.S. market.
The company that imports the Cheetah, Midwest Sport Aviation, was founded by three brothers who grew up going to the nearby Oshkosh airshows with their dad, a commercial-rated pilot.
The jazzy looking airplane is an import -- from South Africa -- and has a lot to offer for pilots looking for an entry-level LSA with lots of nice features.
Although you might be tempted to think of the Cheetah as more of a local flyer, it's far from incapable of XC flights. Cruise at 65% power is 95 to 105 mph depending on engine choice, which ranges from an 85hp Jabiru 2200 to two Rotax models (65hp and 100hp).
My flight impression of the Cheetah? Pleasantly surprised. It's responsive and lighter on the controls than I expected of a laced-envelope airplane. It doesn't have the same solid "airplaney" control feel as the Rans S6-ELS but I thought it coordinated with less effort than the X-Air -- and it's priced several thousand dollars less than either.
The fuel storage of nearly 25 gallons is a bit of a throwback to the early ultralight days: it's all carried in one fuselage tank behind the seats.
Gross weight of 1245 lbs. still allows a 628 lb. useful load, or upwards of 477 lbs. with a full tank. That's a payload a lot of heavier S-LSA would be happy to own.
My report on the Cheetah will run in Plane & Pilot soon.
I put it through some cranking and banking with company co-owner Jon Syvertson and here's the short tell: it's a well-built and cleverly outfitted airplane with good performance and nice handling.
Visibility is very good (the low overhead skylight gives a good look ahead even in medium banked turns.
It's comfortable, easy to fly, readily climbs out at up to 1200 fpm depending on engine size and is easy to ground handle thanks to the steerable nosewheel.
It also sports full dual controls and four-point harnesses.
All told, Cheetah XLS is a feature-packed airplane that gives you a real price option.
Beavers & Beavers # 16 ZK-CPZ.
It rejoined the register as ZK-BMO to Aerial Farming on 12-12-1958. It was crashed at Nihoniho on 02-09-1960 and was cancelled on 21-03-1961 with the remains being sold abroad.
In Australia it was rebuild by Aerial Agriculture Pty Ltd at Bankstown and was registered to them as VH-AAW on 15-08-1961. It transferred to Robby's Aerial Services Ltd of Parafield, South Australia and was re-registered as VH-RAS on 22-11-1962.
Its Australian registration was cancelled in March of 1966 and the Beaver returned to NZ to join the Fieldair fleet on 05-04-1966 as ZK-CPZ. It was damaged in a storm on 10-04-1968 (place unknown).
Two views of ZK-CPZ at Gisborne on 13-12-1970.
It did the Company name change thing to Fieldair Holdings (Central) Ltd on 18-11-1980
On 16-09-1983 ownership moved to Griffin Ag Air/Kairanga Aviation Ltd with the registration being changed to ZK-BDI on the same day.
It was moved to the Parakai Parachute Centre on 08-02-1988 and then to P Roberts on 26-09-1990 for cancellation on 20-11-1990 for export back to Australia.
On 10-01-1991 it became VH-BOS with Altair Aviation (P Roberts) of Bungador, Victoria and remains with them today.
Photos of c/n 462 can be found at:-
http://www.dhc-2.com/id1046.htm
http://www.kiwibeavers.com/BDI.htm
Photos as ZK-BMO can be viewed at:-
Additional ZK-CPZ view are at:-
51 million Euros for Jat
Jat will use part of the loan for some major changes it is planning to introduce, soon to be exclusively revealed on Source : EXYU aviation news : http://exyuaviation.blogspot.com. Because the loan has just been approved by the Government, the arrival of the first Boeing B737-700 aircraft might be pushed back by several weeks. Furthermore, the Serbian carrier is once again turning to the prospect of transatlantic operations. The last time the airline had such plans was in 2006. It believes that the only way it can resume long haul flights is by strengthening its regional network which is why Jat is signing new code share agreements with both Adria Airways and B&H Airlines.
Beavers & Beavers # 15 ZK-CPS.
ZK-CPS at Masterton on 23-09-1969. |
ZK-CPS at Gisborne on 26-11-1970. |
Ohrid Airport a construction zone
Currently, a 1.000 square meter hanger and a 2.000 square meter VIP lounge are under construction at Ohrid. The airport has already received a 6.000 square meter parking lot. The main terminal building is next to go under the hammer. TAV is investing 200 million Euros into Skopje and Ohrid airports. Currently, at Skopje, foundations are being laid for the new terminal building while its runway is being extended.
In July, Ohrid handled 7.341 passengers, a decrease of 4.2% from last year while Skopje welcomed 90.269 passengers, a strong surge of 17%.
Midwest Expo Wraps Up
All the industry and media reps I talked to, without fail, were universal in their praise for the enthusiastic, cheerful and unwavering commitment of the Midwest crew who bent over backwards to provide any and every service asked of them.
Yet when the previous two days challenging weather (wind on Thursday, 95 degree heat and 25 mph + winds on Friday) finally gave way to a beautiful mid-70s, blue-sky day with light winds on Saturday, I'm sorry to report that the expected crowds failed to materialize.
All of the LSA dealers agreed that most of the folks who did turn out were more motivated and focused on LSA -- there were few nosewheel kickers in this crowd.
But hardworking Chris Collins, the point man in making this wonderful event happen, and the rest of us were disappointed in the turnout.
The consensus continues to support the belief that the aviation buying public just isn't ready to lay down the Grover Clevelands just yet, with the economy continuing to give mixed messages on the recovery.
That said, Chris is undaunted and plans to put this most excellent event on again next year. He told me he'll recommend to the Mount Vernon Airport board of directors that the event run Friday through Sunday instead of Thurs-Sat as it did this year.
The airport is a fabulous venue. The restaurant in the terminal served hearty buffet style breakfasts and lunches for $5 and $8. More airshow-common fare such as bratwursts, burgers and corn dogs were for sale on the ramp. The runways are long, in excellent shape, and there's ample smooth grass areas for taildragger operations.
iCub dealer Bill Canino, Prez of Sportair USA most agreeably gave me lots of grass time by treating me to landing practice for my upcoming pilot report on the lively bush critter with the Apple iPad on the panel.
Flying around the green and gold farm plains of southern Illinois is a treat in itself. There are no shortage of emergency landing fields, so you can play around low or high and have a ball trying on the various designs.
More than 50 LSA were on display. I had the pleasure to fly several of them, including the 3X Trim Navigator 600, an S-LSA I didn't know. The unusual name is pronounced "three ex-treem" to denote the lovely, lively 3-axis handling. I didn't know the Polish entry and was interested to learn it's a sister ship of sorts to the Remos GX, since the same designer created both original airplanes. In handling, the two birds are certainly similar: light, responsive, harmonious, balanced. The Navigator 600 was a real joy to fly. Subjectively I find it less graceful in design than the Remos. But inside it feels roomier, especially in headroom, and it occupies a much lower price bracket ($100K to $125K depending on equipment). Those on a budget should give this all-composite fun flyer a close look -- as Dan Johnson noted, "it's a bit of a sleeper" that offers real value.
Another flivver I got some time in was the Rainbow Aircraft Cheetah, which at $53K is the lowest priced S-LSA I know of. Report coming soon on that one too.
And I just head by email from Plane & Pilot Publisher Mike McMann, who is originally from the southern Illinois area. He opined that there's just not enough population base around Mount Vernon. Perhaps the organizers will find an airport next year closer to Chicago or St. Louis to draw from those huge population bases.
Because in the end, like every other business, it always comes down to the numbers: the more you have to work with, the better your prospects.
Beavers & Beavers # 14 ZK-CPE
ZK-CPE at Rangiora 01-01-1978. |
ZK-CPE, also at Rangiora on 01-01-1978. |
Three views of ZK-CPE at Wanganui 15-07-1984 ZK-CPE at Ardmore on 09-08-1985 |
It then underwent a six year rebuild and emereged painted as a USAF L-20/U-6A.
Cancelled from the NZ register on 23-10-1998 it went back to Canada and became C-GTCF on 01-10-1998 with T C Leasing Ltd at La Ronge, Saskatchewan. and then to Points North Air Services Inc from 03-06-99. Current listed owner is Sotracom Ltee, Societe de Traduction de Communications at Cap-Sante, Quebec from 25-07-2000.
More photos can be viewed at :-
http://www.kiwibeavers.com/CPE.html
Race for the top
It is certain that whoever takes on Croatia Airlines has a difficult job ahead of them. In a recent nine page document, the Union of Croatian Pilots blasted Croatia Airlines and its managerial practices. The pilots are unhappy with the extremely low average cabin occupancy, the financial problems the airline has encountered and its decreasing share in the charter market. The document states that “While 102 charter companies operate to Croatia, the management of Croatia Airlines states that charter flights are not economically viable so it only operates 10 charters per week”. The document also reveals that Croatia Airlines only has a 2.4% share of flights from Croatia to Scandinavia, 7.7% to Spain and Portugal and no flights to Russia. Furthermore, lucrative ad-hoc charters operated for sports teams are decreasing rapidly as they flock towards other airlines. The document concludes that the only route Croatia Airlines dominates on is to Brussels.
Who should take on Croatia Airlines and which direction should the airline go in? Leave a comment with your thoughts.
Beavers & Beavers # 13 ZK-COV
It was fitted with a larger oversized hopper for poison bait work.
ZK-COV at Waimate 02-11-1967. |
ZK-COV at Waimate 02-11-1967. |
ZK-COV at Waimate on 13-11-1970 |
ZK-COV at Waimate 13-11-1970. |
ZK-COV at Waimate on 11-01-1975. |
ZK-COV at Waimate 11-01-1975. |
A few more pics of ZK-COV can been view on :-
Beavers & Beavers # 12 ZK-CMW
Its Australian registration was cancelled on 10-08-1965 on export to NZ where it flew for the first time on 02-09-1965 and was registered to Air Contracts Ltd of Masterton on 04-09-1965 as ZK-CMW.
It had at least two accidents; both near Pahiatua; first was a wire strike on 14-03-1966. The second was on 19-06-1968.
ZK-CMW at Dannevirke 1967 or 1968. Photo via Ray Deerness |
ZK-CMW as NZ6001 being prepared for display at Wigram 27-01-1987. |
Final A320 leaves fleet
Adria now has a fleet of 13 aircraft (six CRJ200s, four CRJ900s, two A319s and one CRJ100), with one order each for the CRJ900 and Airbus A319, which have replaced the aging A320s. Adria chose the A319s as a replacement for the A320s because the aircraft belong to the same category as the Airbus A320, which means the pilots, the cabin crew and the technical personnel needed no additional training. Furthermore, Adria explains that the new aircraft are more economical and environmentally friendly and are consistent with the carbon dioxide emission standard that steps into force in 2011.
Beaver & Beavers # 11 ZK-CMV
Imported into NZ it first flew here on 29-07-1965, was cancelled from the Australian register on 01-08-1965 and listed as ZK-CMV to Air Contracts Ltd of Masterton on 18-08-1965.
ZK-CMV at Wellington 1966. |
It then spent a while with Aviation Contracts Ltd of Invercargill during 1969 before returning to Air Contracts for cancellation on 26-01-1970 for export to Canada.
ZK-CMV with Aviation Contracts Ltd at Invercargill on 27-04-1969. |
More views of ZK-CMV can be found on :-
and
Beavers & Beavers # 10 ZK-CMU
ZK-CMU at Masterton on 08-05-1971 |
ZK-CMU at Masterton on 27-02-1972 |
It was restored 1989/1990 and listed to Float Air Picton (1984) Ltd of Picton on 06-08-1990.
ZK-CMU on the hard at Picton on 10-12-1990 |
ZK-CMU. Picton 10-12-1990 |
During maintenaince at Picton on 17-09-1991. |
Its NZ registration was cancelled on 23-07-1997 for it to became N97FW with F E Wright of Gardnerville, Nevada on 28-08-1987. On 10-12-1997 it was relisted to Barnstormer Classic Aviation of Fairford, Connecticut.
For addition pictures of ZK-CMU check out:-
Gazelle now probably extinct.
Westland Gazelle HT Mk2 , c/n 1418 , first flew on 24-02-1976 and was delivered to the Royal Navy as XX441 on 07-04-1976. It served with 705 Squadron and carried the code "CU-38". It was withdrawn into storage at Shawbury on 21-05-1997 and remained there until departing for NZ on 03-07-2001.
All three were re-assembled at Christchurch during October/November of 2001.
ZK-HBH3 was registered on 07-11-2001 to Brian Hall and John Butterfield and undertook its first NZ flight on 11-11-2001.
Gazelle ZK-HBH about to carry out its first flight in NZ. Harewood Road, Christchurch 11-11-2001. |
ZK-HBH in flight 11-11-2001. |
Two views of ZK-HBH being packed into a container for export. |