Better financial handling in 2009

From February 2009, Jat Airways will undergo a major reorganisation with 12.5 million Euros provided by the government in the first stage. The revival plan should see Jat operating with a profit in 2009. 7.5 million Euros will be invested in a collective programme for all 600 workers that will lose their jobs, which will decrease the number of employed in the airline from 1.800 to 1.200. Jat’s pilots will be unaffected by the airline’s reorganisation. Fleet renewal will have to wait until 2010, with the purchase of smaller aircraft set to begin next year. Meanwhile during 2009, 4 million Euros will be invested in the current fleet mostly in the 6 Boeing 737 aircraft which are currently out of service due to the fact that they cannot be fixed because of insufficient funds. Some of the Boeings will be leased to carriers in Africa. When these aircraft are fixed Jat will stop using the recently overhauled Aviogenex Boeing 737-200, currently operating from Belgrade to London Heathrow. The opening and closing of new destinations will be more flexible in 2009 (with services to one destination ending in February – more about this soon) while ticket prices will be more competitive, meaning they will be lower.

The Jat Flight Academy in Vršac will continue to be a part of the airline while there will be major reorganisation in Jat’s Agricultural Aviation subsidiary.

Jodel D9 ZK KMM taken at Waipukurau on 31 December 2008. It is now almost 25 years old having first flown on 15 January 1984. It was built by Keith Morris over a period of 10 years at Lower Hutt, Te Aroha and Levin, and is still in orginal condition having flown in excess of 800 hours.

A flying club friend (Samuli Pänttäjä) kindly offered a familiarization flight on his Dynaero MCR01. I flew with Pertti Husa (a flight instructor and friend).

The short story is that the plane is very interesting, it is very different from any other same category plane.

It is close to the maximum performance one can get out of Rotax 912 in tractor configuration without utilizing laminar flow over the fuselage (I don't mean only speed, but overall performance) - the climb rate, takeoff distance, climb speed, minimum speed, stall behavior and cruise speed at low altitude (IAS) and landing distance. This plane really rocks, it surely blows average Cessna-pilot away. Despite of the low horse power in the engine, this is maybe even more high performance aircraft than turbo Cirrus SR22 is with over 300 hp. This plane has 100 hp Rotax 912 with MT propeller hydraulic constant speed propeller. With Rotax 914 this...

The takeoff is very similar than on Cirrus SR22. Everything happens maybe even faster than with the Cirrus. The plane accelerates like a rocket, is airborne almost at the same moment, time to switch flap ups, trim the plane, reduce power and propeller speed all come very quickly.

The economy cruise speed (manifold pressure at 26, rpm at 4600) settled to about 250 km/h (135 kts IAS). We didn't try flying at altitude, I don't yet know how much TAS the plane collects at high altitude. At low altitude the cruise speed is anyhow about the same as on Cirrus SR20 leaned to best power setting. It really moves compared to Cessnas etc.

It also became apparent that the plane would cruise, with little more power, a lot faster. With a little pitch down causes the IAS to go over 300 km/h and it happens effortlessly and quickly. Watch out when pitching down or you will go over the VNe very quickly!

The plane takes of and lands to a very short distance. The approach speed is very low. The double slotted flaps are very effective and the plane can be flown insanely slowly. We did one approach at 80 km/h. On the other hand, in take off, the after the plane gets airborne and out of ground effect, the speed very quickly rises to 170 km/h (91 kts). Very comparable to Cirrus SR20. The big difference to Cirrus is that, on Dynaero, the climb angle is steep. It is going up like an elevator. Takeoff from very short runway is possible and it finely clears the obstacle with ease.

Feelings on landing pattern are quite similar than on SR22, one has to act quickly and not fall behind the aircraft. Pitch down, even on landing pattern, easily makes to plane go 300 km/h. If you are trying to be behind a Cessna that flies the pattern about 130 km/h, you are going to take over it, and very fast.

The "secret" of the plane is:
- very low empty weight
- very low cross sectional area
- small wetted area
- low cooling drag
- double slotted flaps (high Clmax)
- relatively high wing loading

Everything in the plane is made out of carbon fiber. Even rudder pedals are carbon fiber.

It is beneficial to have as low as possible empty weight, high Clmax, high wing loading and as great as possible power to weight ratio. This plane has those in better balance than other types I have flown to the date.

Some pictures:

Video of landing to EFHF at Youtube:

http://www.youtube.com/watch?v=SIojuZsGfUo

Who no longer wants MAT?

The national carrier of Macedonia, which is currently in major problems as it faces being grounded by January 15 due to the fact that it has debt to the Macedonian Civil Aviation Agency, now has received more bad news. The Macedonian government will now allow other carriers to have a “scheduled airline” status in the country. More precisely, MAT is the only Macedonian based carrier that has the status of a scheduled carrier; other airlines are considered as charter carriers only. The government now wants other airlines in Macedonia to have the same status. Except for Star Airlines (the Skopje based cargo airline), no other carrier is based in Macedonia. Those that did exist have all declared bankruptcy. The government’s decision could help start up airlines.

Meanwhile MAT’s CEO says the Civil Aviation Agency’s announcement that they will ground the carrier has hurt the airline greatly. The Macedonian diaspora is turning away from MAT and is choosing other airlines to fly to Skopje and Ohrid. MAT is happy with the way the government is helping the national carrier in overcoming its problems with EUROCONTROL. However many believe that a particular party inside Macedonia’s coalition government wants the airline to disappear.

What's this then ?
What's it on ?
What's it do ?
& while you are at it. What is the registration of this aircraft ?

One to test this blog administrators limits on "NZ Civil Aircraft" is this shot of a radio control model of the Pilatus PC6 B2-H4 Porter PH-JFD found in the hangar housing the L-29 at Timaru.
It is based on the real PH-JFD c/n 909.
Check out www.pc-6.com/history/909.htm
Whilst on this site check out the following c/ns 523, 628, 634, 653, 656, 693, 809, 824 & 841.

I dropped into Timaru yesterday (03-01-2009) for a potty stop & cuppa tea and found the Aero L-29 Delfin ZK-VAU , c/n 094015 was out to play.

It has been receiving some TLC since its arrival in Timaru and is begining to look a lot smarter, although this work has made the markings harder to read. I noticed (but did not note down) a number on the deflector plate to the starboard engine intake - possibly the c/n ! The "45"below the cockpit has almost been rubbed away.

It is housed in its new hangar which will shortly also hold (Once Wigram closes) the owners Piper PA-31-325 Navajo ZK-NOW2 , c/n 31-7912032.