The Cessna 185 series is a high wing all-metal aeroplane which is powered by a
Teledyne Continental IO-520 engine. This particular type of aeroplane has been used
as a parachute jump ship successfully for a number of years by operating with the door
removed. Operation in this manner has been approved by CAA as evidenced by the
availability of an approved parachuting supplement to the Flight Manual. Removal of
the door has an adverse effect upon the aeroplane's performance which is undesirable
in this type of operation. In addition, operating with the door removed is noisy and
cold.
To overcome these disadvantages, an upward opening door has been installed on the
aeroplane allowing take-off and climb with the door closed. This modification was
approved in 1982 on the Cessna 182 series by a CAA approved Minor modification
9/218/MOD/937 at issue 2.
The purpose of this AAN is to approve this modification for installation on the Cessna
185 aeroplane for the purposes of parachuting.
Issue 2 clarifies the approval of this modification on the Cessna 185 series of
aeroplanes.
This modification will be approved on the basis of similarity between the Cessna 185
and Cessna 182 series of aeroplanes in terms of the local structure , the proven
satisfactory operation of the door on the Cessna 182 since it's approval in 1982 and a
review of the flight handling characteristics of the Cessna 185 aeroplane with the door
installed.
3.0 Description.
This modification consists of a Cessna 185 door modified by installing a "piano" hinge
along the top edge of the door, a single central locking handle which operates all the
door latches at once in a single action and an uplock which retains the door in the open
position by locating on a bracket mounted on the undersurface of the right wing. An
uplock release lever operates the uplock by virtue of a cable and pulley arrangement.
When the door is unlocked and pushed open, airflow raises the door until it is located
on the catch under the wing. To close the door, the uplock is released using the handle
adjacent to the hinge and the application of sideswipe causes the door to fall allowing
it to be locked.
The applicant has provided a copy of the drawings which define this modification. The
general assembly drawing is considered to be sufficient to define the modification by
reference to the other sub-assembly and detail drawings. The drawing number of this
key drawing is NWPC-006. The copy presented to CAA does not include a date or
issue but has been initialed by the design surveyor as that used in approving the
modification.
This upward opening door has been approved on the Cessna 182 series of aeroplanes
since 1982 and has shown satisfactory operation since that time. The same door is
used on the Cessna 185 and it has been determined that the local structure of the two
types is similar in the area of the door sill where the hinge is located.
The applicant proposes to utilise the same structural limit speeds for the opening and
closing of the door in flight to eliminate the need to address undertake additional stress
analysis. This is accepted by CAA on the basis of its approval on the Cessna 182 and
the known satisfactory operation whilst operating to these limits.
The Cessna 185 aeroplane is, however a heavier aeroplane in terms of the Maximum
Take-off Weight, which results in a higher stall speed. This reduces the margin
between the aeroplane's stall speed and the maximum door opening speed
considerably. Accordingly, the aeroplane's handling at low speeds during door
operation was examined during a CAA flight test of the aeroplane. The aeroplane's
handling characteristics were deemed acceptable. Flight test report FTR 8673SM
refers.
The basic Flight Manual for this aeroplane is the Cessna A185F 1979 Pilots Operating
Handbook D1144-13PH, together with CAA Supplement No.1 Issue 1
For Parachuting operations with the door removed, CAA Supplement No. 2 Issue 1 is
utilised.
With the upward opening parachuting door installed in accordance with this
modification, CAA Supplement No.3 Issue 1 must be incorporated in the Flight
Manual (Replacing Supplement No.2)
Note: When installed on other Cessna 182 aeroplanes, the CAA Supplement Number
(5) will differ. The applicable Supplement for aircraft being Goldstar
Engineering Modification NWPC-182 shall be incorporated in the Flight
Manual.
This Cessna A185F aeroplane, registration G-BKPC has been inspected by CAA for
condition, airworthiness and for conformance to this AAN and was found to be
satisfactory.
The installation of the upward opening parachute door in accordance with the
applicants modification No. NWPC-182 is approved on this Cessna A185F aeroplane,
registration G-BKPC or on any other Cessna 185 provided it is operated in accordance
with the approved Flight Manual, including appropriate CAA Supplements and
provided the aeroplane is maintained in accordance with a maintenance schedule
approved by CAA.
Wednesday, May 6, 2009
Beech Bonanza Airplane for Sale
I am a member in a private flying club which owns a 1975 Cessna 182 Skylane and a 1966 Beechcraft Bonanza V35. I am selling my share in the club because I just don't take the time to fly anymore. We have a total of 16 membership positions so with the purchase of a share, you will own 1/16th equity of both the aircraft. Even though there are 16 pilot members, I personally have never seen a situation where I wanted to fly and there wasn't at least one of the planes available. There are no daily minimum flying hour rules. Monthly dues are $250 which covers all the fixed costs including insurance, hangars and forcast expenses. If you have owned aircraft outright you know this is a great deal. We all treat the airplanes as though they were our own personal aircraft, with lots of TLC. The aircraft are hangared in separate, adjacent hangars at Denton Municipal Airport (DTO), are IFR current with 3 GPS units each and are in excellent shape inside and out. Our members range in experience from private pilots to airline pilots and everything in between. We use Schedulemaster internet scheduling software which allows you to view availability and schedule at your convenience or you can schedule by phone. The planes are available 24 hours a day. If you want to learn more about this opportunity, please view details at the following club web site. Then email me and I will meet you at DTO to show you the airplanes.
http://www.metroflyersclub.com/
http://www.metroflyersclub.com/
Cessna 182 Skylane specs
1. Total fuel capacity is 92 gallons. Total usable fuel is 88 gallons.
Refer to POH, Section 1, General.
2. The recommended fuel grade is 100LL grade aviation fuel (blue) or 100 grade aviation fuel (green).
Refer to POH, Section 2, Limitations.
3. To ensure maximum fuel capacity when refueling and minimize cross-feeding when parked on a sloping surface, place the fuel selector valve in
either the LEFT or RIGHT position.
Refer to POH, Section 2, Limitations.
4. The endurance, including start-up, taxi, takeoff, and climb, with a 45-minute reserve at a cruise altitude of 10,000 feet at standard temperature is:
With full tanks at 65% power: 6.8 hours
With 65 gallons at 65% power: 4.7 hours
Refer to POH, Section 5, Performance.
5. The minimum oil capacity is nine quarts. Fill to 10 quarts for normal flights of less than three hours. For extended flight, fill to 12 quarts.
Refer to POH, Section 7, Airplane & Systems Descriptions or Section 8, Handling, Service, & Maintenance.
6. The recommended oil type and viscosity is MIL-L-6082 aviation grade straight mineral oil during the first 25 hours, and ashless dispersant oil
conforming to Continental Motors Specification MHS-24 and all revisions thereto after the first 25 hours.
Refer to POH, Section 1, General or Section 8, Handling, Service, & Maintenance.
7. The maximum takeoff weight is 3,100 lb. The maximum landing weight is 2,950 lb.
Refer to POH, Section 1, General.
8. The airplane will carry 772 lb payload with maximum fuel.
Refer to POH, Section 6, Weight & Balance/Equipment List.
9. You can carry full fuel (92 gallons) with the 750 pounds of payload.
Refer to POH, Section 6, Weight & Balance/Equipment List
10. The CG range is 33.0 inches–46.0 inches.
Refer to POH, Section 2, Limitations.
11. The distance required to clear a 50-foot obstacle during takeoff under the following conditions:
3,100 lb, sea level, 85 degrees F: 1,680 feet
3,100 lb, 7,000 feet, 80 degrees F: 3,498 feet
Refer to POH, Section 5, Performance.
12. The rate of climb and airspeed at 3,100 lb, 8,000 feet, OAT 20 degrees C is 380 fpm at 76 KIAS.
Refer to POH, Section 5, Performance.
13. The fuel consumption and TAS are 11.2 gph and 132 KTAS.
Refer to POH, Section 5, Performance.
14. The maximum demonstrated crosswind velocity is 15 knots.
Refer to POH, Section 4, Normal Procedures.
15. The maneuvering speed at max gross weight is 111 KIAS.
Refer to POH, Section 2, Limitations or Section 4, Normal Procedures.
16. During takeoffs and landings, the fuel selector valve handle must be in the BOTH position. (Operation on either left or right tank is limited to
level flight only.)
Refer to POH, Section 2, Limitations.
17. The best glide speed at maximum gross weight is 76 KIAS. The best glide speed at 2,600 lb is 70 KIAS.
Refer to POH, Section 3, Emergency Procedures.
18. A vacuum system failure will be indicated by a low vacuum warning light on the annunciator panel. The DG and attitude indicator will be inoper-
ative, and the suction gauge will be indicating out of normal operating range (4.5” – 5.4”).
Refer to POH, Section 3, Emergency Procedures and Section 7, Airplane & Systems Descriptions.
Refer to POH, Section 1, General.
2. The recommended fuel grade is 100LL grade aviation fuel (blue) or 100 grade aviation fuel (green).
Refer to POH, Section 2, Limitations.
3. To ensure maximum fuel capacity when refueling and minimize cross-feeding when parked on a sloping surface, place the fuel selector valve in
either the LEFT or RIGHT position.
Refer to POH, Section 2, Limitations.
4. The endurance, including start-up, taxi, takeoff, and climb, with a 45-minute reserve at a cruise altitude of 10,000 feet at standard temperature is:
With full tanks at 65% power: 6.8 hours
With 65 gallons at 65% power: 4.7 hours
Refer to POH, Section 5, Performance.
5. The minimum oil capacity is nine quarts. Fill to 10 quarts for normal flights of less than three hours. For extended flight, fill to 12 quarts.
Refer to POH, Section 7, Airplane & Systems Descriptions or Section 8, Handling, Service, & Maintenance.
6. The recommended oil type and viscosity is MIL-L-6082 aviation grade straight mineral oil during the first 25 hours, and ashless dispersant oil
conforming to Continental Motors Specification MHS-24 and all revisions thereto after the first 25 hours.
Refer to POH, Section 1, General or Section 8, Handling, Service, & Maintenance.
7. The maximum takeoff weight is 3,100 lb. The maximum landing weight is 2,950 lb.
Refer to POH, Section 1, General.
8. The airplane will carry 772 lb payload with maximum fuel.
Refer to POH, Section 6, Weight & Balance/Equipment List.
9. You can carry full fuel (92 gallons) with the 750 pounds of payload.
Refer to POH, Section 6, Weight & Balance/Equipment List
10. The CG range is 33.0 inches–46.0 inches.
Refer to POH, Section 2, Limitations.
11. The distance required to clear a 50-foot obstacle during takeoff under the following conditions:
3,100 lb, sea level, 85 degrees F: 1,680 feet
3,100 lb, 7,000 feet, 80 degrees F: 3,498 feet
Refer to POH, Section 5, Performance.
12. The rate of climb and airspeed at 3,100 lb, 8,000 feet, OAT 20 degrees C is 380 fpm at 76 KIAS.
Refer to POH, Section 5, Performance.
13. The fuel consumption and TAS are 11.2 gph and 132 KTAS.
Refer to POH, Section 5, Performance.
14. The maximum demonstrated crosswind velocity is 15 knots.
Refer to POH, Section 4, Normal Procedures.
15. The maneuvering speed at max gross weight is 111 KIAS.
Refer to POH, Section 2, Limitations or Section 4, Normal Procedures.
16. During takeoffs and landings, the fuel selector valve handle must be in the BOTH position. (Operation on either left or right tank is limited to
level flight only.)
Refer to POH, Section 2, Limitations.
17. The best glide speed at maximum gross weight is 76 KIAS. The best glide speed at 2,600 lb is 70 KIAS.
Refer to POH, Section 3, Emergency Procedures.
18. A vacuum system failure will be indicated by a low vacuum warning light on the annunciator panel. The DG and attitude indicator will be inoper-
ative, and the suction gauge will be indicating out of normal operating range (4.5” – 5.4”).
Refer to POH, Section 3, Emergency Procedures and Section 7, Airplane & Systems Descriptions.
Tuesday, May 5, 2009
Jet Republic Private Jet Card Membership
the European private jet company Jet Republic’s Private Jet Card provides Members with 25 hours of flight time without any further commitment. Card Membership is the entry-level option to join Jet Republic, letting you enjoy the benefits of private aviation without the commitment.
You simply buy flight time using your Private Jet Card in 25–hour units or more with no further obligation.
Jet Card Membership unlocks access to our network of light, midsize, large and global aircraft, allowing you to tailor your trip according to the size of your group and the destinations on your schedule. With a choice of four aircraft sizes, you can fly anywhere in the world.
On occasion, when our fleet of Learjet 60 XRs is available, it will be our pleasure to upgrade you. Whichever aircraft you fly on, pricing is simple and involves one single payment with no landing fees or fuel surcharges.
You’ll also enjoy no peak day restrictions as well as discounts on qualifying return trips and tours. Guaranteed pricing and availability apply to flights taken within Europe, the US, Mexico and the Caribbean.
Finally, flight hours can be used at your leisure – they never expire.
As with Share Ownership, Card Membership entitles you to full use of our 24-hour concierge making every aspect of your trip seamless.
You simply buy flight time using your Private Jet Card in 25–hour units or more with no further obligation.
Jet Card Membership unlocks access to our network of light, midsize, large and global aircraft, allowing you to tailor your trip according to the size of your group and the destinations on your schedule. With a choice of four aircraft sizes, you can fly anywhere in the world.
On occasion, when our fleet of Learjet 60 XRs is available, it will be our pleasure to upgrade you. Whichever aircraft you fly on, pricing is simple and involves one single payment with no landing fees or fuel surcharges.
You’ll also enjoy no peak day restrictions as well as discounts on qualifying return trips and tours. Guaranteed pricing and availability apply to flights taken within Europe, the US, Mexico and the Caribbean.
Finally, flight hours can be used at your leisure – they never expire.
As with Share Ownership, Card Membership entitles you to full use of our 24-hour concierge making every aspect of your trip seamless.
rent plane by the hour with Marquis Jet
if you like private jet travel, maybe you prefer to rent your plane by the hour with Marquis Jet.
Through the Marquis Jet Card program, Marquis Jet offers access to flight time on the NetJets fleet, the gold standard in private aviation, 25 hours at a time.
According to the newspaper, "John McCormick of Marquis Jet can get customers a private jet for 25 hours for as low as $132,000." And Marquis even offers the Marquis Jet Card which can give you "access to thousands of airports in North America, Europe and beyond" (remember that trip to Costa Rica?), "Choice of up to 10 aircraft types," and "The option to exchange your jet for a smaller or larger cabin depending on your needs (subject to availability)." That first jet not big enough for you? They can get you a bigger one. Because "the last thing most people want to deal with is O'Hare, but that's what separates the haves from the havenots, even when it seems everyone has less." Heaven help you if you have to take a flight out of O'Hare. I know. I have flown out of O'Hare. It is a nightmare.
Through the Marquis Jet Card program, Marquis Jet offers access to flight time on the NetJets fleet, the gold standard in private aviation, 25 hours at a time.
According to the newspaper, "John McCormick of Marquis Jet can get customers a private jet for 25 hours for as low as $132,000." And Marquis even offers the Marquis Jet Card which can give you "access to thousands of airports in North America, Europe and beyond" (remember that trip to Costa Rica?), "Choice of up to 10 aircraft types," and "The option to exchange your jet for a smaller or larger cabin depending on your needs (subject to availability)." That first jet not big enough for you? They can get you a bigger one. Because "the last thing most people want to deal with is O'Hare, but that's what separates the haves from the havenots, even when it seems everyone has less." Heaven help you if you have to take a flight out of O'Hare. I know. I have flown out of O'Hare. It is a nightmare.
Tuesday, April 28, 2009
cheapest private jet cost
depends on what you want the airplane to do. For example I fly an Eclipse 500 Very Light Jet which brand new cost between 900,000 and 2.1 million depending on when it was purchased. That is the smallest and cheapest jet you will find brand new. You can find a pre-owned jet with more capability for same money or more, but it depends on how old do you want your aircraft. The older they are the more money you spend on parts, service, and the engines are usually less efficient so your burning money out the tail pipe.
As for capabilities and range there usually isn't a one size fits all airplane. When you want to go into small airports which can be much closer to your destination a turboprop is your best choice like a King Air or Pilatus etc. They are noisy and somewhat slow but they get you closer saving time on the ground. If you have long trips you will need a bigger plane. The Eclipse has a 1000nm range but you are not carrying many people. A Gulfstream 450, 550 or a large cabin class aircraft usually have long intercontinental range but a definitely high price tag(40-50 million brand new).
So you have to come up with your standard mission for the aircraft. I.E. Distance flown, how much payload(Cargo, people, baggage), what types of airports you want to go to, etc. Then look at your budget. With airplanes many things are a compromise. If you want it all, long range, bunch of passengers, great comfort you are going to pay a huge price tag.
There are tax benefits of course to owning your own aircraft and you can also put your aircraft up for charter with a management company to help defray the cost of ownership.
Many people own shares in an aircraft like they do with condos. You can buy shares through companies like NetJets, Citation Shares, Flex Jet, etc. or even go into ownership with partners.
Depending on how much you would be using your aircraft it might be cheaper and easier to Charter an aircraft. It's not cheap but if your own airplane is just going to sit in a hangar most of the time it could be cheaper.
As to cost of crewing an airplane it also depends. If this is going to be your only aircraft your either going to have to pay separate people to run the business of the airplane or pay your Pilots more to do it, as they would be functioning as Chief Pilots. Cost of the crew also depends on the airplane. The bigger and more expensive the plane, the more you are going to have to pay to the crew and to the training companies to keep them current. A Very Light Jet Captain may work for you for 50,000 to 100,000 depending on your location (cost of living) but a Gulfstream, Global Express, BBJ captain is going to want 150,000 or more.
As for capabilities and range there usually isn't a one size fits all airplane. When you want to go into small airports which can be much closer to your destination a turboprop is your best choice like a King Air or Pilatus etc. They are noisy and somewhat slow but they get you closer saving time on the ground. If you have long trips you will need a bigger plane. The Eclipse has a 1000nm range but you are not carrying many people. A Gulfstream 450, 550 or a large cabin class aircraft usually have long intercontinental range but a definitely high price tag(40-50 million brand new).
So you have to come up with your standard mission for the aircraft. I.E. Distance flown, how much payload(Cargo, people, baggage), what types of airports you want to go to, etc. Then look at your budget. With airplanes many things are a compromise. If you want it all, long range, bunch of passengers, great comfort you are going to pay a huge price tag.
There are tax benefits of course to owning your own aircraft and you can also put your aircraft up for charter with a management company to help defray the cost of ownership.
Many people own shares in an aircraft like they do with condos. You can buy shares through companies like NetJets, Citation Shares, Flex Jet, etc. or even go into ownership with partners.
Depending on how much you would be using your aircraft it might be cheaper and easier to Charter an aircraft. It's not cheap but if your own airplane is just going to sit in a hangar most of the time it could be cheaper.
As to cost of crewing an airplane it also depends. If this is going to be your only aircraft your either going to have to pay separate people to run the business of the airplane or pay your Pilots more to do it, as they would be functioning as Chief Pilots. Cost of the crew also depends on the airplane. The bigger and more expensive the plane, the more you are going to have to pay to the crew and to the training companies to keep them current. A Very Light Jet Captain may work for you for 50,000 to 100,000 depending on your location (cost of living) but a Gulfstream, Global Express, BBJ captain is going to want 150,000 or more.
Wednesday, April 22, 2009
How much does it cost to rent a Cessna airplane
I have seen prices of $165/hr wet (that is, including fuel) for a crappy late 1970's vintage C-172 in one part of the country, and then I have paid $165/hr (wet) for a BRAND NEW C-182 with G1000 avionics suite in another part of the country
$130/hr for a new Cessna 172
$95/hr. for a 30-year old Cessna 172
$128/hr. for a Piper Arrow
$90/hr for a Piper Warrior or Archer
$250/hr. Piper Seminole (light twin)
$75 Cessna 152
It also depends on whether you are renting from a fixed base operator (FBO)/flight school or a flying club. An FBO typically charges a flat hourly rate for each aircraft and that's all, whereas a club will have the hourly rate plus monthly and/or annual membership dues, plus an initial sign-up fee (which can be quite a lot). If you want to fly a lot cheaply, it might be worth considering a fractional ownership of an airplane. Sharing an airplane with 4 or 5 other owners is MUCH cheaper than renting by yourself, if you fly 20hrs per year or more. On the other hand, owning an airplane solely by one's self, they would have to fly about 200 hours per year to break even with most rental rates of a similar aircraft
There are no membership fees (unless you belong to a flying club)
Though rental agreements require a check-out with an instructor initially, and whenever you haven't flown a particular aircraft for a period of time.
This has to do with insurance requirements.
You only pay for the time you fly (although daily minimums apply if you take it for the whole day)
$130/hr for a new Cessna 172
$95/hr. for a 30-year old Cessna 172
$128/hr. for a Piper Arrow
$90/hr for a Piper Warrior or Archer
$250/hr. Piper Seminole (light twin)
$75 Cessna 152
It also depends on whether you are renting from a fixed base operator (FBO)/flight school or a flying club. An FBO typically charges a flat hourly rate for each aircraft and that's all, whereas a club will have the hourly rate plus monthly and/or annual membership dues, plus an initial sign-up fee (which can be quite a lot). If you want to fly a lot cheaply, it might be worth considering a fractional ownership of an airplane. Sharing an airplane with 4 or 5 other owners is MUCH cheaper than renting by yourself, if you fly 20hrs per year or more. On the other hand, owning an airplane solely by one's self, they would have to fly about 200 hours per year to break even with most rental rates of a similar aircraft
There are no membership fees (unless you belong to a flying club)
Though rental agreements require a check-out with an instructor initially, and whenever you haven't flown a particular aircraft for a period of time.
This has to do with insurance requirements.
You only pay for the time you fly (although daily minimums apply if you take it for the whole day)
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