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Sales People Needed for Our Team

Earn $500-$1500 per week. We pay 30% commission. Work from Home.

 

We are looking for sales people with ad sales background as well as a good knowledge of aviation to help with directory sales.

Work from your home full time or part time. We will train you. Join our sales team where you will be celebrated for your talents.

Candidate should have the following:

Have a clear sounding voice, and be able to communicate an idea over the phone
Self-starter and motivated to work your accounts daily
Experience in ad sales
Background in aviation
High speed Internet connection
Knowledge of how to send email, scan and copy documents.
Knowledge of how to use Microsoft word and Adobe.

If you have these talents then we want you on our sales team. We pay top commission in the industry. Get paid weekly.

Please send us your resume or email with your work background to marketing@aviationservicesdirectory.com or call Ron Taber at 760-844-2470.




Schweiss Doors prove to be premier choice for Waterloo airport hangars

City-owned facility has been installing Schweiss doors for 20 years

FAIRFAX, Minn., August 14, 2017 – If there was a gathering place for hangar doors, the Waterloo Regional Airport may qualify. Schweiss Doors has been delivering bifold doors to the Waterloo, Iowa airport for the last 20 years, some doors up to 60 feet wide.
The list of Schweiss hangar doors at this city-owned property numbers 13 in all. Six of the bifold liftstrap doors measure 60-feet wide by 21-feet, 6-inches high, with two more measuring 59-feet wide. The airport is also home to several smaller bifold doors, including four T-hangar bifold doors.
Hangars at the Waterloo Regional Airport are leased by the city to private pilots and corporations. Three of the large hangars house jet aircraft, while others contain multiple planes, floatplanes, jets and helicopters.

“After we got the first door with the straps, we wanted every door with straps,” says Rusty Zey, airport foreman. “Another reason was because of Dave Schweiss and his knowledge of the doors. Every time I called, he had the answer for me and every time I had a problem, he could help me over the phone.

“We love the doors and have told a lot of other people about them. We’ve done cable to liftstrap conversions on all but five of the doors. I would never put a cable on anything. I now spend a lot less time in these hangars in the wintertime fixing cables. We also converted some of our cable-operated autolatches to strap autolatches and haven’t had a problem with them since.”

Zey also has a 40-foot by 16-foot bifold liftstrap door on his farm shop. He says he loves it and reports no problems.

Out of the 30 hangars at the airport, six are large bulk hangars and two are used as maintenance shops. In 2008, the city chose to replace four sliding doors on T-hangars with bifold doors. The corporate hangar doors have remote openers, photo eye sensors, walkdoors and autolatches. Others have manual latches. For some of the doors, Schweiss supplied the sheeting and insulation and did the installation.

“We put a different manufacturer’s door on one of our hangars and we’ve had problems with it ever since we got it,” Zey says. “We had to do a lot of extra work on that door. The quality and construction of Schweiss doors are excellent. We have hangar doors by three other manufacturers. My honest opinion is the quality of those doors doesn’t compare to Schweiss doors. On a scale of 1 to 10, I give Schweiss a 10. I have and would definitely recommend them to anyone.”

Schweiss Doors is the premier manufacturer of hydraulic and bifold liftstrap doors. Doors are custom made to any size for any type of new or existing building for architects and builders determined to do amazing things with their buildings, including the doors. Schweiss also offers a cable to liftstrap conversion package. For more information, visit 
www.bifold.com.
 
Photo Captions:
The Schweiss bifold liftstrap hangar door lets pilots pull up close to their hangar and provides a shaded canopy when open. This large hangar holds multiple planes.
Waterloo, Iowa Regional Airport has more than a dozen Schweiss hangar doors that vary in width from 60’ to small T-hangar doors. The hangars are leased by the city to private pilots and corporations.
Colorful blue cladding across the center of these two bifold hangar doors gives it the appearance of a one-piece Schweiss hydraulic door.
The Livingston Aviation hangar at the Waterloo, Iowa airport is large enough with a big enough Schweiss bifold door to store an assortment of aircraft including this helicopter.
Wide bifold hangar doors make backing large aircraft like this jet a simple procedure. This bifold liftstrap door is equipped with remote openers and an automatic latching system.
                                    
Three of the large hangars have jet aircraft. Multiple planes, floatplanes and helicopters are stored in the other hangars and T-hangars.

Kit Planes

When you've been flying an individual homebuilt airplane as long as we have (22 years, to be exact), you encounter a lot of opportunities for improving on your product. Occasionally these "improvements" come because of malfunctioning equipment. That's certainly happened to me. Yet every now and then, you just want a little change. Either way, the retrofit process is an opportunity to get to know your machine a little better and possibly uncover issues you didn't even know you had. And, if you picked the right mod, you just may make your days flying more rewarding.

Our Little Bird, an early Kitfox IV with Sportster wings, was always just a wee bit different than the other Kitfoxes on the display line at any fly-in we attended. Its short wings, lacking droop tips (a hallmark of the line at the time), set it off.

We could not afford a Rotax 912 powerplant back then, so it was originally engined with a Rotax 582. That was swapped out for an engine that was fairly ubiquitous in Australia way back in 2000, the Jabiru 2200. I think we swapped props a half-dozen times too (well, it feels like that) until we found one that turned up that engine just right.

Somewhere around then, we pulled out the flaky analog engine instrumentation we'd tinkered with for years. These round dials suffered in the Kitfox instrument panel because the instruments were so close together that their individual magnetic fields conflicted with each other, resulting in odd indications. They interfered with the compass, too. (These older Kitfoxes are known for their lack of panel real estate.) We upgraded to a GRT Avionics electronic engine instrumentation system (EIS), which was a pretty fancy box for a plain-vanilla Kitfox such as ours. It turned out to be a great investment—that original solid-state box is still cranking away in the panel today, providing EGT/CHT information, oil temperature/pressure, electrical system information, and more. About the only function we don't have it hooked up for is fuel. Why? Well, in our plane, you only need to look up and you can see the fuel sloshing in the tanks. Calibrated lines made with a Sharpie indicate how much fuel is actually left in either wing-mounted tank. As you might have guessed by now, the airplane's interior is barebones—not so pretty. But pretty simple and functional. That's basically how my builder rolls.

About five years ago, he changed out the original bungee landing gear for the new Grove spring aluminum legs when one of the kids wanted to learn to fly. Why bother? Well, we decided that the airplane's gear needed a little more durability. After 25 hours the kid was finally touching down straight and sweet, without lurching across the runway in imitation of Mr. Toad's Wild Ride. I'm pretty sure the bungee gear would not have dealt with those sideloads with the same resilience as the more modern spring aluminum.

Rotec to the Rescue

Most recently our upgrades have been less visible, but true to form, they are all the more functional. Last year we took advantage of Australia-based Rotec Aerosport's alternator upgrade for our Jabiru engine. 

Rotec Aerosport came onto my radar when company founders Paul and Matthew Chernikeeff produced a beautiful little radial engine, the R2800, back in 2001. I saw it first on a classic gyroplane, but it was meant for the Kitfox (and eventually a rendition of that engine found its way onto one—not mine, sadly).

Around 2010 the company began to produce upgrades and fixes for Jabiru engines, including liquid-cooled cylinder heads and real alternators, such as the one we ordered. The alternator we received was for the larger, six-cylinder Jabiru engine; but with careful research and creative application, my builder was able to adapt the alternator to the Jabiru 2200, and it works great, offering us plenty of power for the radios and lights in the aircraft.

This past winter he added a new starter to the list of upgrades. And it helped kick over the peppy little engine most of the time. Except for cool days. On cool days it felt as if nothing would turn the engine fast enough to get a good start except the start-cart. It finally sent us back to the drawing board, where we discovered we were not alone. Other operators of the Jabiru felt that the standard Jabiru ignition was the problem. It works fine for most of its chores, except during start. There its magneto coil just could not keep up and generate enough spark to kick over the engine.

It turns out that Rotec has a solution for that problem, as well. The company makes an electronic ignition it calls E-Ignition that turns the Jabiru engine over nearly instantaneously. You don't even need a fully charged battery or high cranking speeds to generate sufficient spark for an engine start, according to Rotec.

It sounded so good that we thought, heck, should we just get two and toss the old magnetos? Turns out Rotec doesn't want its customers to do that. While it is possible to run dual E-Ignitions, the company recommends just one of its E-Ignition systems alongside one original magneto. The combination offers both the performance of electronic ignition and the redundancy of an old-fashioned magneto. That seemed like wise advice when we thought about it (and more economical, too).

Our order went in, and we waited for the box to come from Australia. No, it did not come on a boat. Good thing, with the state of West Coast U.S. dock labor relations earlier this year!

What's In the Kit?

A high-energy ignition coil, an ignition coil lead, a Hall effect sensor (a transducer that varies its output voltage in response to a magnetic field) and mounting plate, an ignition module, a wiring harness with ignition module plug, a heat sink compound, and the installation and wiring instructions. For weight and balance, the only additional component is the ignition coil, and the redundant magneto coil is removed from the installation; so weight change on the upgrade is negligible.

Installation was booked at three hours, but give yourself longer. The job requires removal of one magneto; we chose the right-hand magneto; and then installation of the new Hall effect sensor that replaces it. When the Hall effect sensor is mounted, it is 1 to 4 mm from the magnets, where the magneto was considerably closer, at approximately 0.3 mm. Don't worry, though. The Hall effect sensor is extremely sensitive—it works. The removed magneto coil can be kept as a spare. We mounted the coil and wiring harness to the motor mount and modified the wiring per the instruction manual.

For most installations the ignition modules are mounted directly to the firewall, as ours is. That said, a few installations are plagued with excessive heat from the engine that carries to the firewall. Not good for electronics. The ignition module must use a conductive source other than itself as a heat sink in that case. We fabricated a heat sink out of aluminum with at least a 10-inch2 (64 cm2) single-side surface area. Setting up airflow across the area isn't a bad idea, either. Your other alternative is to find some place other than the firewall to install the module.

On a typical Jabiru there are two separate ignition switches used to ground the "P" leads of the two magneto coils. The magnetos are live when the contacts are open, and are off when closed when the "P" leads are grounded. One of those switches can serve as the electronic ignition switch by rotating it 180 degrees and changing the wires from switching ground to switching 12-volt positive potential.

Of course, ours is different. We had a typical rotary switch, with positions for R, L, and Both. We tied the R position on the rotary switch into the L position; essentially this means the only position on the switch in which the magneto is ungrounded is Both. Then we added the 12-volt power switch to control the E-Ignition. A 15-amp fuse, at minimum, is recommended by the company. The Jabiru electronic ignition upgrade draws approximately 1.8 amps at cruise.

How does it work? While the engine is cranking, you engage the ignition through the panel-mounted switch. You have to wait for the prop to turn one or two blades before you engage it to prevent kickback (this is because the product produces a very hot spark and has fixed timing at 25 degrees before top-dead-center [TDC]).

Is this more complicated than the starting procedure we had before? Yeah, it is. And how do I feel about adding complexity to an otherwise simple airplane? Honestly my feelings are a little mixed, because I am the one who has spent far too much time on the ramp at out-stations trying to get the stinker to fire up (waiting until the thermometer climbed north of 70º F most of the time for success). Now the engine starts every time after two blades turning. So, is it better? Um, yes. Definitely. Enough said.

Amy Laboda has taught students how to fly in California, Texas, New York and Florida. She’s towed gliders, flown ultralights, wrestled with aerobatics and even dabbled in skydiving. She holds an Airline Transport Pilot rating, multi-engine and single-engine flight instructor ratings, as well as glider and rotorcraft (gyroplane) ratings. She’s helped with the build up of her Kitfox IV and RV-10.

This article originally appeared in the August 2015 issue of Kitplanes.

Read More from Kitplanes, and learn how to receive your FREE copy of The Annual Homebuilt Buyers Guide.


Wings for Humanity

Give the Gift of Life!
Wings for Humanity is a non-profit humanitarian aid organization working in areas of the world where traditional transportation is unavailable. WFH regularly flies medical workers, medications, and supplies into areas where medical assistance and supplies are needed.

Through your donation-in-kind (airplane, car, land, or other items of value), you can help save a life. For more information, call (414) 763-5781 or go to Wings4Humanity.org.

Perlan Sails Toward Altitude Record

The Perlan II glider reached its own best altitude of 32,500 feet this week as the team plans to soar well past the existing sailplane record of 50,727 feet, set by Einar Enevoldson and Steve Fossett in Perlan I in 2006. To get the pressured, two-seat glider to the target altitude of 90,000 feet, Perlan Project CEO Ed Warnock has taken his team to El Calafate, Argentina, where a strong jet stream near the south pole combines with the massive terrain of the Andes to create the world’s strongest mountain waves.

The high-altitude explorers plan to do some science on their way to setting the new glider altitude record. Perlan II will be fitted with air sampling equipment for environmental research, and Warnock says the lack of an engine will allow for collection of uncontaminated air at altitudes beyond the reach of most aircraft. “Airbus Perlan Mission II will allow us to study a range of atmospheric phenomenon that ultimately will give us more accurate models of our upper atmosphere and the climatic changes that matter to every world citizen,” says Warnock.

“As demand for air travel rises, and we are faced with questions about how to safely and more efficiently transport a growing population, the insights that Airbus Perlan Mission II will be collecting are invaluable,” said Allan McArtor, chairman of Airbus Americas and sponsor of the project. “Perlan’s discoveries will help us shape the future of aerospace with innovations related to design and engineering, more efficient air travel and even aviation science related to travel on Mars.”


Aviation Life Insurance

Aviation Life Insurance — Do you really have the right policy? Don't over pay for life insurance coverage because you fly. Pilot Insurance Center has access to excellent A+ rated life insurance carriers that allow us to underwrite pilots at preferred rates. Contact PIC for an accurate quote using our aviation favorable underwriting guidelines. PilotInsurance.com or call 800-380-8376.

Remote Tower Planned For Colorado Airport

         

A remote tower system will be installed, tested and certified at the Northern Colorado Regional Airport, a general aviation field in Loveland, Colorado, Searidge Technologies, the vendor that will build the system, announced this week. The project will provide a test site for the technology, and will increase efficiency and safety at the airport, Searidge said. “Searidge is looking forward to working with the FAA and [Colorado] Aeronautics to certify one of the first remote towers in the United States,” said Moodie Cheikh, CEO of Searidge, which is based in Ottawa, Canada. “We are confident in our team and our technology to deliver a flexible solution that will not only meet the needs of [the airport] but also demonstrate how such a system could be used around the country to provide safe, cost-effective control services.”

The remote tower will be the first in the world to integrate both video and radar to provide a comprehensive view of the airport surface and Class D airspace to air traffic controllers working in a remote facility, according to Searidge. The technology will enhance situational awareness of the airport environment and airspace that will be superior to that of a traditional airport traffic control tower, Searidge says, yet the costs of construction, operations and staffing will be about $9 million, much less than what would be required for a traditional control tower. One other remote tower is operating in the U.S., in Leesburg, Va. That system is currently being tested.


PostOSH: Mooney Consolidates In Kerrville

        

Mooney’s Chino, California-based design center, which did much of the work on the emerging M10 line, will move its operations to the Kerrville, Texas, factory headquarters. “We’re going to be consolidating efforts,” says Mooney’s Lance Phillips.

The Chino facility was responsible for the design and development work on the M10 models, a product line that Mooney appears to be rethinking. Last spring at Sun ‘n Fun, Mooney’s then-CEO Vivek Saxena told AVweb that the company didn’t think the market would support a new, clean-sheet trainer and that the company was rethinking the model to be the next-generation piston aircraft. Whether that’s to be a trainer or not, Mooney didn’t say. However, Phillips said the company’s primary investors are still committed to the aircraft and that more information would be forthcoming in a few months.

But consolidating what is essentially a skunk works with production in Kerrville will speed things along. “Getting those two right next to each other and working together is going to be a real benefit. Sharing those resources and that knowledge with the M20 team is going to be invaluable,” Phillips says.

Meanwhile, Mooney continues its search of a new CEO. Saxena left last April, just after Sun ‘n Fun, having served less than a year in the job. He replaced Jerry Chen, who had been hired by Soaring America Corp., the Chinese-backed investment group that bought and recapitalized Moony.


Vulcanair Shows A Skyhawk Competitor

                                                  
  

Three years ago during AVweb’s Aero coverage, we reported on a new four-place training aircraft from the Italian company Vulcanair. This week at AirVenture, the company showed the airplane in the U.S. for the first time. The Vulcanair 1.0 looks a lot like a Cessna Skyhawk because it’s intended for the same market: training.

But Vulcanair is aiming to be aggressively price competitive in setting the stick price at $259,000 complete, with a Garmin G500 IR suit. The engine is Lycoming’s 180-HP IO-360 equipped with a constant speed prop, so Vulcanair claims it’s a bit faster than the Skyhawk in cruise and climbs better, too.

Max takeoff is 2446 pounds with a useful load of 882 pounds, according to Vulcanair’s Remo Defeo, who we interviewed for this AVweb video this week during AirVenture. The 1.0 is already certified and selling in Europe and is expected to receive U.S. approval by the end of 2017.


Tuskegee Airman Attends AirVenture 2017

         

Lt. Col. Harry T. Stewart (Ret.) stopped by AirVenture this year to sign autographs and share his story as a Tuskegee Airman. Stewart is currently 93 and fought in World War II with the United States Army Air Corps and Air Force.

Stewart finished his military training at the age of 19. He trained in various airplanes, including a PT-19, a BT-13 and an AT-6. After training, he flew a P-40 known for its iconic tiger shark teeth paint scheme, as well as a P-47. In combat, Stewart flew a P-51 in escort bomber missions. He flew 43 missions total and often escorted bombers from Italy to Europe.

He earned the Distinguished Flying Cross after shooting down three German aircraft with the all-black 332nd Fighter Group.

After the war, Stewart attempted to get a job as an airline pilot but was turned away because of his race. In 2015, Delta Air Lines' chief pilot awarded Stewart the title of Honorary Delta Captain, and he was given his Captain Wings.

He went on to New York University’s College of Engineering where he earned his bachelor’s degree in chemical engineering. He held various engineering jobs, and ended his career as vice president of American Natural Resources.

Stewart has seen the popular movie Red Tails, as well as HBO’s The Tuskegee Airmen. He confesses that he prefers HBO’s telling of the story, as he thought Red Tails was “too fantasy” and had too many “elements of Hollywood.”

Stewart flew to AirVenture for the first time six years ago in a motorglider and landed where the Warbirds are stored today. He didn’t fly much after the war, and didn’t really start flying again until he was 82. Stewart gave up flying at the age of 87.

Today, Stewart travels to do public speaking events and to spread his story of perseverance and dedication. “Don’t let difficulties discourage you, and keep your aim high,” said Stewart. “Do your best at anything you decide to do. Education is necessary to progress and make your stay worthwhile.”