Photo File – One Engine For Short Haul

By me
All photos me too

While the met office tended to respond with much doom and gloom every time the summer of 2016 came up, out in the (air)field we had mostly been treated to beautiful flying weather all throughout the season, with gorgeous conditions from dawn all the way until the last dusk. This had particularly been true for the week preceding this article, with a large high pressure area over Europe responsible for skies clear as far as the eye could see (even from the flight levels).

Unsurprisingly, this turn of events had lured out many light aircraft all throughout the region, with plains, seas and hills alive with the sounds of pistons. By sheer good luck, this fine spell had seen me travel all over the place, allowing my camera to see what our little piston singles – and gliders – were up to… 🙂

One of only three aircraft on the Pula Airport (PUY/LDPL) apron greets a calm - and slightly foggy - morning. If you had a feeling that this is a bit too elegant to be a Cessna, you'd be entirely right... for despite the name, this is actually a Lancair LC-42-550RG Columbia, a speedy carbon fiber design that Cessna bought some years ago and started selling under its own brand. Like all Lancairs, the LC-42 is notable for its sleek aerodynamics, as well as an enviable power-to-weight ratio, with 310 HP being "responsible" for only 1500 kg of all-up mass. Coupled with a modern propeller, this ratio gives the Corvalis cruise speeds in the 340 km/h range - which puts this little "toy" in the same league with some turboprops...

One of only three aircraft on the Pula Airport (PUY/LDPL) apron greets a calm – and slightly foggy – morning. If you had a feeling that this is a bit too elegant to be a Cessna, you’d be entirely right… for despite the name, this is actually a Lancair LC-42-550RG Columbia, a speedy carbon fiber design that Cessna bought some years ago and started selling under its own brand. Like all Lancairs, the LC-42 is notable for its sleek aerodynamics, as well as an enviable power-to-weight ratio, with 310 HP being “responsible” for only 1500 kg of all-up mass. Coupled with a modern propeller, this ratio gives the Corvalis cruise speeds in the 340 km/h range – which puts this little “toy” in the same league with some turboprops…

A very welcome visitor to Lučko warming up prior to its afternoon hop to Vrsar Airfield (LDPV). Even though DYG looks at first like a stock late-model 172, details such as the three-bladed constant-speed prop, large exhaust and an air intake on the right side of the cowl reveal that it actually sports Thielert diesel muscle under the hood. A thorough rework of the 2 liter CDI unit out of the Mercedes A Class, the Centurion 2.0 can boast a maximum output of between 135 and 155 HP, and a consumption of only 20 liters per hour - significantly less than the 35+ of the standard avgas model. An additional benefit are the digital engine controls (FADEC), which replace the traditional levers fverniers for power, propeller RPM and mixture with only one jet-style lever...

A very welcome visitor to Lučko warming up prior to its afternoon hop to Vrsar Airfield (LDPV). Even though DYG looks at first like a stock late-model 172, details such as the three-bladed constant-speed prop, large exhaust and an air intake on the right side of the cowl reveal that it actually sports Thielert diesel muscle under the hood. A thorough rework of the 2 liter CDI unit out of the Mercedes A Class, the Centurion 2.0 can boast a maximum output of between 135 and 155 HP, and a consumption of only 20 liters per hour – significantly less than the 35+ of the standard avgas model. An additional benefit are the digital engine controls (FADEC), which replace the traditional levers fverniers for power, propeller RPM and mixture with only one jet-style lever…

Proof that even airline pilots are not immune to the call of light aircraft! Briefly swapping gas turbines for cylinders, the crew of OM-M902 prepares for a one hour joyride on and around Lučko. Still pretty rare in Europe, the Jabiru family ranks among the most successful Australian light aircraft programs in recent years, and already pretty much has a cult following in its home state. An interesting detail is that the majority of Jabiru models use the company's own engine - in this case a 2.2 liter petrol four-cylinder engine developing 80 HP for takeoff.

Proof that even airline pilots are not immune to the call of light aircraft! Briefly swapping gas turbines for cylinders, the crew of OM-M902 prepares for a one hour joyride on and around Lučko. Still pretty rare in Europe, the Jabiru family ranks among the most successful Australian light aircraft programs in recent years, and already pretty much has a cult following in its home state. An interesting detail is that the majority of Jabiru models use the company’s own engine – in this case a 2.2 liter petrol four-cylinder engine developing 80 HP for takeoff.

A mint Reims-built C172P of the Motorfluggruppe Zürich potters calmly along taxiway Alpha at Zürich Airport (ZRH/LSZH) following an afternoon arrival into RWY 28. Despite the airport handling hundreds heavier aircraft every day - ranging from regional turboprops to intercontinental widebodies - it still manages to seamlessly integrate its resident GA population into the traffic flow. In what is almost a case study of Swiss efficiency, the airport manages this through IFR-style regulation of VFR traffic, including strict departure routes and procedures (intended to keep light traffic separated from the big boys and on known tracks) - and even VFR slots, specific periods during the day when commercial traffic is slow enough to permit unhampered operations on both sides.

A mint Reims-built C172P of the Motorfluggruppe Zürich potters calmly along taxiway Alpha at Zürich Airport (ZRH/LSZH) following an afternoon arrival into RWY 28. Despite the airport handling hundreds heavier aircraft every day – ranging from regional turboprops to intercontinental widebodies – it still manages to seamlessly integrate its resident GA population into the traffic flow. In what is almost a case study of Swiss efficiency, the airport manages this through IFR-style regulation of VFR traffic, including strict departure routes and procedures (intended to keep light traffic separated from the big boys and on known tracks) – and even VFR slots, specific periods during the day when commercial traffic is slow enough to permit unhampered operations on both sides.

The newest resident of Lučko just starting to roll towards RWY 28 for another skydive flight. The permanent replacement for C210 9A-DZP - which had been written off in a landing incident - G-MILN is also one of the most well-kept classic Cessnas in Croatia, and had accumulated only around 1300 flight hours since its completion in 1977 - and with only one owner at that. Equipped with a pretty modern avionics setup - including a Garmin GTN 650 touchscreen GPS - this machine will in future also receive a specialized skydive door and other ancillary equipment for such ops.

The newest resident of Lučko just starting to roll towards RWY 28 for another skydive flight. The permanent replacement for C210 9A-DZP – which had been written off in a landing incident – G-MILN is also one of the most well-kept classic Cessnas in Croatia, and had accumulated only around 1300 flight hours since its completion in 1977 – and with only one owner at that. Equipped with a pretty modern avionics setup – including a Garmin GTN 650 touchscreen GPS – this machine will in future also receive a specialized skydive door and other ancillary equipment for such ops.

Easily concealing the fact that it already has more than three decades of service behind it, GOD prepares to wait out an incoming storm in the field's main hangar. One of former Yugoslavia's most popular gliders, the Vuk-T was conceived in the late 70s as an intermediate training type - most closely fitting the Standard Class - sporting an all-fiberglass body and a 15 meter supercritical airfoil wing. To make it suitable for its intended role, it had sacrificed ultimate performance for ease of handling and structural integrity - and even today has a reputation for toughness, durability, crashworthiness and simplicity of maintenance (some examples even pushing 6000 flight hours). Despite this, it still boasts a 1/38 glide ratio, and is cleared for maneuvers such as loops, wingovers and spins. Interestingly, the type was also one of the first Yugoslav aircraft designed using CAD tools - and the country's first glider to be comprehensively tested in a wind tunnel. Another tidbit is its name: translated as "wolf-T", it comes from a peculiar subdued howl it makes in high speed flight.

Easily concealing the fact that it already has more than three decades of service behind it, GOD prepares to wait out an incoming storm in the field’s main hangar. One of former Yugoslavia’s most popular gliders, the Vuk-T was conceived in the late 70s as an intermediate training type – most closely fitting the Standard Class – sporting an all-fiberglass body and a 15 meter supercritical airfoil wing. To make it suitable for its intended role, it had sacrificed ultimate performance for ease of handling and structural integrity – and even today has a reputation for toughness, durability, crashworthiness and simplicity of maintenance (some examples even pushing 6000 flight hours). Despite this, it still boasts a 1/38 glide ratio, and is cleared for maneuvers such as loops, wingovers and spins. Interestingly, the type was also one of the first Yugoslav aircraft designed using CAD tools – and the country’s first glider to be comprehensively tested in a wind tunnel. Another tidbit is its name: translated as “wolf-T”, it comes from a peculiar subdued howl it makes in high speed flight.

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