Above: the PFC C2 with enhanced avionics stack, PFC 430W and pedals for $4,250 on eBay.

All of them were good deals, typically 75% off retail.

I set a budget of $1,000 to buy a basic setup and learn more about sim gear. The plan is to use it 30 minutes per day.

My requirements were:

1. compatible with Microsoft Flight Simulator (FS) and Elite. X-Plane support optional.
2. primarily for piston, steam-gauge IFR procedure training practice (I have a commercial/IFR licence)
3. all radio settings in hardware, no need for magnetos or circuit breakers in hardware
4. no particular need for GPS or MFDs as they are rapidly-changing technology, though a Garmin 530W would be a plus
5. able to add multi-engine controls
6. I’ve never used any PC yoke or rudder pedals that I liked, so not expecting much here.

(For those not familiar with Elite flight simulator software, it was the first to gain FAA approval with hardware as a PCATD, is ideally suited for the business of flight schools, and has an invaluable map display with ground track/profile view and user-updatable navaids, and allows failure simulation by the instructor.)

I ended up buying an Elite setup for $600 as-is, including:

• PFC Cirrus yoke with throttle
• PFC rudder pedals
• Elite AP-2000 (serial interface) avionics stack
• King Air B200 multi-engine throttle quadrant (serial interface)
• Elite UCI 5 DRM box.

Above: My Elite flightsim. This was the first FAA-approved PCATD setup under AC61-126 in 1997!

Luckily for me, everything functioned. Even the cables were complete.

My evaluation of this equipment so far is that it’s cheap, compact and pretty useful. The next step up in hardware would be much more expensive and require a lot more space at home, like a dedicated table.

Here’s some installation tips:

• the Stancor 9VDC AC adapter for the Elite UCI 5 and AP-2000 can be purchased for $20 from flyelite.com. It has a negative polarity jack, the opposite from the usual 9VDC adapters I have around the house. You can use a splitter cable from one AC adapter to both devices.
• the easiest way to test the 9VDC AC adapter is to try it with an Elite UCI box. There should be a steady green LED and a blinking amber LED. (Elite equipment seems to be fairly electrically tolerant when connecting the wrong jack polarity. Nothing has died yet.)
• my PFC gear uses the joystick port, which Windows XP supports natively. Just use a 15-pin Y-cable, choose “4-button flight yoke w/throttle” and rudder pedals, and calibrate it, exactly like you would any game controller. I set the 2 yoke rocker switches to elevator trim and rudder trim.
• to use Elite hardware with FS 2002/2004/X, download the FSELITE.EXE program and run it to install the correct drivers.
• I already have an Elite USB key, so don’t need the UCI 5. To connect the AP-2000 serial, just use a straight-through 9-pin serial cable from the PC to the AP-2000. Connect the throttle quadrant to the AP-2000 with a straight-through 25-pin serial cable to the connectors marked “Extended.”
• to add the new serial hardware to an existing Elite software install that is already using an Elite USB key, just delete the \ELITE\Core\Pref directory, start Elite and then scan for hardware again. (I had to choose COM1 for the serial AP-2000, and a dialog box appeared to calibrate the PFC gear.)
• In Elite, to hide the GPS map and show the radio stack after installing the AP-2000, click on the “Back” button to the right of the GPS map view or toggle the “AUX 1″ button on the AP-2000.
• the easiest way I found to test the hardware in FS and Elite is just use the flaps button or mixture levers on the throttle quadrant. If those work, then everything is connected and installed correctly.

Some general notes are:

• I’m using an old PC (Pentium A 2.53 GHz/512 MB RAM/ATI X850XT). Elite is not CPU-intensive and works smoothly on any 1997+ PC or Mac, but this is the minimum for FS to refresh at 20 FPS.
• it appears that Elite software supports all older Elite hardware, so buy used with confidence.
• AP-100, AP-1000 and AP-2000 avionics stacks are “non-lighted” and show the radio settings on your computer monitor, while the newer AP-3000 and AP-4000 have LED readouts directly on the radios. The AP-2000 supports the Trimble 2000 GPS, while the newer ones also support the Apollo GX50/55/60/65 Series GPS. The AP-4000 also supports the Garmin 430W. Photos are available here.
• FSELITE.EXE supports FS2002, FS2004 and FSX.
• Elite hardware has been manufactured under a few labels, including Hapa, Initiative Computing AG (IC), Elite and no name.
• I have seen two different AP-2000 avionics stacks with identical controls: 1 is the thin, narrow, quadrilateral-shaped unit labelled “ELITE Personal Simulator TM”, and the other is wider and taller with no mfg. or model label but black rocker switches and the GPS section is labelled “Trimble 2000 A.” They both function the same.
• the Elite AP-2000 aka “On Top” AV-1 now.

Some notes about FAA Airplane Training Device (ATD) requirements:

• PCATD is now a general-purpose term that refers to the concept of a PC-based flight training device.
• Basic ATD (BATD) is the official term for a flight simulator that allows flying required maneuvers and procedures without a mouse, the installation is approved by the FAA, and only a CFII can sign-off hours logged using it.
• Advanced ATD (AATD) starts with BATD requirements, adds a GPS, and provides an ergonomic and immersive environment along with a station for the instructor.

Elite 7 Software Review (a little pedantic)
Elite Software Drivers Page
AC 61-136 – FAA Approval of Basic Aviation Training Devices (BATD) and Advanced Aviation Training Devices (AATD)
Microsoft Flight Simulator as a Training Aid
AOPA: Meet the PCATD (1997)
Avsim Review: Elite G430 Home Cockpit Module
Lockheed Prepar3D (MS FS ESP)
MS Flight Site
Simulator-Based Recurrent Training for Piston Singles and Twins

Some of the pilots couldn’t kick out of the crab, or find the center line, which indicates pilot training in Europe needs improvement.

It is strongly recommended not to fly as a required crew member or passenger with a head cold, ear infection or sinus problem by medical and aviation experts.

Upon takeoff and especially landing, you cannot equalize pressure between the airplane cabin and the passages inside your ears and sinuses.

As a result, the following injuries can occur:

• pain, sometimes excruciating
• ruptured eardrums and middle ear problems
• damage to sinuses.

The best advice is to either cancel the trip, or take surface transport like a train or boat if possible.

If you’re really stuck flying, here’s some further advice that can help if you’re a passenger:

• short flights under 2 hours can cause less problems, as they typically stay under 25,000′
• You will need a nasal decongestion drug to open your sinuses and ear passages. See an ENT doctor before flying if possible.
• in the USA, take a Benadryl (pseudoephrine) capsule 5 minutes before takeoff and landing (if you have normal blood pressure)
• in some Asian countries, Tremenza (pseudoephrine with triprolidine) tablets are available, but they take longer to become effective than capsules (if you have normal blood pressure)
• Drizine (oxymetazoline hydrochloride) by Schering-Plough is a nasal spray that can also be used.
• carry or request a bottle of water and drink it on takeoff and landing. You will be swallowing more than usual to equalize pressure, which you won’t be able to continue with a dry throat.
• if you’re experiencing pain, especially on a USA airline, notify a flight attendant so that they understand it’s a minor medical issue and not a security problem.

Note that pseudoephrine is a controlled substance in the USA and other countries, so if you have a prescription, carry it with you when going through Customs, or discard the drug in a place safe from children.

I used the above techniques to fly 6 legs as a passenger with minimal discomfort, but I’d imagine luck was also on my side this time.

If you have chronic sinus problems when flying, then see an ENT doctor and request an endoscopic examination to look for blockages from polyps, infection or waxy buildups.

A few patient buyers did get 85%-complete, flyable planes for around that price, and a total of 260 planes were shipped, but today a new personal jet starts at $3 million.

The world won’t see another $1 million jet until a cost-conscious manufacturer unafraid of product cannibalization steps forward. Robinson, are you listening?

Notes:

- Eclipse 550 uses EA500 type certificate and will start assembly in Poland in 2013.
- Adam A700 never shipped before their bankruptcy.
- Diamond D-Jet has had funding problems, but is still in development in London, Canada.
- PiperJet Altaire is still in development or review. It will use 1xFJ44-3AP, G3000, goes 360/1,200 and target price is $2.8 million.
- Eclipse Aerospace is selling upgraded EA500 as TE500 for $2.195 million. 375/1,125/4.
- Nextant 400XT is a FAA-certified remanufactured Beech 400 using 2xFADEC-controlled Williams FJ44-3AP engines with Collins Proline 20A avionics for $4-$5 million and goes 460/2,005/4.
- Cirrus Vision SF50 is still in development and will use G1000 and 1xFJ33-4A-19 and will go 300/1,100/6.

JetAdvisor’s Private Jet Buyer’s Guide
Eclipse 500 Jet Comparison Chart (PDF)
Wikipedia: Eclipse 500, Embraer Phenom 100, Cessna Mustang, Adam 700, Diamond D-Jet, SJ30-2, Hawker Premier 1A, Cirrus Vision SF50
Rise in attendance, exhibitors at NBAA 2011
VLJ Comparison Chart
Third conforming HondaJet enters flight testing Nov. 18, 2011

The more flying experience you get, the more you realize how much the details matter.

Any tiedown is better than nothing, but the effectiveness depends on anchor design and soil type.

None of the temporary tiedowns worked with strong vertical forces, so it’s recommended to find an airport with permanent metal anchors in windy conditions.

(One of the commenters mentioned that using longer tiedown ropes adds a more horizontal vector.)

I’ve seen planes “ride the chains” (fly 6 inches above the ground) in high winds before – it’s an awesome and scary sight to behold.

Aside from what anchor to use, how you tie the rope is also important.

The method I was taught is to tie an overhand knot through the eye-bolt, following by another around the rope below it. This knot is self-jamming, but still easily releasable with thick/stiff ropes, idiot-proof to teach and use, and is effective even in areas with high, continuous winds like Hawaii.

youtube.com: Aviation Consumer Tiedown Test

“According to the policies of the DGCA [the Indian equivalent of the FAA], if a pilot plans to go around it can lead the pilot to report right up to the DGCA.”

From April to August 2010, airplane go arounds in India were violations, and investigated by airlines and reported to the DGCA, .

After the Mangalore crash, that policy was supposedly ended, but I suspect they only mean de-formalized.

For those who aren’t familiar with landing procedures in an airplane, an attempted landing can result in either a landing or go around for another landing attempt.

The crew is supposed to be mentally equally prepared for either possibility, since there are numerous reasons for discontinuing a landing attempt.

Some of the reasons are: ATC instruction, animal or vehicle on the runway, loss of navigation signal, microburst or variation in wind, lack of stabilized approach, landing gear or indicator malfunction, insufficient flight or runway visibility for landing, or conflicting flightpath with another aircraft.

By classifying a go around as a violation, the Indian aviation system was attempting to micromanage pilots, who are the final authority during operation of the aircraft. As a result, pilots would be tempted to push a landing in a bad situation, or delay the go around – both of which happened in the Mangalore accident.

I think the thought process behind the policy was that the DGCA wanted to know why an airline, presumably on an IFR flight plan usually ending with a straight-in approach, would need to do a go around. And the airlines went along since go arounds cost a couple grand in fuel and cause delays, so why not discourage them?

The Mangalore runway is 8,038′ long. Visibility was reported as 6 km with temperature at 27C and dewpoint 26C with clouds at 2000′. Local time was 6 am. Both pilots were familiar with the airport and had previously made 19 and 66 landings respectively.

The Mangalore accident revealed multiple weaknesses in India’s airline system:

1. bad policy regarding go arounds
2. weak cockpit CRM
3. and a crew who couldn’t fly an approach or do a go-around to save their lives.

The 158 passengers that died deserved a lot better.

topnews.co.uk: DGCA for More Security in Air
currentnewsindia.com: After Mangalore plane crash, co-pilots empowered
currentnewsindia.com: The last 30 minutes of the plane that crashed at Mangalore (ATC transcript)
avweb.com: Report: Fatal India Crash Pilot Had “Sleep Inertia”
avweb.com: Landing Exposes Fake Indian Airline Pilot (Captain for IndiGo Airlines with forged ATPL)
Indiatimes.com: 25 Indian Pilots May Have Bought Their Licences
Indian Pilot licence scam: 2 more DGCA officials arrested
flightglobal.com: Air India 737 captain deeply asleep shortly before fatal approach
DGCA scraps special exams for pilots
SpiceJet fire: Parcel was not on cargo list

Ted Stevens Crash

The small airplane crash in Alaska that killed Ted Stevens and others generated a lot of inaccurate quotes in the press.

Based on looking at the aerial photograph of the crash scene, it’s obvious from the relatively long tree damage path, resulting in gradual deceleration, and largely intact fuselage, that the accident was highly survivable. That’s contrary to the aerial observers’ quote.

Also, the press harped on the lack of a filed flight plan, which is not required for VFR flights. However, some kind of flight plan should be announced to either the FAA or family and friends when cross-country flights are involved so that somebody will notice you’re overdue. Doubly so when VIPs are involved – narrowing SAR down can save millions of dollars.

It looks like in this case a specific landing time was not relayed to the lodge, and they only realized the flight was overdue when making dinner reservations for their expected guests.

Certainly this crash is going to spotlight what an ex-senator, ex-NASA employees, lobbyists and GCI were doing out there.

cnn.com: Untamed Alaska challenges pilots

JetBlue FA Escape

Regarding the JetBlue flight attendant losing it and activating the emergency slide with a beer in hand … although entertaining to read about, this incident indicates a lack of training for dealing with unpleasant situations. The flight attendants are required crew members who are primarily there to maintain the safety and security of the cabin during flights – they can’t “just lose it.”

Perhaps flight attendants involved in an altercation with a passenger should call another FA and switch stations to depersonalize the incident.

Example: if a pax drops a bag on a FA’s head, the FA should take a second to ensure everybody’s ok and then automatically call another FA to switch stations.

I imagine this incident will result in much greater scrutiny of flight attendants and their actions, making the job even more difficult than it already is.

And tampering with an aircraft is not something professionals want to make light of. Activating the emergency slide temporarily disabled that aircraft for flight use, resulting in costs to repack the slide and possibly a missed revenue trip, as well as endangering people on the ground.

It also plants a bad idea in the minds of those passengers who suddenly want off the plane, and try to emulate him.

NBC.com: slide activation video

25th Anniversary of Japanese 747 Crash

Japan had its worst aviation crash August 12, 1985. A 747 with 520 people aboard crashed into a mountain. The relatives still climb the mountain each year to remember the victims.

FAI AFSS – Planning A Flight to Alaska
avweb.com: A Jet Blue FA Loses It
wikipedia: Flight Attendant
avweb.com: Ted Stevens Crash: A Nasty Reminder (of Alaska Bush Syndrome)

Easier said than done.

What drugstores and office supply stores call a “first aid kit” is just a box of 100 bandaids and 100 tylenols – totally inadequate for any kind of trauma.

It ends up that anything useful is called a “trauma bag” or “EMT first responder kit.”

Those have basic surgical tools, such as shears for removing clothing, bandage scissors and forceps, gloves, epi for allergic reactions, in addition to bandaids and tylenol.

Beyond that, your trauma kit needs to be customized for the expected environment.

Hikers need a light-weight kit than contains blister and snake-bite aids.

Airmen can carry a heavier kit that contains burn aids and splints.

Make sure your kit, like any luggage, is adequately secured in the aircraft. (In Cessnas I use a seatbelt instead of dumping items in the rear baggage compartment. Otherwise in a quick deceleration, such as a crash or noseover, heavy objects will strike the pilot and front seat passenger. Ask Martha King what a toolbox to the head feels like.)

And last but not least – don’t forget training on what to do with all that gear when the occasion arises.

You’d think after the NOLA hurricane disaster our government would get its act together on infrastructure projects. Instead, GPS satellites are literally falling out of the sky with no replacements available.

After killing the only operational wide-area navigation replacement system, LORAN, of course.

awweb.com: LORAN-C Phase-Out Starts Feb. 8, 2010
NOAA Asks Mariners to Safeguard Pacific Data Buoys

His R44 piston was so economical that Bell shutdown production of the Jetranger line, and the R66 is another amazing machine.

And manufactured in the USA.

Heli-Expo 2010: Robinson’s new baby leads the way
avweb.com: Robinson Sets R66 Price At $770,000
Robinson Helicopter
latimes.com: Founder of Robinson Helicopter retires