my new ride

[denaliguide]

here's my new job. www.aspiringair.com

[Rob L]

Ah, the venerable Islander.

New design - BN2-XL

Undaunted by technical realities, the design team at Pilatus Britten - Norman has announced plans for the BN2-XL, promising more noise, reduced payload, a lower cruise speed, and increased pilot workload.

We spoke to Mr. Fred Gribble, former British Rail boilermaker, and now Chief Project Engineer. Fred was responsible for developing many original and creative design flaws in the service of his former employer, and will be incorporating these in the new BN2-XL technology under a licensing agreement. Fred reassured BN-2 pilots, however, that all fundamental design flaws of the original model had been retained. Further good news is that the XL version is available as a retrofit.

Among the new measures is that of locking the ailerons in the central position, following airborne and simulator tests which showed that whilst pilots of average strength were able to achieve up to 30 degrees of control wheel deflection, this produced no appreciable variation in the net flight of the aircraft. Thus the removal of costly and unnecessary linkages has been possible, and the rudder has been nominated as the primary directional control. In keeping with this new philosophy, but to retain commonality for crews transitioning to the XL, additional resistance to foot pressure has been built in to the rudder pedals to prevent over-controlling in gusty conditions (defined as those in which wind velocity exceeds 3 knots).

An outstanding feature of Islander technology has always been the adaptation of the O-540 engine, which mounted in any other aircraft in the free world (except the Trislander) is known for its low vibration levels. The Islander adaptations cause it to shake and batter the airframe, gradually crystallise the main spar, desynchronise the accompanying engine, and simulate the sound of fifty skeletons fornicating in an aluminium dustbin.

PBN will not disclose the technology they applied in preserving this effect in the XL but Mr. Gribble assures us it will be perpetrated in later models and sees it as a strong selling point. "After all, the Concorde makes a lot of noise" he said, "and look how fast that goes." However design documents clandestinely recovered from the PBN shredder have solved a question that has puzzled aerodynamicists and pilots for many years, disclosing that it is actually noise which causes the BN2 to fly. The vibration set up by the engines, and amplified by the airframe, in turn causes the air molecules above the wing to oscillate at atomic frequency, reducing their density and creating lift. This can be demonstrated by sudden closure of the throttles, which causes the aircraft to fall from the sky. As a result, lift is proportional to noise, rather than speed, explaining amongst other things the aircraft's remarkable takeoff performance. In the driver's cab (as Gribble describes it) ergonomic measures will ensure that long-term PBN pilots' deafness does not cause in-flight dozing. Orthopaedic surgeons have designed a cockpit layout and seat to maximise backache, en-route insomnia, chronic irritability and terminal (post-flight) lethargy.

Redesigned "bullworker" elastic aileron cables, now disconnected from the control surfaces, increase pilot workload and fitness. Special noise retention cabin lining is an innovation on the XL, and it is hoped in later models to develop cabin noise to a level which will enable pilots to relate ear-pain directly to engine power, eliminating the need for engine instruments altogether.

We were offered an opportunity to fly the XL at Britten-Norman's development facility, adjacent to the BritRail tearooms at Little Chortling. (The flight was originally to have been conducted at the Pilatus plant but aircraft of BN design are now prohibited from operating in Swiss airspace during avalanche season). For our mission profile, the XL was loaded with coal for a standard 100 nm trip with BritRail reserves, carrying one pilot and nine passengers to maximise discomfort. Passenger loading is unchanged, the normal under-wing protrusions inflicting serious lacerations on 71% of boarding passengers, and there was the usual confusion in selecting a door appropriate to the allocated seat. The facility for the clothing of embarking passengers to remove oil slicks from engine cowls during loading has been thoughtfully retained.

Start-up is standard, and taxiing, as in the BN2 is accomplished by brute force. Takeoff calculations called for a 250-decibel power setting, and the rotation force for the (neutral) C of G was calculated at 180 ft/lbs of backpressure. Initial warning of an engine failure during takeoff is provided by a reduction in vibration of the flight instrument panel. Complete seizure of one engine is indicated by the momentary illusion that the engines have suddenly and inexplicably become synchronised. Otherwise, identification of the failed engine is achieved by comparing the vibration levels of the windows on either side of the cabin. (Relative passenger pallor has been found to be an unreliable guide on many BN2 routes because of ethnic consideration).

Shortly after takeoff the XL's chief test pilot, Capt. Mike "Muscles" Mulligan demonstrated the extent to whch modern aeronautical design has left the BN2 untouched; he simulated pilot incapacitation by slumping forward onto the control column, simultaneously applying full right rudder and bleeding from the ears. The XL, like its predecessor, demonstrated total control rigidity and continued undisturbed. Power was then reduced to 249 decibels for cruise, and we carried out some comparisons of actual flight performance with graph predictions. At 5000 ft and ISA, we achieved a vibration amplitude of 500 CPS and 240 decibels, for a fuel flow of 210 lb/hr, making the BN2-XL the most efficient converter of fuel to noise after the Titan rocket. Exploring the Constant noise/Variable noise concepts, we found that in a VNE dive, vibration reached its design maximum at 1000 CPS, at which point the limiting factor is the emulsification of human tissue. The catatonic condition of long-term BN2 pilots is attributed to this syndrome, which commences in the cerebral cortex and spreads outwards. We asked Capt. Mulligan what he considered the outstanding features of the XL. He cupped his hand behind his ear and shouted "WHAT?"

We returned to Britten-Norman convinced that the XL model retains the marque's most memorable features, whilst showing some significant and worthwhile regressions. PBN are not, however, resting on their laurels. Plans are already advanced for the Trislander XL and noise tunnel testing has commenced. The basis of preliminary design and performance specifications is that lift increases as the square of the noise, and as the principle of acoustic lift is further developed, a later five-engined vertical take-off model is also a possibility."

[blueeyes]

I think we should plan a Bogleyfest in Alaska.

[Jaxx]

Sucks to be you.









I'm just jealous

[Cirrus2000]

I think we should plan a Bogleyfest in Alaska.

It's even better - Les is down in New Zealand doing this! Let's all meet up down under!

[blueeyes]

I think we should plan a Bogleyfest in Alaska.

It's even better - Les is down in New Zealand doing this! Let's all meet up down under!

I thought he went to Alaska?? Ok New Zeland works for me as long as someone gets me to Antarctica!!! That is top on my list of places I want to visit.

[trackrunner]

I think we should plan a Bogleyfest in Alaska.

It's even better - Les is down in New Zealand doing this! Let's all meet up down under!

Great idea He can shuttle us around

Boglefest in NZ they have some cool canyons down there!

Plus it has nicer weather than Alaska this time of year.

[denaliguide]

Rob L, that was some funny commentary. i'll share that with all the other islander pilots down here. and there are quite a few.

actually the islander is a pretty versatile aircraft. wasn't sure how i would like it, but after flying it for a while it beginning to grow on me. for short field work and rough strip its quite capalble. a twin otter might be better though but more expensive to operate. lands with full flaps at 65 kts and stalls dirty at 39kt. operating on one engine it will stall before reaching vmc. i know that that doesn't mena anything to you if you are not a pilot.

bogleyfest in new zealand would be great! come on down. it's summer here with temps in the 70's and 80's. going out to one of the local orchards to pick some cherries today.

jaxx, i know how you feel and i would have to agree.

blueeyes, two clues i wasn't in alaska. it wa daylight and i was in short sleeves yesterday. oh yea and no snow on the ground. just having you on there.

kev, come on down. theres work for controllers.

[ststephen]

I'm working on scoping some features for my company's partnership with a NZ TV station this week. If only I can wrangle a trip down there. This time I wouldn't have to carry my son on my back on all the trails...

[Iceaxe]

it's summer here with temps in the 70's and 80's. going out to one of the local orchards to pick some cherries today.

Summer.....

[Rob L]

Rob L, that was some funny commentary.

It's a bit of an old chestnut, that one, well reworked amongst the piloting community, but always worth a fresh airing now & again.

My pal flew an Islander from the Isle of Wight to the Bahamas in early December 2009. The two souls on board suffered an engine failure (complete oil loss...requiring engine shut-down) half way between Iceland & Greenland. They had to replace a cylinder on a Greenland island, but made it to Florida 10 days late.

Fortunately my pal's passenger was a UK & FAA A&P and IA, so he knew what to do.

Alaska is one of my "must-do" flying destinations...there are a whole lot of fellow Tcraft owners I must meet there.

Thanks for the video & photos.

Happy New Year.

Rob

[blueeyes]

blueeyes, two clues i wasn't in alaska. it wa daylight and i was in short sleeves yesterday. oh yea and no snow on the ground.

Truthfully, I didn't look close enogh to notice any of that. Just that there was a plane.

Didn't you go to Alaska or am I confusing you with someone else??? I just simply assumed you were still there.

Next time I will pay closer attention to details.... lack of snow would be a huge clue but when you are surfing the net at warp speed you see what you want to see.

[trackrunner]

Didn't you go to Alaska or am I confusing you with someone else??? I just simply assumed you were still there.

He splits his time between here and there. Lucky guy always lives where it's summer.

I'm so jealous

[bbennett]

WOW!!!! I'm so envious! Not a bad gig at all. So much better than flying over the Gulf of Mexico all day.

[Scott P]

blueeyes, two clues i wasn't in alaska.

Plus the word Aspiring.

Lucky guy always lives where it's summer.

In the mountains of New Zealand or Alaska, sometimes summer isn't really summer. In fact in the mountains, it's a lot colder in summer than SLC is in winter (in both locations). We had a white Christmas in New Zealand, even though it was summer. Glaciers in New Zealand drop almost to sea level in some places. The lowlands are nice and warm in summer though, but not hot.

Anyway, nice footage of Milford Sound. When we were there it was pouring rain and we were told it's only sunny a few days a year.

[tanya]

That plane looks like so much fun! I had a date pick me up in a Mooney a few months ago. It was a blast! It was like we were just slowly rocking up in the sky. I loved it!

Want to pick me up for a date?

[denaliguide]

That plane looks like so much fun! I had a date pick me up in a Mooney a few months ago. It was a blast! It was like we were just slowly rocking up in the sky. I loved it!

Want to pick me up for a date?

i ah...... i ah ..... ah i.......what was the qestion?

[DiscGo]

Great new ride DenaliGuide! It is bigger than I expected. That run way reminds me a little bit of flying into Skagway, only this NZ runway is prettier because there is no eye sore of a town mucking up the scenery.

[Rob L]

Denali Guide, here's a little Islander story for you.

(Background: I work as a self-employed aircraft mechanic. My main customer is a small outfit that services private G- and N reg aircraft local to me in the UK).

The two chaps who own this business, who gave me work after I lost my job (bless them), flew a non-deiced, non-autopilot 120kt twin Islander from England to Florida in December 2009, against the prevailing winds, and one of these chaps has posted a full trip report here.

They had an engine failure between Iceland & Greenland, and after landing, this led to some delays and the potential for the aircraft to be wrecked on the ground due to bad weather.

It's well worth a read. It opens in Picassa. Use the full screen (F11 in Windoze). Open the slideshow, and pause each frame (to read the prose) and use the right arrow to scroll to the next photo.

The "Rob" referred to therein is not me...he's one of the two blokes I mention above. He's a UK CAA, EASA licenced Engineer and also an FAA A&P/IA.

As a taster, the photo below is over the Greenland coast, with a feathered prop, and all the oil gone over the cowling & leg.

Here's the story: Island hopping with an Islander

Rob

[denaliguide]

rob, that was a very enjoyable read. thanks.