Daher’s position demonstrates well the state of the global aerospace market.

“We are in a paradox situation—some are happy; some are not happy,” said Patrick Daher, board chair for the Daher group, in kicking off the company’s performance review for 2023 in Paris on February 7. “We are feeling the impact of the international situation, and then we are still recovering from COVID, but the COVID crisis is over for us…But some international threats—for example the war in Ukraine and the Middle East, the future elections, the situation in China—all these events have created a political instability that is really worrying for the future.”

Yet industry events such as the 2023 Paris Air Show indicate where the future lies—with caution as to the expense of making change. “As chairman [of] the Salon de Bourget in 2023 and chairman of Daher…I have the chance to see that energy transition is coming with a really high price,” said Daher. “Speaking about industry, we have really good news in terms of an increase in production.”

In 2023, Daher recorded strong deliveries of both its TBM and Kodiak series turboprops, with a total of 56 TBMs and 18 Kodiaks, for a total of 76 units. In addition, it counts more than 100 turboprops in its order book, taking it well into 2025.

READ MORE: Daher Delivers 100th TBM 960

An Industry Overview

At the same time, major Daher client and partner Airbus has never manufactured so many aircraft—a record number went out the door in December, as Daher noted in the report. That is in spite of the constant pressures brought on by inflation, provisioning difficulties, recruitment challenges, rise in wages, and lowering margins. Collectively these have led to soft pricing models that have persisted through the past couple of years.

“We have forgotten how to deal with such problems of inflation that we experienced 20 years ago,” said Daher. “It was really hard to find raw materials, and this was linked to geopolitical problems, [such] as the war in Ukraine. We were missing material. This lack of raw materials is linked to the mismanagement of the supply chain—the suppliers failed to ship what we needed to manufacture our aircraft—and to produce what our clients asked us to do.”

Another problem Daher noted has been the lack of employee candidates. “It is not easy to recruit the right profiles…The COVID crisis changed behaviors in terms of wages and employees, so it is really hard for us to hire and find talents.” This has driven companies like Daher to invest heavily in training—because like never before they have had to recruit from outside the aviation industry.

“All these factors in 2023—after COVID, we were expecting 2021 and 2022 to be difficult—but these problems arrived in 2023,” Daher said. “All of these factors resulted in our weakened profitability. We need to consider the energy transition and the decrease in carbon intensity…2023 highlighted the emergency but also the [convergence], vis-à-vis the problem of decarbonization.”

The Daher group considers government support crucial—specifically CORAC, the French council for civil aviation research—and 300 million euros per year have been earmarked by CORAC to help fund the energy transition. “Aviation industry, all research efforts, have converged, because in the past each company focused on a specific research field, but right now there is a really clear target: low-carbon, low-emission aircraft,” Daher said.

Eco-Pulse Update

For the French OEM, the convergence flies today via its hybrid-electric Eco-Pulse technology demonstrator, which uses a TBM airframe, electric motors and powertrain components form Saran, and electric power storage by Airbus in a distributed lift model (simply put) to test various components and how they interact in actual flight operations. The Eco-Pulse retains a Pratt & Whitney PT6A turboprop engine, but in December made its first flight segments completely powered by the six electric motors.

“It is a major step towards decarbonization,” said Daher. “Because high voltage electricity can be a good solution…we are continuing with some hybrid tests. This is the first step…People thought I was crazy [last year] when I spoke about this target [to have a marketable product by 2027], but we are headed in that direction.” It will be a TBM or Kodiak because those are the models Daher has in its portfolio, but the company has yet to determine which will be chosen and exactly what that will look like.

FLYING asked if the OEM could share any feedback—including any performance data, if possible—from those first flights. Christophe Robin, vice president of engineering for Daher’s aircraft division, provided this insight: “EcoPulse is a technology demonstrator, therefore, aircraft performance is not the goal. The EcoPulse configuration has been chosen with the strategy of increasing the level of complexity in hybridization to develop a ‘maturity picture’ for all of the technologies involved—including examining side effects such as weight penalties, as well as issues induced by HIRF (high-intensity radiated field) and lightning.”

READ MORE: We Fly: Daher TBM 960

Log’in, Shap’in, Fly’in

To support innovation efforts, Daher launched its second tech center, Log’in, in Toulouse, also geared toward decarbonization. “Out of 7 million tonnes [of carbon emissions] we realized that a big quantity is related to our clients, and we want to work on these figures [as well] in order to work on decarbonization,” said Daher.

Fly’in will be the third tech center Daher launches, in Tarbes, focused on aircraft development, “stepping up” in both technology and the drive towards net-zero emissions.

FLYING also asked Daher to expand on the current projects that have already been realized from the new technology centers and Eco-Pulse. Robin shared a portion of what the group has learned thus far, and what it expects to benefit from. 

“In addition to the aspects of EcoPulse that are linked to aircraft hybridization, another important focus is demonstrating the application of advanced composites on aircraft,” said Robin. “Under the guidance of Daher’s research and technology teams, EcoPulse is using composites for the aircraft’s winglets, engine pylons, Karman and battery fairings, as well as the air inlet—which were produced primarily with an infusion-based carbon/cork micro-sandwich. A goal of EcoPulse is to make it possible to evolve the performance and feasibility of integrating these technologies on secondary parts/components of Daher-built aircraft, while developing rapid prototyping skills used within the aviation framework.”

This is complementary to other developments underway at Daher—including projects in cooperation with partners such as CORAC (the French Council for Civil Aeronautical Research).

Pascal Laguerre, chief technology officer for Daher, provided significant insight beyond the Eco-Pulse demonstrator. “Taking a wider view for activities outside the framework of EcoPulse, Daher devotes a significant part of its overall R&D budget to thermoplastics,” said Laguerre. “This material is particularly promising in the world of aerostructures for future applications on production aircraft. It lends itself more easily to the automation of production (issue of throughput), and it is recyclable, repairable and weldable. Its mechanical properties make it possible to use less material and, overall, make structures lighter—all of which are key qualities with a view toward reducing carbon emissions. This is focused on accelerating the development of real applications in the future for the benefit of its customers, including [several more widely focused] projects.”

For example, as part of CORAC, Daher leads the largest French research project on thermoplastics in current execution, called TRAMPOLINE 2 (TheRmoplAstic coMPosites for hOrizontaL tail plaNE), as well as utilizing induction welding instead of riveting—with a weight savings of 15 percent.

Also, the investment has already borne fruit in components that will be found on the company’s current TBM product lines.

“After more than three years of R&D work, Daher succeeded in manufacturing rudder pedals in recycled high-performance thermoplastic composites from production scraps to equip the TBM, which have been certified for flight on production TBMs,” said Laguerre. “In addition to being lightweight, thermoplastics have low thermal conduction, as well as equal or better physicochemical and mechanical properties: It’s a win-win for Daher customers. And beyond the environmental benefits, the cost of these parts is significantly reduced compared to metal machining.

“In addition, Daher has obtained the first results of an R&D project called CARAC TP, carried out in collaboration with a set of academic laboratories competent in composite materials. The objective [is] to identify and characterize the thermoplastic composites best suited to aeronautical applications and compare them to thermoset materials. The project makes it possible to study materials in depth through multiple tests that go beyond the scope of qualification programs carried out in the industry: impact resistance, fire resistance, environmental aging (ozone, UV, fluids), impact of manufacturing processes on physicochemical properties, material performance, etc.”

Daher looks also outside its walls to new small businesses to help drive this innovation charge. Encouragingly, more than 300 aerospace-relevant startups took part in the Paris Air Show.

“We had 25 of these startups at the Daher stand at Le Bourget,” said Daher, noting that the company looks forward to engaging with these innovators, perhaps through acquisition or collaboration, on various projects.

WATCH: We Fly the Kodiak 900, Ready for Grand Adventures

The Takeoff 2027 Strategy

Daher reported a strengthening bottom line but noted there is room for improvement. At the press conference, Daher CEO Didier Kayat indicated the belief that Daher would become profitable based on its strategic realignment to better serve four sectors: aircraft, industry, industrial services, and logistics. The company also plans a transformation of the organizational structure by 2025, to help align and draw down any existing silos between the business functions.

To this end, Daher made a quartet of additions to its executive committee in the later part of 2023. On October 1, Alain-Jory Barthe joined Daher’s Industry division as senior vice president. Then, on January 1, Cédric Eloy became the head of the Industrial Services division as senior vice president of manufacturing services, and Julie de Cevins became the group’s chief sustainability officer—a key appointment, given the group’s charge to attain net-zero goals by 2050. Finally, on February 1, Aymeric Daher became senior vice president of the Logistics division.

Daher is adapting its organization to support the four business units, with the following actions:

• To create a managerial culture that is based in what it calls the “Daher Leadership Model”—effectively empowering a cadre of 1,500 leaders within the company to act with an entrepreneurial spirit
• To anticipate challenges and innovate toward decarbonisation solutions, with Eco-Pulse among other projects
• To support the acquisitions needed for growth across the four sectors.

Acquisitions have already borne fruit for the company, including the Stuart, Florida, facility.

“The acquisition of AAA strengthened the Industrial Services division, for example,” Daher said. “We are now the leader of industrial services…We can support aircraft manufacturers in peak periods.”

If Daher can make its way through the concurrent challenges of acquisition-driven growth, corporate restructuring, price pressures, and order fulfillment, its plan for the years ahead puts it on track to form part of the global solution to decarbonization—as well as providing the aircraft the customer demands for the future.

The post Daher’s Decarbonization Plans Drive Towards Hybrid-Electric Aircraft, Composites appeared first on FLYING Magazine.

According to information from the Boise Fire Department, a rigid steel frame had been erected, and the workers were in the process of connecting structural components when something gave way, bringing down the structure and one crane.

A witness working nearby told local media that it sounded like a loud whine, and when he turned to look for the source of the noise, he saw the four-story building coming down.

Aaron Hummel, operations chief for the Boise Fire Department, noted that the first step was to make sure the wreckage was stabilized while emergency response personnel searched for the workers trapped inside. Hummel told the media “it was a pretty global collapse” and that many of the workers had been suspended on platforms at the time of the incident, which made rescues very challenging.

According to Boise city records, Big D Builders Inc. is the contractor for the construction project. The hangar is located next to the existing FBO, Jackson Jet Center, at Boise Airport (KBOI). The jet center specializes in corporate aircraft maintenance and charters.

Big D Builders specializes in commercial construction such as corporate hangars. Its website has photographs of hangars under construction. Phone calls to Big D Builders and emails to Jackson Jet Center were not immediately returned.

According to city officials, investigators from the Occupational Safety and Health Administration have spent the better part of the last 18 hours on scene. The area is still cordoned off from the public.

The city noted this is a privately owned building, and there have been no impacts to airport operations. The names of the three people killed have not yet been released.

“[Wednesday’s] tragic news of the hangar collapse was absolutely heartbreaking for our airport team and for our community,” said Rebecca Hupp, Boise Airport director. “Today we are thinking about the families that lost loved ones, our neighbors at Jackson Jet Center, and their contractor. Life is precious and every day is a gift.”

Boise fire chief Mark Niemyer called it a tragic day for the Boise community.

“Our heartfelt condolences go out to the families and loved ones affected by this incident,” said Niemeyer. “I commend the actions of all the first responders for their quick and professional response rescuing victims and caring for patients in a chaotic and very dangerous environment.”

Boise Mayor Lauren McLean also praised the actions of the first responders and emergency response teams for their quick actions.

“Our community is facing a profound loss after the hangar collapse,” McLean said. “Our thoughts are with the families who lost loved ones and those who are awaiting news on those still in critical conditions. We owe a debt of gratitude to our first responders and emergency response teams for their quick, compassionate, and professional actions last night and into [Thursday], and we hold everyone involved in our hearts.”

Hummel also echoed the sentiments of the mayor and fire chief. “This was an incredibly large emergency response involving many agencies from around our community,” he said. “We would like to thank all our public safety partners who assisted.” 

The post 3 Killed in Aircraft Hangar Collapse in Idaho appeared first on FLYING Magazine.

They represent some of our most precious resources in aviation, and a collection of more than 11,000 volunteers coordinated by the RAF have helped maintain them and promote them to the flying community.

Join FLYING’s editor-in-chief Julie Boatman as she flies in with a work crew in a Daher Kodiak 100 to experience the camaraderie and satisfaction that participating in such an important effort can bring.

Look for the full story in our feature in the latest issue of FLYING, Issue 944 for December 2023/January 2024. Subscribers will receive it in their mailbox or inbox soon.

The post We Fly: The RAF at 20 Years Into Moose Creek appeared first on FLYING Magazine.

In past years, newly completed Kodiaks were flown to other locations outside of the state for paint—and required the removal of flight control surfaces in the process. Now, the company can keep it local. 

“This underscores our commitment to the Kodiak’s future as we evolve the aircraft family,” said Nicolas Chabbert, senior vice president of Daher’s Aircraft Division. “It follows the launch of two new Kodiak versions since Daher purchased the product line four years ago: the enhanced Kodiak 100 Series III, which we introduced during 2021; and the larger Kodiak 900, unveiled in July 2022.”

READ MORE: We Fly the Daher Kodiak 900, Ready for Grand Adventures

Daher invested $2.7 million in the various elements of the operation, including distinct aircraft preparation and paint booths and the employment of already-skilled personnel to accomplish the work. The 9,000-square-foot facility was designed and constructed by local contractors. It allows for the process to replicate that in place for TBMs at Tarbes, France, where components are painted individually—fuselage, wings, control surfaces, cowlings and doors—before joining together on the production line. A more environmentally friendly electrostatic process is used to apply the paint, with more consistent results and a mirror finish.

SAF in Sandpoint?

In a press briefing at NBAA-BACE this week in Las Vegas, Chabbert indicated that Daher has just begun the process to bring sustainable aviation fuel (SAF) into its Sandpoint facility so that it can both deliver aircraft and conduct its corporate and flight test operations using SAF much as it does in the company’s Tarbes location.

When asked about any possible difference in acceptance of the use of SAF by Kodiak customers and personnel in Sandpoint, Chabbert confirmed its positive reception: “You know, the funny thing is that there is no resistance. It is actually something that has been requested by the people in Sandpoint. So I can tell you that I believe that, contrary to what people will say—that there is more consciousness in Europe as opposed to the U.S.—I don’t feel that way. I think there is the same level of concern. It’s treated differently and with a different approach. But [in] the end, it’s not the approach that counts—it’s the result.”

New TKS ‘Bio’ Fluid

In another eco-minded improvement for its Kodiak line, Daher has introduced a new de-icing fluid that will reduce environmental impact. In partnership with TKS supplier CAV Systems, the fluid, TKS 406 Bio, replaces the DTD-406B product in use. TKS systems can be found not only on Kodiaks, but also the legacy SOCATA TB-20 and -21 Trinidads. 

“I think it is important that the way we are going to reduce [the pollution] of our activities is not just—and is beyond—the use of fuel,” said Chabbert.

The post Daher Opens New Paint Facility for Kodiaks in Idaho appeared first on FLYING Magazine.

There may not be another airplane coming, honestly. And it’s all fine as long as you’re fine, and all goes well. And what if the flight goes perfectly, but you or one of your group suffers a cardiac event while you’re setting up camp? It feels like an outside possibility—until it happens to someone you care about, and you’re many rugged miles from medical help.

As part of its effort to place critical care medical devices within several wilderness areas, the Backcountry Aviation Defibrillator Project is positioning automated external defibrillators (AEDs) at high-traffic remote airstrips across Idaho. The Zoll 3 units communicate via Wi-Fi to display their operational status—and in the future are proposed to broadcast their availability and status through flight planning applications. 

The first of the missions to put these AEDs in place were conducted with the support of Daher using two of its Kodiak 100s, starting at Cavanaugh Bay Airport (66S) in Coolin near Daher’s Kodiak facility at Sandpoint in northern Idaho, and then going into other popular strips in the state: Big Creek Airport (U60) in Valley County and Johnson Creek (3U2) in Yellow Pine in the state’s central section; and to Smiley Creek (U87) about 35 miles north of Ketchum.

Nicolas Chabbert, senior vice president of Daher’s Aircraft Division and CEO of Kodiak Aircraft, flew the mission to Cavanaugh Bay. 

“At Daher, our philosophy is: ‘We support those who care for aviation,’ and the Backcountry Aviation Defibrillator Project flights are a continuation of this commitment,” said Chabbert, noting the project makes a fitting complement to the company’s support of the Recreational Aviation Foundation and other backcountry missions.

WATCH: We Fly: Kodiak 100 in Training

Sam Perez, organizer for the Backcountry Aviation Defibrillator Project, thanked Daher for its support with an airplane most capable for the mission.

“The Idaho Aviation Association is exceptionally grateful for Daher’s generosity and support of our mission to install these lifesaving defibrillators in Idaho’s remote backcountry airstrips,” Perez said. “We could not have done so without the help of Daher and our many donors who helped pay for defibrillator units. Now, aviators and general aviation enthusiasts who use these remote airstrips will have a fighting chance should a cardiovascular event occur.”  

Daher sponsored the AED in place at Cavanaugh Bay. Other donors included Lynn and Shirley McCullough (owners of a Daher TBM 910) at Big Creek; Dr. Jon Berman at Smiley Creek; and Rick Bosshardt at Johnson Creek.

The post Idaho Backcountry Airports Get Kodiak-Delivered Defibrillators appeared first on FLYING Magazine.

Warhawk Air Museum in Nampa, Idaho

The Warhawk Air Museum in Nampa, Idaho has been open to the public since 1989. The collection ranges from a Fokker DR-1 triplane to a MiG-21.

According to Sue Paul, the museum executive director, the public’s favorite aircraft are the World War II designs, particularly the P-51B model Mustang known as The Boise Bee, and the Museum’s Curtiss P-40N Warhawk Parrot Head and P-40E Kittyhawk Sneak Attack.

“The N Model has a parrot head on the nose; the E model has the classic shark mouth,” Paul said.

The P-40E was restored in the 1960s and first flown in 1971. The N model was restored to airworthiness in the 1980s. Both aircraft make the air show circuit and have competed in the Reno Air Races—they are also movie stars—look for them in the 2001 film Pearl Harbor.

When asked about her favorite, Paul says it’s Sneak Attack because the airplane literally has her name in it: S U E.

The post Museum Spotlight: Warhawk Air Museum appeared first on FLYING Magazine.

According to CubCrafters, Summit Aircraft Skis are a favorite of owners of CubCrafters Carbon Cubs—as well as many other aircraft—because the unique ski design allows pilots to take their aircraft into the backcountry even when the landing areas are not cleared of snow. CubCrafters notes the manufacturing of skis has already begun at its Yakima factory.

About the Ski Design

Mike Custard, founder of Summit Aircraft Corporation, notes that the Summit Ski design utilizes a patented bolt-on attachment bracket that completely eliminates the need to weld skis to the landing gear. The Summit Skis also weigh less than and are more aerodynamic than most competitors’ penetration skis.

“Our like-minded drive for high quality innovation is one of the main reasons we chose CubCrafters as our successor,” said Mike Custard, founder of Summit Aircraft Corporation. “CubCrafters’ leadership, its people, and facilities are all outstanding. The tooling and construction techniques are familiar to the CubCrafters’ composites facility and staff.”

The company specializes in skis for carbon fiber, tube and fabric, and metal experimental aircraft. Summit’s innovative ski design is a lightweight, 100 percent carbon fiber structure using a “monocoque” construction technique, which supports structural load by using the skis exterior structure, as opposed to using an internal frame that is then covered with a non-load-bearing outer skin.

Custard adds that he will remain onboard for a time to ensure a smooth transition for both staff and customers.

Bob Breeden, an Alaska backcountry flying expert who has Summit Skis on his Super Cub, is positive about the acquisition, saying, “I’ve been using Summits’ skis for some time now and they have enabled me to adventure further afield and discover and land in new, fresh places. I really love these skis and I’m very pleased to hear that they will be in CubCrafters’ capable hands going forward. I know the team there will keep the innovation going and will ensure the skis are supported in the future.”

“We are very excited and pleased to welcome Summit’s customers and products into our family here in Yakima,” said Patrick Horgan, CubCrafters president and CEO. “It has been a joy for our team to work together with Mike Custard, Summit’s founder, to coordinate a smooth ski manufacturing transition. Adding Summit Skis to the CubCrafters product lineup allows us to better meet our customers’ needs and adds a new profit center. We see a great potential for growth with the Summit brand that we want to be a part of going forward.”

Summit Skis will continue to be available on both CubCrafters aircraft and aircraft from other manufacturers as well.

“Summit Skis, when combined with the outstanding wintertime defrost and cabin heater technology used on our FX-3 model, makes that aircraft the ultimate ski airplane,” said Brad Damm, CubCrafters’ vice president. “The acquisition is part of an ambitious growth and business development strategy that has been supported by the outstanding early success of our recently announced public stock offering.”

About CubCrafters

CubCrafters was founded in 1980 by Jim Richmond, who started with the popular Super Cub design and refined it and improved on it resulting in experimental, LSA, and Part 23 certified aircraft all with the mission of heading into the backcountry.

READ MORE: The CubCrafters XCub Is an Ideal Backcountry Machine

Over the decades CubCrafters has used a combination of innovative design, modern materials, and updates in engine technology to create the ultimate backcountry aircraft. The company’s flagship XCub aircraft is offered in both nosewheel and tailwheel configuration, resulting in what basically can be described as an off-road vehicle with wings.

The post CubCrafters Acquires Summit Aircraft Skis appeared first on FLYING Magazine.

With the help of scores of RAF volunteers, the foundation has grown backcountry flying into a very popular niche of GA, with plenty of pilots utilizing stock or modified airplanes to access airstrips that do not involve a paved runway. And while many of these airplanes are purpose-built for STOL operations, according to RAF president Bill McGlynn, an impressive percentage of RAF members fly light sport airplanes now or have used them in the past for backcountry operations.

“Not all of the over 10,000 people in our database indicate what they fly,” McGlynn explained, “but of those who do, the majority have flown a number of aircraft types and models. About one-third have said they have flown in the past or still fly an LSA as part of their RAF flying experience. That number includes some notable backcountry regulars in the LSA category like the Piper J3, Aeronca Champ, and some newer entries, like the Kitfox, Bearhawk, and yes, even two-seat RVs.”

A veteran backcountry pilot with 22 years of experience, McGlynn explains that to first discuss this niche of GA, you need to understand the definition of backcountry aviation.

“Backcountry flying doesn’t necessarily mean landing in a far-off place, deep in the mountains, high in elevation, removed from civilization,” McGlynn said. “In our world, backcountry can also mean an airfield near a lake or stream maybe 30 miles from your home airport. One of my favorite airstrips is Garden Valley, Idaho (U88). It’s grass, has a river running nearby, great camping with showers, and it’s only 30 minutes from Boise.”

Flying LSAs in the Backcountry

McGlynn said that while backcountry flying is different than “pavement to pavement” flying because it requires you to fly in more demanding environments, it doesn’t mean you need a Cessna Skywagon to do it safely.

“LSAs in the backcountry can be a great choice if the pilot has adequate experience,” McGlynn said. “We encourage pilots to get instruction, but a prerequisite is really knowing your airplane, how it performs at different altitudes and temperatures, on grass and gravel, its slow flight characteristics, and its turning radius. Many LSAs are incredibly nimble aircraft, and all the backcountry requires is a good accommodation of the plane and the place.”

To help LSA pilots find suitable backcountry airstrips, the RAF publishes their online Airfield Guide (https://airfield.guide) so pilots can choose strips that are good matches for their particular aircraft and skill level. The guide includes a Relative Hazard Index (RHI) that quantifies the challenges of each airstrip, with most being able to accommodate a wide range of aircraft types while offering recreational opportunities. “We see LSAs of all types and mods, but most are stock airplanes.

“More important is a well-tuned, proficient pilot who knows their airplane well, selects appropriate destinations, and has received backcountry instruction,” McGlynn added.

LSA Backcountry Performance

McGlynn uses the backcountry strip at Johnson Creek, Idaho (3U2), as a good example of a popular destination for RAF members for summer fly-ins that regularly draws a variety of LSAs. “Particular emphasis has to be paid to weight since Johnson Creek has an elevation of 4,960 feet and with summer heat—even with a morning departure—density altitude must be considered,” McGlynn said. “That said, LSAs get off the turf and climb while leaving a smaller

noise footprint, which is especially important in the backcountry. Johnson Creek isn’t particularly tough, but it requires that a pilot follow the Idaho State arrival procedure, descending

into a tight canyon with a short approach. It’s also a one-way airstrip, arriving from the north and departing to the north, with the pilot having the knowledge that the drainage of the Salmon River takes you to lower terrain. There’s a challenge in all that, along with the reward of an incredible place to camp and enjoy nature along with the camaraderie of other aviators.”

The demands of mountain flying in an LSA or any airplane create a different dimension than how most pilots learned to fly, pavement to pavement. McGlynn said that like IFR flying that requires additional training and skills, flying the backcountry in an LSA is doable, as long as the pilot understands the performance of their airplane, does their homework using the RAF Airfield Guide, and receives proper instruction. “There are important skills that should be honed that go along with that airfield knowledge,” he said. “Many backcountry airstrips require very little additional flying skill, but some can turn black diamond quickly as conditions change.

Before heading to the mountains, it’s best to have a backcountry instructor help you practice at your home airfield, then take you into a backcountry airstrip the first time. The RAF strongly recommends backcountry ethics, meaning you should practice at home so you aren’t annoying other backcountry users with the noise of touch and gos.”

The RAF at 20

When the RAF celebrates its 20th anniversary in 2023, it will be a testament to the lure that backcountry flying offers. Unlike many aviation associations, the RAF is laser-focused on finding and maintaining the many backcountry airstrips in the foundation’s Airfield Guide. “With the RAF, it’s all about where you go,” McGlynn explains. “We like to feature places that are not only fun to fly to, but are even more rewarding once you land. The fun of pitching a tent under your wing, unfolding your chair, and enjoying a cold drink while staring out at an incredible window of nature—that’s what makes pilots long to go again and again. It combines a sense of accomplishment in the flying, with the reward of spending time in a beautiful place.”

The work of the RAF is a massive effort that is not free, and recognition of the need for donations should be on the minds of any aviator who flies the backcountry now or has plans to do that in the future with their LSA. “Our supporters recognize how incredibly special backcountry airstrips are and what a privilege it is to be able to fly to these amazing places that may be either difficult or even impossible to reach any other way. It’s their recognition of that privilege that convinces them to help preserve, improve and even create these airstrips through the RAF, either by their time and effort or through financial support,” McGlynn said.

If you want to experience flying your LSA into the many remote airstrips that the RAF maintains, or help to support the high number of volunteer hours needed to keep these airstrips

open and accessible, you can go here to make a donation, which McGlynn said will “be put directly into an airstrip.” 

The post Taking LSAs to the Backcountry appeared first on FLYING Magazine.

My frustrated instructor directed me to a nearby grass strip. “This might help,” he said, noting that “grass is more forgiving.” He was right. Despite a slight crosswind, my first turf landing was straight and smooth. The natural surface seemed to embrace the airplane’s wheels rather than repel them like asphalt did.

• FAA Acknowledges Some Pilots Prefer Operating ‘On the Grass’

Grass strips have also worked wonders over the years for nervous passengers, including my wife, whose attitude toward flying took a positive turn after our first visit to a turf field in upstate New York. While some of the effect might be psychological, there is no doubt that grass runways have an appealing feel that makes them attractive destinations. Below are a few inviting grass fields that are ideal for backcountry beginners.  

Lee Bottom Airport (64I)

Hanover, Indiana

Few grass runways are more inviting than this field on the Ohio River, roughly halfway between Louisville, Kentucky, and Cincinnati, Ohio. For starters, the strip is just over 4,000 feet long and 100 feet wide, so pilots who are new to grass should feel comfortable there. The airport is also an example of what many pilots would like to see more often—an unpaved airport that has grown steadily and is open to the public. It hasn’t been easy, though. The airport was a gritty aircraft salvage yard and later the site of a lumber business before becoming a general aviation hub. A vintage video tells the story.

Smiley Creek Airport (U87)

Smiley Creek, Idaho

The generous size of this strip, 4,900 feet long and 150 feet wide, does not make it an easy destination. After all, the airport is nestled in mountains at an elevation of about 7,900 feet msl, so you should be up to date on mountain-flying skills and have a strong sense for how your aircraft will perform at high elevations and higher density altitude levels. Still, as mountain runways go, this one is not especially daunting, and the scenery seems well worth the extra flight-planning effort. The Idaho Division of Aeronautics publishes a guide to help pilots prepare for the trip.

Shelburne Airport (VT8)

Shelburne, Vermont

You could make a case for Shelburne as an ideal place for a student to learn to fly because it has the feel of a sleepy, old-fashioned country airport. However, it is just a few nautical miles from Burlington Airport (KBTV) and is tucked under the 1,500-foot floor of the big field’s Class C airspace. That gives learners plenty of opportunities to hone their radio skills by talking with ATC. For travelers to the Burlington area, Shelburne is a great alternative to the airlines.

Sunbury Airport (71N)

Sunbury, Pennsylvania

On approach to Sunbury, you might wonder why there is a public airstrip on an island in the middle of the Susquehanna River. The answer: Because the mail must go through. According to the Northumberland County Historical Society, the U.S. Department of Commerce established an emergency landing field there in 1920 after poor visibility repeatedly forced airmail pilots to land on a farmer’s field on the island. The field’s 250-foot width makes it especially attractive today, but pilots should beware of groundhog holes on the runway’s southeast edge.

Columbia Airport (O22)

Columbia, California

Pilots who are new to landing on grass and might be a bit tentative about trying this airport’s 2,607-foot turf strip can opt for the 4,673-foot asphalt runway. Columbia is known for its fly-in camping facilities that lead to many aviation groups organizing events there. Visiting pilots can pitch tents at one of 20 campsites that include picnic tables and barbecues. You are also free to camp under your airplane’s wing. Airport officials say the $10-per-night camping fee includes the overnight aircraft tiedown charge.

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According to the final report from the National Transportation Safety Board (NTSB) released Thursday, the control lock was still installed when Snodgrass attempted to take off in his SIAI Marchetti from Nez Perce County Airport (KLWS) in Lewiston, Idaho. This prevented Snodgrass from lowering the nose when the aircraft pitched up aggressively after takeoff, then entered a stall-spin situation from which it was not recovered.

The report says the airplane was equipped with a flight control-lock system that immobilized the aileron and elevator controls but still allowed for near-full movement of the rudder and tailwheel. This made it possible for the pilot to taxi the aircraft.

The flight control system consisted of a pivoting, U-shaped control lock tube mounted permanently to the rudder pedal assembly with a forward-facing locking arm mounted to the pilot’s control stick. 

The post-crash investigation found evidence that the control lock was still engaged at the time of the crash. The NTSB noted, “Had the lock been stowed during impact, it would have been pinned under the flight control stick, crushed longitudinally, and its retaining clip would have been deformed; however, the control lock and its retaining clip were essentially undamaged, and the lock was found raised off the floor.”

The report continues, “Given this information, it is likely that the control lock was installed on the flight control stick during takeoff and impact. High-resolution security camera footage of the accident revealed no discernable movement of the elevators or ailerons, further suggesting that the flight controls were immobilized by the control lock.”

Investigators noted that the pitch trim of the accident aircraft was found in an almost full nose-down position, suggesting that Snodgrass may have been attempting to use the trim to arrest the airplane’s increasing nose-up attitude due to the locked control stick. 

What Happened

Video of the June 24, 2021, accident shows Snodgrass initiating an intersection takeoff from Runway 12. The takeoff roll consists of about 400 feet before the aircraft lifts off, pitching nose-up at about a 45-degree angle. The aircraft is still climbing when at an altitude of about 80 feet agl, it then rolls 90 degrees to the left and the nose drops. The aircraft continued to roll to the left as it plunged to the ground, hitting the dirt in a nose-down attitude. There was a post-impact fire.

Snodgrass was in communication with the tower at the time of the accident. He acknowledged the takeoff clearance and an advisory for a frequency change, and then let out expletives as he lost control of the aircraft.

Snodgrass was a real-life Top Gun naval aviator, flying F-14s from carriers and later as an airshow demonstration pilot in vintage warbirds. At the time of the accident he had an estimated 6,500 hours of flight experience, of which 20 hours were in the accident airplane. 

Contemporaries of Snodgrass say he was known for being a meticulous pilot who did not rush preflight inspections.

As part of the investigation, the NTSB interviewed pilots who owned similar aircraft in regard to the control lock. It was noted that although the control lock is painted red, its orientation when engaged is difficult for a pilot to see from the cockpit.

According to the NTSB report, “A pilot who owned a similar airplane stated that he had once become distracted during preflight checks and was able to taxi, initiate takeoff, and become airborne with the control lock engaged. He stated that once he realized his mistake, removal of the lock was a struggle due to the forces imposed on the control stick during takeoff.”

The report suggests that Snodgrass did not perform a pre-takeoff control check, stating, “Had the pilot completed a functional check of the controls before initiating takeoff, the presence of the lock would have been detected and the accident would have been prevented.”

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