Why no CA Airvans?

[a2capt]

It's not the vehicle is commercial, it's that it's being operated by a non-profit, which usually puts it in a commercial environment. "Non-profit" does not mean "we don't make profits", and certainly does not mean "we don't make money". CAP was operating under an assumed exemption in that, and all of a sudden it became a thorn that reared it's head.

..and it's no so much that we are what we are, it's that when a church bus has to have a CDL operator, and they find out that CAP is pretty much the same type of activities - transporting large amounts of children, that it becomes hard to justify an exemption for us, and not for them.

10 or more,  but less than 15 - when operated for a non-profit, means you gotta get the license.
15 or more, you have to have it, period.

[FastAttack]

Interesting. Sounds like a failed experiment.

Opinion question: Three up, do you think it would make a better high altitude SAR plane than the G1000 182's? Do these planes ever get called in on overdue aircraft? How much do they get used? Are they fine for drifting down canyons or are they kind of overkill with their size?

The G1000's with 1050lb useful load don't have a whole lot of oomph in the high Sierra with three hefty CAP seniors on board.

Failed experiment - yes.  That's about as polite as it can be said.

The GA8 struck me as very underpowered.  I wouldn't want to take it anywhere near the mountains.  The NJ one was planning an 8 hour flight to get back there from Indiana.  The thing is so slow that it gets bird strikes from behind.

CA would be better off with turbo 182s or turbo 206es.

I completely agree on the under power department.
plus the most uncomfortable aircraft to fly period.

btw how did we go from airvan's to cap vans? lol

[dbaran]

btw how did we go from airvan's to cap vans?

We were talking about very slow, box-like methods of transportation...CAP van and Airvan are similar in that regard. 

I neglected to mention that the other problem with the Airvan is that the designer stuck a support post right behind the pilot and copilot seats, so they can't go back very far.  I'm just a bit over 6 feet tall and I can't even get into a front seat comfortably.   

In terms of positives, it seems to a beautiful airplane if the engine quit and you had to land in a cornfield and the 480 in the panel is nice.

[PHall]

The GA-8 has the same engine as the C-206. Is there an STC out there to put a three blade prop on the beast like the 206 has?
Could do nothing but increase the performance.

[Major Lord]

It's not the vehicle is commercial, it's that it's being operated by a non-profit, which usually puts it in a commercial environment. "Non-profit" does not mean "we don't make profits", and certainly does not mean "we don't make money". CAP was operating under an assumed exemption in that, and all of a sudden it became a thorn that reared it's head.

..and it's no so much that we are what we are, it's that when a church bus has to have a CDL operator, and they find out that CAP is pretty much the same type of activities - transporting large amounts of children, that it becomes hard to justify an exemption for us, and not for them.

10 or more,  but less than 15 - when operated for a non-profit, means you gotta get the license.
15 or more, you have to have it, period.

Commercial Vehicles are not commercial vehicles based on who owns them. The designation comes from whether compensation is involved. There is case law on this:

Commercial motor vehicle is defined as any self-propelled or towed vehicle used on the highways in interstate commerce to transport passengers or property that was designed or used to transport more than 8 passengers (including the driver) for compensation. Walters v. Am. Coach Lines of Miami, Inc., 575 F.3d 1221 (11th Cir. Fla. 2009)

If our van usage is "commercial" by virtue of being operated by a 501 Corporation, then our aircraft would be too, and we had better start upgrading our pilots licenses too! I don't believe that any other Wing has gone to commercial tickets for vans or planes, so I suspect that it is an anomaly of legal opinions coming from ex-cops instead of NHQ legal staff.

Major Lord

[JeffDG]

It's not the vehicle is commercial, it's that it's being operated by a non-profit, which usually puts it in a commercial environment. "Non-profit" does not mean "we don't make profits", and certainly does not mean "we don't make money". CAP was operating under an assumed exemption in that, and all of a sudden it became a thorn that reared it's head.

..and it's no so much that we are what we are, it's that when a church bus has to have a CDL operator, and they find out that CAP is pretty much the same type of activities - transporting large amounts of children, that it becomes hard to justify an exemption for us, and not for them.

10 or more,  but less than 15 - when operated for a non-profit, means you gotta get the license.
15 or more, you have to have it, period.

Commercial Vehicles are not commercial vehicles based on who owns them. The designation comes from whether compensation is involved. There is case law on this:

Commercial motor vehicle is defined as any self-propelled or towed vehicle used on the highways in interstate commerce to transport passengers or property that was designed or used to transport more than 8 passengers (including the driver) for compensation. Walters v. Am. Coach Lines of Miami, Inc., 575 F.3d 1221 (11th Cir. Fla. 2009)

If our van usage is "commercial" by virtue of being operated by a 501 Corporation, then our aircraft would be too, and we had better start upgrading our pilots licenses too! I don't believe that any other Wing has gone to commercial tickets for vans or planes, so I suspect that it is an anomaly of legal opinions coming from ex-cops instead of NHQ legal staff.

Major Lord

That's a Florida ruling based upon Florida's definition of a commercial vehicle.

California defines the term differently.

[Major Lord]

I will grant you that CAWG defines it differently.

Major Lord

[JeffDG]

I will grant you that CAWG defines it differently.

Major Lord

My point is, the State of California defines it differently as well.

[Major Lord]

I understand your point. California's definition of a commercial vehicle differs largely in that the number of occupants of a commercial vehicle is different than the Federal Standards referred to in Walters. The reading of the CA Statute and the definitions within other portions of CA and Federal law show that we are not  engaging in commercial operation within the meaning of the Statute. In fact, the California Vehicle Code explicitly identifies the Class C driver's license as the correct class for non-profit groups operating "Van Pools". This is not an exemption; its a recognition of the status of the operators. (Although the legislature added the requirement for a medical clearance and a statement that the applicant is not a convicted criminal or has been involved in a serious crash.... recently.) Show me a statute that contradicts this, or an opinion from the CA Attorney General, and I will keep an open mind on the subject.

I hate to hijack the thread with this issue, since it was brought up to demonstrate the current and past mode of CAWG's ill-conceived regulatory process, and how it could have been applied to the Airplane. There is no special reason to believe that the two are related subjects.

Major Lord

[simon]

All very interesting. I would have thought the Airvan to be an excellent CAP aircraft but nobody seems to have a positive word to say about it.

Useful load can be an issue with the new planes that CAP is acquiring, which is why I raised the original question.

Load was never an issue with the 206's. With a useful load of around 1400lbs, one could take a full tank of gas (528lb), three hefty CAP aircrew (600lb), all their gear (60lb) and the safety gear (40lbs) and always be well under gross (This example works out to 1228lbs). With the old 182's, it was occasionally an issue but they still had a useful load of around 1225lbs. So in this example, you would be right on gross. A policy of filling the aircraft to the bottom of the collar in the 182, providing an addition 132lbs of payload, almost always eliminated that issue.

Enter the new G1000 182's. The one we fly has a useful load of 1050lbs. That is a huge drop from the old 182's - basically a full standard weight passenger. So now we really have to be careful with the fuel. Our plane is kept at the bottom of the collar - 66g - Which allows for three aircrew, but again, not three hefty people as in the example above. Even with the fuel at the bottom of the collar we'd still be 45lbs over gross. For a SAREX that is close to the aircraft's home base, I have chosen to take the plane up for a proficiency flight the night before so that when it turns up on the flight line, the fuel is at 55g or so. Still enough for a 3 hour sortie but it minimizes the chance that if the aircrew are big guys that we won't be over gross. Occasionally we get a 170lb crewman but it is usually an exception. (Of course one fix would be simply for all of us to shed a few pounds. I know my wife would appreciate it...)

I gather CAP is not buying 206's anymore? At around 200k more than the new 182's, I can see why not.

The ultimate here out West would of course be a Turbo 206, but that's not going to happen. In any event, although they would be great for high altitude work, I'm not sure how the engine longevity would be with all the power changes up and down amongst the mountains.

So that is why I wondered about the Airvan. But people are commenting that it is slow (True) and uncomfortable in the front seats (Never been in one). I just thought with the 1700lb load and the room in the back that it would be a good load hauler and well powered for the high Sierras with three people. But maybe not. Who knows. It's mission was to lug a ton of weight into the air between two short unmade strips, relatively cheaply (Compared to a Caravan). Perfect for Africa I guess. Maybe not for CAP?

I really don't know how you guys in the Midwest or out East run missions three up with gear in a 172. Your aircrew must be Oompa Loompas living on Lentil beans.

[Mustang]

The GA-8 has the same engine as the C-206. Is there an STC out there to put a three blade prop on the beast like the 206 has?
Could do nothing but increase the performance.

On our airplanes, a three-bladed prop actually decreases performance slightly, compared to a two-bladed one.

[PHall]

The GA-8 has the same engine as the C-206. Is there an STC out there to put a three blade prop on the beast like the 206 has?
Could do nothing but increase the performance.

On our airplanes, a three-bladed prop actually decreases performance slightly, compared to a two-bladed one.

Is that due to fixed pitch vs constant speed prop? There is a small power loss from running the pump for the prop.

[Short Field]

Theoretically, and all other factors being equal, 3 blades should give slightly better take-off performance while two blades should give slightly better cruise.  However, the other factors are never equal.