An Unplanned Rendezvous With Ndoki (National Geographic's name for AirCam)

After a great week flying all types of aircraft in Dayton, Ohio, thunderstorms in Atlanta delayed my departure for Stuttgart, Germany.  I was stuck in a hotel about 1 mile from the Atlanta airport when I remembered that my great buddy from Air Force pilot training lived in the local area.  Russ Solsvig and I attended Air Force pilot training at Reese AFB in Lubbock, Texas,  graduating in April 1979.  Russ headed off to fly the A-10 Warthog and I stayed at Reese to fly T-38 supersonic jet trainers as an instructor pilot.  Eventually, Russ left the Air Force for the airlines, landing a job with Delta Airline and as a result he lives in the Atlanta area.  Russ has always been very interested in General Aviation—especially the light end of our sport.  He owned a beautiful Champion Citabria 7GCBC up until 2000 when a chance happening changed his sport flying life. 

In 2000 Russ received a call from his brother-in-law, who was a game warden in South Africa, regarding a strange airplane in a box that was left derelict in a wildlife park.  Russ determined it was the original Lockwood Air Cam used by National Geographic to film a special show.  After a few months of discussion with local South African officials, Russ was able to purchase the aircraft and have it sent to his hangar at Falcon Field in Atlanta.  According to Russ the Air Cam was in pretty rough shape and the twin Rotax 582 were close to boat anchor status; however, with the same tenacity he showed while we were in pilot training, Russ completely rebuilt the airframe and had Lockwood Aviation (why not, since Phil Lockwood designed/built the aircraft) in Florida restore the engines.  First flight was in May 2003 and Russ took the Air Cam to EAA Fun N’ Sun in April 2004.  He told me he flew at a maximum altitude of 300 feet all the way to Lakeland—not that’s “low level” navigation in anyone’s book.

Russ picked me up at the hotel and we headed to Falcon Field to sample the Air Cam Ndoki (as it was named by National Geographic).  The Air Cam resembles a modern day ultralight version of the venerable Breezy.  The wings use aluminum tubes for spars and have light aluminum tube ribs.  Russ covered the aircraft with Ceconite and had a buddy spray the final coat of blue automotive paint.  We pushed the craft out of Russ’s 80’X80’ hangar—that’s another story—into the bright (hot and humid) Georgia sun.  Dawning a set of parachute goggles I boarded the front cockpit—really a seat on the end of a canoe-like fuselage.  I would be seated in the open air with little more than a nosecone and windscreen to protect my balding head—at least I have no hair to blow around. 

Russ started the two Rotax two-stroke engines and they fired after a short spin of the starter motor.  After warming up the water-cooled engines we taxied to the end of Falcon Field’s 3,800 foot runway.  Russ made the first takeoff while I followed along on the controls.  I estimated the takeoff run was a little over 400 feet with our combined weight of 380 lbs and the temperature over 85 degrees.  We climbed at an indicated airspeed of 55 MPH and quickly leveled at 300 feet above ground level when Russ exclaimed it was my turn to fly. 

The Air Cam reacts much like an ultralight in flight.  It is affected by wind and thermal activity due to light wing loading and turns produce a lot of adverse yaw.  Russ warned me of these habits and I was able to compensate for the effects without embarrassing myself too badly.  Russ spotted our first landing field, a private grass strip a few miles from Falcon.  He took control of Ndoki to demonstrate the landing characteristics of the Air Cam.  Reducing power to 4000 RPM from our cruise setting of 5500, Russ asked me to lower the flaps a few degrees.  The Air Cam has electric flaps actuated by a switch located on a panel in the front cockpit.  Russ approached at 50-55 MPH with the power set at 3800-4000 RPM.  He stated that with the engines at idle the Air Cam came down like a brick and the use of power would help with the round out to landing—especially for new Air Cam pilots like me. 

Russ greased the aircraft onto the nicely groomed grass and had us at taxi speed within 300 feet of our touchdown point without the need for brakes—pretty snappy performance.  We taxied to the end of the runway, performed a 180 degree turn, raised the flaps and then it was my turn to make the takeoff and pattern.  I slowly advanced the power to 6000 RPM and pushed the stick to the forward stop.  The tail levitated at 35 MPH and I rotated to climb attitude around 45 MPH.  We left the ground in about 500 feet owing to my slow power application and climbed to 300 feet above the ground for my first pattern.  I kept the Air Cam close to the field just in case we lost and engine—I forgot we had two of them since I experienced hardly any yaw from my mismatched power applications.  Rolling off the “perch” at a point 45 degrees from the runway’s end I lowered the flaps to landing.  The flap switch is on the right side of the panel and requires switching hands to fly the aircraft.  Russ stated he plans to move the switch so one could lower the flaps using your left hand—a great idea that would lower pilot workload in the pattern.  Reducing power to the target 4000 RPM I setup a turning descent to the runway.  We crossed the threshold at 5 feet and softly touched down about 100 feet from the end by reducing power to idle.  We rolled to a stop with a total landing distance of approximately 400 feet.  A 180 degree turn, flaps retract sequence and we were again airborne for another pattern with the same results—this Air Cam was easy and forgiving to fly.

After a few crash and dashes we headed back to the paved runway at Falcon.  Landing on pavement required a little different technique than what was used on grass.  Russ recommended we keep the power on and fly the airplane into a slightly tail low attitude before reducing power to idle.  It seems that an idle approach could result in a flare that would bang the tail on the runway—something Russ would like to avoid.  My first attempt worked out OK, but I was a little hot and landed long.  Russ suggested we do another, so I could prove to myself I had the pavement technique down pat.  Another tight pattern with better speed control resulted in a smooth touchdown—and a lot less laughing from the back seat. Ndoki taxied back to Russ’ hangar just like my Aeronca Champ, smooth and with little effort.  We shutdown the engines and I just sat there soaking up this great experience.  Here I am with my old buddy who I hadn’t seen in 20 plus years, flying a piece of Sport Aviation history at one of the finest aviation facilities in Georgia—it doesn’t get much better.

OK, would I buy and Air Cam?  Sure I would.  While the Air Cam is not a high-speed cross-country machine it is by far one of the best sightseeing craft around.  Solid flying performance with twin engine reliability; an average pilot should be able to fly this craft into virtually any airfield with a little practice.  While the Air Cam flies a few miles per hours slower than my Aeronca, it provides better visibility and that special “wind-in-the-mustache” feeling only open cockpit airplanes can offer.  Sure it would be cold to fly in the Ohio winter, but that’s what they make snow mobile clothing for.  I love the Champ for its honest flying abilities; however, the Air Cam can provide the same honest feel in a newer machine.

I absolutely enjoyed my special time with Ndoki and look forward to doing it again in the near future.  I have to thank my buddy Russ Solsvig for offering me the hospitality and the opportunity to fly this special airplane.  If you get the chance to fly an Air Cam, don’t pass it up.  You will never regret the experience.  Until next time, blue skies, following winds and don’t forget to…

…keep ‘em flying.

dd

PS:  If you’d like to read more about this aircraft see the June 2004 issue of EAA Sport Pilot Magazine page 26.

Dennis D’Angelo is a USAF officer stationed in Germany.  He has over 6,000 hours of flying time in a multitude of different aircraft from ultralights to the Air Force C-5 Galaxy cargo aircraft.  When back in the USA you will find him flying his 1948 Aeronca Champ at the Middletown Airport in Ohio.

Ndoki as she looked when she returned from the African wild.  Russ Solsvig, the restorer and new owner, is the person lifting the fuselage facing the camera.

This picture of Ndoki doesn't look too bad but the aircraft needed considerable work.

 This picture of the cockpit area shows the damage of rough handling and neglect to Ndoki.

Ndoki in flight with Phil Lockwood at the controls.  The picture was taken while filming in Africa for National Geographic.