I joined the Aircraft Owners and Pilots Association (AOPA) in 1973. I had just received my flight instructor’s certificate and the solicitation came in the mail. What caught my interest was that, with my paid new membership, I would receive a small “transistor VHF receiver radio.” I already knew of AOPA but hadn’t got around to joining. Now, not only would I finally make the move, but I’d get a great little radio with which I could listen to my students when they were in the pattern of our controlled field while on supervised solos. For years I used that radio to monitor students while standing alongside the taxiway at Morristown, N.J. In similar fashion, for the past 19 years AOPA has been returning to me far more than the dues I’ve paid.
The final part of my series on upgrading the avionics in my Cardinal RG is elsewhere in this issue. For as many aircraft as I have owned over the past 27 years, this was my first experience in a complete avionics upgrade for myself and, as you may recall, the decision to part with the cash and who got the cash didn’t come quickly. But it was one of those aircraft ownership experiences that I feel truly blessed for being capable of accomplishing.
When looking to buy a used airplane, the usual route is to scan trade papers, magazines, classifieds, etc., for the initial search.
This is the second in a three-part series describing the problem with the writer’s currrent avionics package, the solution and his experience flying with the new avionics choices he made. – Editor.
In the past two issues, I have covered the decision process leading to selection and installation of the UPSAT Apollo Full IFR system in my airplane. My installation includes the GX60 IFR GPS/COM and dedicated indicator and associated annunciator panel, SL30 Nav/Com and dedicated VOR/ILS indicator, SL15 stereo audio panel with marker beacon and ICS, SL70 digital transponder, and the MX20 Multi-function display (MFD). With flight testing and certification completed, it was now time for me to learn how to really operate all this new stuff.
The twin-turbine Bell 412 helicopter I fly for Baptist Hospital in North Carolina sucks a lot of Jet-A. This is why when we land at FBOs, the line crews have big smiles.
This is the first in a three-part series describing the problem with the writer’s currrent avionics package, the solution and his experience flying with the new avionics choices he made.
Like many other pilots in my age group, I acquired my initial interest in flying by watching the CBS television series, “Sky King,” which aired from the mid-’50s through the early ’60s. I had the good fortune to meet the star of the show, Kirby Grant, in 1975 and we immediately formed a close friendship that lasted until his untimely death in 1985.
Do you remember the days before digital watches or clocks? When we were asked for the time, the answer usually would be something like “It’s almost 2:30″ or “About 1:15.” Then came digital timekeeping and the answers became “2:28″ or “1:13.”
A first time buyer recently asked me to clear up some confusion about significant differences in cruise performance and range between a ’75 and ’76 model of an airplane he was considering. When reviewing some of the various web sites and basic information provided about the airplanes, he noted that the ’75 model could cruise at 150 mph for a range of 735 miles, but the ’76 only cruised at 130 mph for 535 miles. What had changed about the airplane? Nothing. In fact, the ’76 model was the preferred edition.