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.
From mid-November of last year until mid-February of this year, I was at “non-flying” status while recovering from surgery to repair a rotator cuff tear. I used the time as effectively as I could. I put my Cardinal RG in for an extensive annual inspection, leaving my mechanic with a long list of items to check and attack now, while they weren’t problems. With the airframe having just turned 3,000 hours, I wanted to have a “hit list” of favorite items looked at in greater detail. Now that the plane is fully refurbished, I feel it’s time to start going back through it again during regularly scheduled maintenance to double check additional items which, although not a problem now, are known to give problems.
What better way to end another great year of traveling in my Cardinal RG than a December business trip to Canada? (Yeah, I know, a better way might have been a trip to the Bahamas.) Wheels up from my Rowan County, N.C., airport (RUQ) base at 1 p.m., with an OAT of 55°, and 3.5 flying hours later (and a 35° temperature drop) I’m landing after a back-course localizer approach in snow at the Waterloo Airport in Kitchener, Ontario.
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.
A few months ago, my column addressed pilots as SCUBA enthusiasts, and the subject of combining flying with dive destinations. The excellent response I received from that column only enforced my belief in the flying-diving connection.
Southerners have a long-standing reputation for being friendly.
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.
Light aircraft are trainers, check-runners, news gatherers, ambulances, taxis, tour guides, fire fighters, police patrollers and family haulers. That’s what general aviation is all about.
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.
In the last issue, I addressed how many pilots are also SCUBA enthusiasts, and how flying to dive destinations can satisfy both interests in one trip. I also mentioned that I would soon be returning to the Bahamas to try out a new destination, once I figured out where that would be. The excellent response I received from that column only enforced my belief of the flying-diving connection.