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.