Deep within the hearts and souls of those who fly is a desire to repeat the experience. Whether our last flight was three days ago, three years ago, or three decades ago, the flame still burns. We want to fly. We occasionally dream of flying. And we plan to one day, someday, fly again. [Read more…]
“The department continues to be bullish on new technology,” said U.S. Transportation Secretary Anthony Foxx in a Feb. 24, 2016 release about the FAA’s efforts to expand the safe integration of unmanned aircraft. “We recognize the significant industry interest in expanding commercial access to the National Airspace System. The short deadline reinforces our commitment to a flexible regulatory approach that can accommodate innovation while maintaining today’s high levels of safety.” [Read more…]
I once told a friend that my first passenger on earning my private pilot license would be my brother-in-law and not my spouse, because flying my spouse would put too much pressure on me. At least I knew that much about myself.
So it was with that in mind that I queried NASA’s Aviation Safety Reporting System database. I used the simple directive “spouse.”
The 40 NASA reports obtained from that query revealed that having a spouse has a major impact on us. And by “us” I mean pilots, controllers, and mechanics.
Simply put, having your spouse on your mind can greatly affect your judgment, in both predictable and unpredictable ways. [Read more…]
What do the 1929 Powder Puff Derby, the Old Rhinebeck Aerodrome, the adventures of an airplane fanatic, the de Havilland Mosquito, and drones all have in common?
All of these topics — and many more — have recently crossed my desk over the last few weeks. [Read more…]
Twelve years ago when Light-Sport Aircraft burst on the aviation scene, pilots were hungry to learn more about these machines. Not only could they be flown without a medical, they were packed with new technologies. Glass cockpits and carbon fiber fuselages are now common, but LSA were among the first to adopt them.
Most of the first LSA came from overseas. Today, we see a greater balance between U.S.- and foreign-produced aircraft. How were Americans to learn about brands they never heard of, such as Tecnam, Flight Design, Pipistrel, Evektor, and more? How about at an airshow? [Read more…]
In my last column, I described two of the most important factors in getting to full TBO with your aircraft engine: Getting the oil temperature up to around 180°F and using your plane frequently.
I recently read an article on oil change intervals in another publication. The author went on and on about what a mistake it was when the engine companies changed the oil change interval from 25 to 50 hours. To the author’s credit, he did mention in passing that there is also a four month oil change limit.
The problem is that the four month time limit is the most important criteria and the 25 hour and 50 hour limit are secondary. Most pilots hear the 50 hour change limit and stop reading, which is OK if you fly more than 150 hours a year. [Read more…]
Last week I attended a Focus on Education Breakfast held in the student center at Polk State College’s main campus in Winter Haven, Florida. On hand were members of the school board, administrators from the county’s school system, teachers, principals, politicians, community activists, and a smattering of students. [Read more…]
In 1928 the advertising slogan “Learn to Fly Where Lindbergh Learned” started appearing in ads for the Lincoln Airplane and Flying School.
After invoking Lindbergh’s name, the ad stated that students would get the same thorough training that enabled Lindbergh to win fame and fortune. [Read more…]
Q: Big picture question here: For a 250 or 260 hp Lycoming O (or IO)-540, is there any significant reason to favor a wide or a narrow deck engine?
In particular, I’m looking at buying a core for a project and there seem to be more narrow deck cores available (presumably because their host aircraft are being parted out at the end of their service lives).
Kyle Boatright, via email