In my past two columns I put forward the idea that for the future of general aviation, we need to update technology to meet the demands of a changing world. I would like to further that discussion and answer a few of the comments from readers.

The first step is to forget the 100 unleaded avgas program and go to a two fuel system. The two fuels would be very similar, with one being the present 100LL and the other being the same fuel only without the lead. It would have an octane of around 94 lean rating (call it 94UL) and would meet all of the other properties of 100LL.

Now I know there is the problem of FBOs needing two fuel systems. But many of them presently have two systems or sell mogas.

The advantages of the two fuels are very significant. [Read more…]

In my last column “Standing still too long,” I wrote about the problem with general aviation not moving ahead technically. This resulted in a significant amount of feedback from readers.

The comments mostly centered around GA being too small a business to pay for new technologies, all GA aircraft are hand built, the fact that the FAA would never approve new technology, and the always present, “who will pay for it?”

This month I thought I would try to come up with a solution to all of these problems. [Read more…]

In my June column “Concern for the bottom line hurts general aviation,” I talked about the bottom line concerns of GA manufacturers. I received a significant amount of feedback, both positive and negative. I appreciate both types of feedback and I would like to address one of the comments.

Gbigs wrote: “There was never a time when the bottom line was not first order for a real business. Sure companies blow money on R&D if they can afford it, but make no mistake — there is no R&D without a bottom line.” [Read more…]

I recently received a nice note from John Machamer about his 1930 Kinner B-5 engine. The factory recommends an oil operating temperature of 122°F to 158°F during cruise conditions.

But John had a problem because his oil temperature ran at only 120°F.

Even after closing off one air inlet he could only get it up to 130°. While this is in the recommended range, it’s still very low. John is concerned he may not be getting proper lubrication in the rear gear cases, and was wondering if a multi-grade or single grade would be better for his engine. [Read more…]

A few months ago I spent an evening with some friends I had not seen for a while. After a few bottles of a fine Merlot, we discussed most of the world’s most pressing problems.

The conversation covered many points, including the accident in a commercial jet liner when an engine exploded and a piece of the engine hit the fuselage, killing a passenger in a window seat.

My take on the accident was of course sadness for the loss of the passenger, but also great admiration and respect for the pilot who controlled the aircraft and saved all of the other passengers and crew. A true hero.

The other people in the conversation were all trained professional people, but their take on the incident was that the accident was entirely the fault of the airline. And that the airline and aircraft manufacturer were liable for the accident and will need to pay her family a lot of money.

Their reasoning was that the only cause for failure would be lack of or improper maintenance. [Read more…]