General Aviation News
Attention focused inside the cockpit, the pilot failed to notice a slight rise in terrain.
A loose magnet in the flywheel was the culprit in a total engine loss in this Titan T-51.
Pilot worked with ATC in an attempt to navigate through an area of thunderstorm activity. Extreme descents were followed by an in-flight break-up for the Van's RV-9.
Distracted during pre-flight, pilot failed to confirm fuel cap was securely in place.
Equator Aircraft Norway reports the successful first flight of its P2 Xcursion prototype electric amphibious aircraft.
Commuter Craft seeks paint scheme inspiration for "Version 2" of their unique aircraft.
Interesting in Sonex Aircraft's sporty little SubSonex jet? Factory to host in-depth two-hour seminar July 26.
The Sonaca 200 earns EASA type certificate. The first certified aircraft from Belgium in several decades.
Work has begun on a new administration building at DeLand Municipal Airport (KDED), home of the DeLand Sport Aviation Showcase.
WINTHROP, Washington – Methow Valley State Airport (S52) reopened July 3, 2018, with a new runway after a 45-day temporary closure to rehabilitate the 22-year-old pavement. The Washington State Department of Transportation (WSDOT) Aviation began the four phased $5 million project to replace the pavement and maintain the airport May 14.
A 2012 forest fire delayed the development of Michigan's Two Hearted (6Y5) airstrip located in the state's Upper Peninsula near Lake Superior.
The FAA cut over to a new air traffic control tower at Sarasota-Bradenton International Airport (KSRQ) in the early morning hours of June 25, 2018. The new, 128' tower will enable air traffic controllers "to continue to provide the safest, most efficient service to flights at the busy Florida airport," FAA officials said.
The FAA published a final rule June 27, 2018, that allows broader use of technology to reduce the cost of flight training and maintaining proficiency without compromising safety. According to officials with the Aircraft Owners and Pilots Association, these regulatory changes are expected to save the general aviation community more than $110 million in the next five years.
Worldwide business and general aviation avionics sales were up 13 percent in the first quarter, according to the Aircraft Electronics Association's first-quarter 2018 Avionics Market Report. In the first three months of the year, total worldwide business and general aviation avionics sales amounted to more than $639 million as reported by the participating companies.
Garmin has received FAA Supplemental Type Certification (STC) for the GFC 600 autopilot for the Baron 58/58A (1984 model year or later) and Cessna 340/340A. The GFC 600 is designed as a standalone autopilot that integrates with the G500 TXi/G600 TXi and the G500/G600 glass flight displays, Garmin navigators, as well as a variety of third-party flight displays, instruments, and navigation sources, according to company officials.
By TOM HOFFMANN, Managing Editor, FAA Safety Briefing Your aircraft’s registration number or approved call sign is critical to the integrity of the ADS-B Out system, defining who you are in the National Airspace System (NAS).
EAA Chapter 241 recently held its first pancake breakfast fundraiser of 2018, attracting more than 400 guests to DeKalb-Taylor Airport (KDKB) in Illinois. The fundraiser was held under a stunning, rich blue sky and perfect late spring temperatures, according to chapter officials.
KENNEDY SPACE CENTER, Florida – Licensed pilots now have direct access to F-104 flight training reservations through an online reservation process. This follows Starfighters Aerospace’s recent authorization from the FAA that opens the skies above NASA’s Kennedy Space Center (KSC) for pilot training in the legendary supersonic aircraft.
Sarina Houston of Pittsboro, North Carolina, was awarded the third Martha King Scholarship for Women Flight Instructors during the annual Women in Aviation International Conference. This scholarship consists of $5,000 toward flight training and free, lifetime access to all King Schools courses, including FIRCs for life.
Many of you from around the world will soon be heading to EAA AirVenture 2018. There's no better place than Oshkosh and other air shows to speak directly to the experts to get answers to your technical questions about your aircraft and your engines.
Q: I pulled cylinders #1 and #2 to replace the base "O" rings due to oil leaks. The engine is a Lycoming O-360 A3B6D with 650 hours and is a factory reman from 1994 due to Chevron Oil fuel contamination.
Q: Paul, I fly my single engine Comanche two to three times a month during our cold winter months here in Wisconsin. During EAA chapter meetings and fly-outs, we debate what is the best engine oil to use?
Q: Is it possible to increase the horsepower of this engine to 260? or even 300? I'm a relatively new to all things airplanes as I have just been flying rental planes, but I just picked up a Velocity XL-RG and an O-540 from a Piper Cherokee.
Maybe there is something to putting a decal on your plane.
Presidential TFRs are complicated. These flight restrictions are temporary and, often, the boundaries keep moving. Furthermore, they can occur without warning anytime a president decides to travel. They are kind of like pop-up summer thunderstorms.
I flew co-pilot on a 19-seat turboprop during my airline pilot rookie year. One hot summer day, we landed at Roanoke-Blacksburg Regional Airport (KROA), deplaned our passengers, and loaded up 19 more.
I had a flight instructor once demonstrate how to take off, fly a pattern, and land a Cessna 172 using only power, rudder, and trim controls. Many years later another flight instructor demonstrated the same thing to me during a Boeing 717 simulator session.
By Jim Posner, Poulsbo, Wash. I have long thought that the FAA should NOT be in the medical certification business, at least for Part 91 operations. Ever since my denial – despite letters from my doctors specifically stating that I am good to go – I have tried to understand why they should consider themselves more qualified to determine my fitness to fly than my own experts.
By Dick Knapinski, EAA Communications I had the opportunity to read your column regarding the AirVenture ATC fees being assessed by the FAA. You’re absolutely right – it’s complicated. There are some significant differences in your comparison between the FAA and the Oshkosh Police Department, and other points to consider as well, however: As some commenters mentioned, GA has already paid for FAA’s services through fuel taxes.
LETTER TO THE EDITOR: I believe it was in 2003 that my brother told me about a program called the Mattituck Engine Workshop sponsored, as you can guess, by Teledyne Mattituck Services.
By Lindy Kirkland, President, The Air Care Alliance First, let me say a big thank you for helping make the Volunteer Pilot Safety Stand Down (Sit up?) a big success. All the comments I heard from pilots attending were very positive and encouraging.
The use of helicopters in the U.S. Air Force predates the Air Force as a separate service. In World War II, limited numbers of Sikorsky R-4s flew for the Army Air Forces.
Popular history has a way of making icons of some aircraft and almost ignoring others. In the case of American World War I biplane trainers, the Curtiss JN-4 and JN-6 Jenny series of biplanes are undisputed icons of their era.
If everything aeronautical seemed possible in the heady post-war jet age, some aircraft designs found where the limitations were. The Convair F2Y Sea Dart was one of four delta-wing jets in design or production by that San Diego company in the 1950s.
Long before entrepreneurs launched cars into space, pilots of the 1920s and 1930s were beholden to people of wealth who could sponsor record flights or offer cash prizes for the first intrepid aviator to achieve a specific milestone flight.
In 2009 a not particularly well-known Simon Sinek stood up at a TEDx event in Puget Sound and dropped a new way of thinking on his audience. Simon postulated that greatness in any industry, with any new product or service, starts with the founder and their team knowing why they do what they do, and making that "why" the central focus of their efforts.
This may come as a surprise to some readers, but occasionally, I am mistaken. In error. Out to lunch. Wrong. This is one of those times. For nearly 15 years I’ve been attending and writing about the US Sport Aviation Expo, which takes place each January in Sebring, Florida.
When I was 15 years old I was approximately as smart as a sweet potato. That’s not flattering, but it bears a reasonable resemblance to the truth. What’s worse is that the sweet potato was in general more useful than I was.
Something happened over this past weekend that could be seen in one of two ways. It was either a perfectly ordinary event that is hardly worthy of notice to anyone but those directly involved, or it was a remarkable achievement deserving of applause.
In the late 1990s, the Italian JetFox 97 flew as an evolved ultralight-style aircraft. The two-seat design resembled the American FlightStar, which sold around 1,000 units in all configurations. Unlike Flightstar, JetFox 97 fully enclosed the engine and cabin, giving it a more finished look.
SUN 'n FUN 2018 ended a record event on a Sunday. Traveling home Monday, I had less than a 24-hour turnaround before jetting across the Atlantic for Aero Friedrichshafen 2018, which started Wednesday.
Unveiled only nine months ago, Just Aircraft’s Part 103 unfinished prototype is generating a surprising amount of interest. Overall this seems part of a surge in Part 103 interest, for plenty of good reasons: Greater freedom (no license or registration required), No medical of any kind needed, and The aircraft can be delivered ready-to-fly.
One of the most celebrated names in light aviation is Rans, a company name that both hinges on and reflects its designer and company boss, Randy Schlitter. Recently this now-familiar producer celebrated 35 years since the initial flight of its first single-seat aircraft.
More than 11 years later, "A Lesson Learned" is just as applicable today as it was in 2007.
“It's amazing. If this thing didn’t have all these limiters on it, I would’ve taken it up to 500' and just flown back to the strip,” said Casey Neistat. "I felt that confident.” https://youtu.be/aBkHb8e3UAk Who is Casey Neistat and what is he talking about?
Is the Federal Aviation Authority (yep, you read that correctly) trying to connect with you? After all, they're trying to connect with me. Check out the following screenshot of an email that just arrived to my inbox.
During SUN 'n FUN I had an opportunity “fly” ALSIM’s AL250 flight simulator. Stepping into the cockpit of the AL250 brought me back to the 1980s when I attended the University of North Dakota and flew countless hours in Frasca simulators.
A lack of knowledge of general aviation, as well as aircraft technology, often leads to juries awarding huge sums to plaintiffs, even when a plane crash isn't the fault of the manufacturer.
When I got out of college in 1967 and started work, most companies were run by technical people who supported research and development. In the lab we were allowed a lot of latitude to work on related projects that may not have an immediate payout.
Lately, I have received numerous questions about grease. The general theme of most of them is “why can’t I use synthetic grease from the local parts store in my aircraft?” Synthetic lubricants are one of the present “now" or "buzz” words.
In a previous column, CYA, the FAA and the new unleaded avgas, I discussed the problems the FAA may have with the new proposed unleaded 100 octane avgas. In addition to the lower octane characteristics of the avgas, one of the big concerns is exhaust valve recession.
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