Airplane tires are a breed unto themselves. A tire on your car has it easy compared to one on an aircraft. Your car doesn’t drive along a sun-baked, 120-degree F taxiway, then climb into sub-zero temps several miles above the Earth, hanging in a 100-mph wind, then come down and smash onto the ground at 80 miles an hour, maybe even bouncing a few times. Not just any tire is up to the mission.
The newer generation of pilots may not remember that Piper had a proud tradition of building turboprops long before the advent of the company’s current flagship, the Meridian. As far back as the mid-1970s, Piper was selling Cheyennes, and true Piper trivia buffs like to remind us that the company also built a turboprop version of the P-51 Mustang called the Enforcer. Piper attempted to market the fire-breathing Enforcer to U.S. and foreign governments as an economical, military ground-pounder. (The Enforcer mounted a whopping 2,455 shp Lycoming turbine out front and could carry a range of ordinance.)
A number of recent airworthiness directives for the general aviation fleet seem to be directly related to the aircraft’s age and flight time. So when is it safe to fly an aging plane?
In just the last few years, a series of T-34s, the military equivalent of a Bonanza, have suffered wing separations. An emergency airworthiness directive (AD) grounded the fleet. Just a couple of months ago, a well-maintained T-6, a World War II trainer, lost a wing doing maneuvers over Florida. With the general-aviation aircraft now averaging just less than 30 years of age, how can you tell if an airplane is safe to fly?
Its new diesel aircraft powerplants are bringing Jet A to GA
The diesels are coming…the diesels are coming—to general aviation, that is. And the company that’s leading the charge isn’t one of general-aviation engines’ “big two.” No, it’s a relatively small company that has its sights clearly set on relieving your dependence on avgas.
Take the plunge! Here are some remarkable tips for transitioning to the new cockpits.
It has finally happened. While waiting for you to land one day, your significant other saw the advertisement for the new glass-cockpit rental airplane, looked it over and now wants a flight in it. “It’s so much cleaner than those old airplanes you always fly.” Those words stung. “Why can’t we fly the new one?” That didn’t sting. After some serious negotiating on the flying budget—the new airplane wasn’t your idea—you’re off to your first glass-cockpit transition lesson. Ensuring your significant other was at the airport on the day of the flight school’s glass-cockpit open house was a grand idea. Reading this article before the first lesson is another. These FAQs will make your first glass-cockpit flight go much more smoothly.
If you’ve ever been to a farm, you know that when one cow makes up his mind to blaze a trail to the feed trough, the other cows always follow. It doesn’t matter if there are obstacles along the route or the farmer hasn’t put corn into the hopper—cows blindly follow. They don’t use judgment, ask questions or learn from their mistakes. I call this the Moo syndrome. Pilots may be eons apart on the Darwinian scale, from cows, but they, too, follow each other, disregarding the mistakes made by their predecessors. The outcome could very well be disastrous, but they still blindly follow.