Cessna’s postwar, art-deco Businessliner neither outsold nor outran the model 35 Bonanza, but it outclassed practically every other lightplane in the sky
There’s no precise way to define taste, but it is possible to define class. Okay, perhaps class can also be difficult to define, but most of us feel it’s easy to recognize. To paraphrase a totally unknown art critic/congressman/pundit, “I can’t define class, but I know it when I see it.”
Use your heart and your brain when considering your LSA purchase
Aviation is experiencing an exciting transformation. At one point, a GA aircraft wouldn’t show signs of obsolescence for, let’s say, 30 years or so, give or take a decade. Those days are gone. Today, technological advances find their way into airframes and cockpits at an ever-increasing speed.
During the private flying boom in the early ’50s, America fell in love with Cessna Aircraft Company’s high-wing singles. By the mid-’70s, Cessna had built more single-engine airplanes than any other manufacturer (100,000 by 1978). In the late ’70s, production peaked for all new airplanes, including Cessna singles, and then sharply tapered off (the production line was actually dormant from 1987 to 1996).
When most twins disappeared in the ‘80s, the Piper Seneca soldiered on. Twenty years later, it’s one of only five multis still in production.
At the risk of compromising my alleged objectivity, I have to confess a soft spot for the Piper Seneca. Back in the late ’70s, I spent two years with a Seneca II company airplane. I logged 500 hours in that twin, flying all over the States, Bahamas and Canada—operating solo or with six on board—and bouncing off strips from below sea level to America’s highest airport (located in Leadville, Colo.) at nearly 10,000 feet MSL.
The following is in response to dozens of e-mails requesting additional installments on flying Africa. Keep in mind, this Caravan trip occurred in 1989 when South Africa still maintained its policy of apartheid.
It’s dangerous. It’s competitive. And it’s hard on the body. So why fly hardcore aerobatics?
Explaining why I do what I do is surprisingly easy. The quick answer is that flying air shows is what I’m passionate about. I love it. But beyond that is a story of inspiration, physical endeavor, ongoing learning and camaraderie.
Or, a not so funny thing happened on the way to the Vineyard
I was looking forward to a much needed weekend on Martha’s Vineyard, away from the city and the noise and smells of summer in the Meatpacking District. And though brunch at The Black Dog and grilled lobster at the Oyster Bar and Grill beckoned, the last thing I wanted to do was spend my Friday afternoon sitting on I-95 for five hours, inching my way to the Vineyard Haven–bound ferry. At times like this, nothing could be more perfect than hopping into a small plane with my girlfriend and a couple friends, although, in this case, they were all a bit more rambunctious than I would have liked.
New engines, like new friends, take a little while to get to know
As I’m writing this, a shuttle bus is taking me a hundred miles north to meet a new friend (I hope): the freshly overhauled Lyc IO-360-A1A that’s snuggled under the cowling of Eight Papa Bravo and is waiting for me to pick her up and bring her home. It has been a long time since I’ve done the new engine thing. I feel as if I’m going on a first date after just getting divorced. I’m not really cheating on the old one, am I?
In every accident, there’s a chain of events or conditions leading to the outcome. Break one of the links in the chain, and the accident can be avoided, at least in theory. The individual links leading to the crash of Comair flight 5191 at Lexington, Ky., on August 27, 2006, aren’t big ones like an engine failing or running out of fuel. The NTSB’s final report indicates plenty of opportunities to change the course of events. There’s almost a compulsion to ask over and over again, “what if?”
Congratulations! I heard that you called from the municipal airport to say that you passed your instrument checkride. Plus, I understand that your instructor made sure you got time in the clouds during your training and you shot some real approaches to minimums. You received good training and now you have the thinking pilot’s rating. Well done.
Engine-out emergencies: Planning and training are your best defense
There aren’t many mechanical contrivances that are more reliable than an aircraft engine. At the same time, there aren’t too many mechanical contrivances upon which our physical well-being is so clearly dependent. The good news is that engine failures almost never happen. The operative word being “almost,” it has to happen only once to ruin your day. If you keep your wits about you, however, and you plan for the possibility of an engine failure, you greatly increase the probability that you’ll survive the unscheduled reunion of airplane with earth.
Zaon’s PCAS (portable collision-avoidance system) XRX is “the first ever portable, passive, stand-alone collision-avoidance system for general aviation to offer direction from within the cockpit.” After flight-testing one at four busy airports one recent Sunday afternoon, I can confirm that it does exactly what Zaon claims.
Cirrus Design announced that its fleet surpassed a milestone of two million flight hours with just more than 3,500 aircraft. Cirrus likened this mileage to more than two round trips to the sun, or more than 15,000 trips around the world. “When we began development of the SR line, it was our intention to produce a product that gives our customers great utility, based on comfort, performance and, most importantly, safety,” said Cirrus CEO Alan Klapmeier. “Achieving the two million flight-hour mark demonstrates our commitment to our customers and determination to grow the industry.”
Plane & Pilot’s Guide to aviation's most current promotional deals
ELITE’s PI-135 Basic ATD helps maintain currency, lower fuel costs and increase proficiency. It’s FAA-approved to perform approaches, holding procedures and tracking/intercepting under FAR 61.57c(1) for recent instrument experience. Built around the Pro Panel II Flight Console, the PI-135 can be used for complete startup, flight and shutdown procedures. (It’s a great way to introduce students to the basics of IFR flight.) The console comes with rudder pedals, an AP-3000 avionics panel, computer and monitor. Save $700 on the $7,495 price through March 1.