The SR20 has been here for years, and now steps out from the shadow of the SR22
Most pilots equate progress in flying with stepping up to bigger, faster and more powerful airplanes. When I earned my private pilot license in a 310 hp Cirrus SR22, it was difficult to imagine enjoying anything with less performance. But as insurance (and my bank account) dictated, almost all of my post-checkride flying has been in a rented 200 hp Cirrus SR20-G2. First delivered in 1999, the SR20 wowed pilots with its composite construction, digital avionics suite and BRS parachute recovery system.
Bill Morrison, a pilot with now-defunct Western Airlines, was perusing the classified ads in the Los Angeles Times, back in 1974, when he erupted in a shout. “Oh my God, there’s a Staggerwing for sale!” his sons heard him exclaim. Mark, then 17, and Ron, then 14, both wondered the same thing: “What the heck is a Staggerwing?”
To borrow a line from my favorite songwriter and performer, Neil Diamond, aviation is “headed for the future and the future is now.” If you’ve ever been in the market for an airplane, 2008 is a banner year to buy.
There are few things as rewarding for new pilots as flying with their first passenger. I know that was true for me. Part of my whole motivation for completing my ticket was to share the excitement of flight that I’d discovered during my lessons and prelicense flight experiences. And once I passed my checkride, I wasted no time in filling whatever rental I was flying with as many friends as I could.
Dogs make wonderful copilots, even if they do sometimes complain about the landings
Yes, I’m guilty. The rumors are true. I am one of those silly, sentimental pet lovers who regard dogs as a couple of steps above most humans. I’ve owned and raised a succession of Siberian huskies, Alaskan malamutes, German shepherds and dobermans for the last 40 years, and as a group, they’re some of the most wondrous creatures on the planet. I’m ecstatic when they’re born, and I cry when they die.
The NTSB began 2008 by issuing a Safety Alert aimed at general aviation (GA) pilots. It deals with accidents involving controlled flight into terrain (CFIT) during nighttime VFR flight. The NTSB noted that some of the CFIT accidents it has investigated in recent years could have been avoided if the pilots had maintained better altitude and geographic position awareness. According to NTSB Chairman Mark V. Rosenker, “Some of the pilots involved in these accidents had many years of experience and were instrument rated, yet for some lapses in basic airmanship, they failed to maintain proper altitude.”
It’s Oshkosh, but with Gulfstreams, caviar, limos…and lots of beer
It was Super Bowl morning, and the airport was as dead as a Thanksgiving turkey. Where barely 12 hours earlier, the only way I could get into the air was by sitting at an intersection, engine running and whining to the tower, this day I practically owned the airport. The pattern, anyway. The airport itself was owned by the more than 208 jets and turboprops that had come into Scottsdale, Ariz., that morning and stayed—not to mention the dozens more that came, dropped off passengers, and then split. It had to be coincidental that across town, in the gleaming dome easily visible from the pattern, even though it was more than 20 miles away, the Giants and the Patriots were about to square off.
Opportunities for professional pilots are at record levels for civilian aviators. No matter what your goal, if you work hard, fly well, present yourself professionally and are flexible with schedules and work locations, chances are extremely good that you’ll find a professional pilot seat waiting for you.
Whether you fly behind a fixed-pitch or constant-speed prop, a little knowledge definitely is not a dangerous thing
It was just after 6 p.m. when I turned final for runway 4R at Honolulu International Airport. My 2,160 nm crossing from Santa Barbara, Calif., into the wind had required 13 hours and 15 minutes, yielding an average speed of 163 knots. I’d maintained 8,000 feet in the new Mooney Ovation for most of the trip, climbing up to 10,000 feet for the last 500 nm into Hawaii to take max advantage of the standard trade winds.
Last month, we brought you the first installment (“acrobatics” through “induced drag”) of Wingipedia, our aviation-based encyclopedia. Here, we present the second installment. If you think that something’s missing, log on to planeandpilotmag.com to contribute your own additions.
Owners and pilots of airplanes with traditional “steam-gauge” instrument panels will shortly be able to upgrade to a modern glass panel without the need for an expensive custom instrument panel. The Evolution EFD1000 primary flight display (PFD) from Aspen Avionics will be initially available in two versions. The EFD1000 Pilot, with a $5,995 MSRP, is aimed at VFR pilots. It functionally replaces the attitude indicator, airspeed indicator, altimeter, rate-of-climb indicator and directional gyro, but doesn’t provide autopilot support or interfaces for navigation instruments.
The General Aviation Manufacturers Association (GAMA) announced that the 2007 year-end shipment figures for the general aviation industry have led to another record high in industry billings. At the organization’s Annual Industry Review and Market Outlook Briefing, GAMA Chairman and Cirrus Design CEO Alan Klapmeier reported that a strong worldwide market, especially outside of North America, was a driving factor for general aviation in 2007.
Plane & Pilot’s Guide to aviation's most current promotional deals
The MH ALPS-M FaceMask (with a “Clear-Speak” ambient-noise-canceling microphone) enables an aviator to fly at altitudes of up to 25,000 feet with safety, comfort and clear voice communications. The ALPS-M is easily donned and exceptionally comfortable (silicon), and there’s no polyvinyl bag to deal with. It’s available in small, medium and large sizes. From April 1 through May 10, customers can save $50 (off the $350 list price) and get the FaceMask for $300.