Plane & Pilot Past Issues
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Aircraft
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2008 Beechcraft Baron G58
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2008 Diamond DA20-C1 Eclipse
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A Trainer With Attitude
The Diamond DA20 brings fun and enthusiasm to flight training
by Bill Cox
 As of two years ago, the training market became a little more complex with the official introduction of a dozen or more light-sport aircraft. Today, the number of different LSA models has swollen to well over 60, and that figure increases on practically a daily basis. Many of these airplanes are fine little two-seaters, easily capable of handling the training mission despite their occasional performance limitations, and that’s exactly the market their manufacturers are targeting. |
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LSA Lineup
With more than 1,400 aircraft registered in the States, the phenomenon keeps growing!
by Tim Kern
 What exactly is a light-sport aircraft (LSA)? To qualify as an LSA, an airplane must be a maximum two-place, single-engine, fixed-gear machine that weighs no more than 1,320 pounds (1,420 for watercraft). It must have a level, full-power speed of no more than 120 knots, a clean stall speed no faster than 45 knots and a fixed-pitch propeller. |
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The Mystique Of The Baron
The basic design may be 40 years old, but the 2008 Baron G58 flies with a newborn’s enthusiasm and
by Bill Cox
 I was at Sun ’n Fun two years ago when a subscriber walked up to me and asked a question I wasn’t quite ready for: “Why don’t you ever write stories about airplanes you don’t like?” As the resident “primary” pilot reporter for Plane & Pilot/Pilot Journal, that stopped me cold, but not for long. The answer is that there are few airplanes I don’t like. In fact, I’ve never personally met an airplane I didn’t like.
Proficiency
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Making ADS-B Work
The technology looks promising, but there are still unanswered questions about its implementation
by Charles H. Stites
 When it comes to owners being told they must install expensive new equipment in their planes, it’s always better to offer them more carrot and less stick as an incentive. For now, the FAA’s proposed mandate on Automatic Dependent Surveillance-Broadcast (ADS-B) is looking like too much stick and too little carrot. |
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Wingipedia, Part III
In our final installment, we conclude with “Alberto Santos-Dumont” through “Zulu time”
by Budd Davisson
 We’ve finally reached the end, my friends. In “Wingipedia, Part I” [March 2008], we covered “acrobatics through “induced drag.” And in “Part II” [May 2008], we took care of “Jenny” through “roll.” It has been fun, but our aviation version of Wikipedia has reached the end of its line. Wikipedia, which asserts that its name is “a portmanteau of the words wiki (a type of collaborative website) and encyclopedia,” is an online encyclopedia that’s written and edited by its visitors, i.e., people like you and me. |
Products
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Apex Edge Series KSN 770
Bendix/King strikes back with its Integrated Communication Navigation Display
by John D. Ruley
 For many years, Bendix/King (a division of Honeywell) had a virtual lock on avionics in general aviation (GA). Get in a 20-year-old airplane with a panel that hasn’t been upgraded and you’ll probably find at least one Bendix/King NAV/COM, ADF, transponder or audio panel (on many airplanes, you’ll find a complete Bendix/King radio stack). Even today, many used airplane ads list “King panel” or “King radios” among their selling points. |
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August 2008 Readback
by The Editors
 L-3 Avionics has received STC and TSO authorization from the FAA for its SmartDeck Integrated Flight Controls and Display System. The STC has been awarded for the Cirrus SR22-G2, and L-3 will offer the STC through authorized dealers for retrofit. The system’s menu structure is designed to support pilot functions in three clicks or less, making pertinent flight information more rapidly accessible. SmartDeck includes a display dedicated to flight-plan management and communication information in its standard configuration. |
Pilot Talk
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Why I Go to Oshkosh
It’s personality, not flying skills
Every other summer or so, as I fly north with friends over the lush immensity of southern Wisconsin, find Ripon and then push along the railroad tracks, a sensation of satisfaction and memory overtakes me as the skyline of Lake Winnebago fills the windshield. I realize then that I don’t fly into Oshkosh just for the usual reasons—the air shows, strolling the avionics bazaars, enjoying the epic storytelling of Rod Machado. To me Oshkosh is a celebration of personality and spirit.
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From The Editor: Lessons Learned
In and out of the air
by Jessica Ambats
I can only imagine the first day back to school for Rinker Buck in the fall of 1966. As his classmates recounted tales of riding bikes around the block and jumping in the neighbor’s pool, Rinker’s version of “what I did this summer” must have been a showstopper. “Well, my brother and I flew an airplane from New Jersey to California in only six days,” the 15-year-old could have said.
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How To Blimp
Goodyear proves that low and slow can be fun
by Bill Cox
 After a takeoff run of about one foot, the attitude pitches up to 10, then 20, then 30 degrees. I know we can’t maintain this pitch angle very long, but the pilot holds the nose up with no apparent concern for impending disaster. |
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My Bucket List
Start early on your list, it makes for a wonderful life
by Budd Davisson
 The other day, a student called to book some flight training, explaining that flying a Pitts has been on his bucket list. I haven’t seen the movie by the same name, but I love the concept: You make up a list of things you want to do before you kick the bucket, and little by little, you whittle it down. Naturally, when I heard that, I thought about what I’d put on my own such list. After a few minutes of thinking, however, I didn’t know whether to be happy or sad that I couldn’t come up with many items. |
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The Accelerated Stall
Stalling at higher speeds than a normal stall
by Peter Katz
 The accelerated stall usually surprises a pilot because it occurs at a higher airspeed than a normal stall (in which a wing loading of 1 G is maintained). Remember, a wing can be made to stall at any speed—all that has to happen is for the angle of attack to get high enough. As G-loading increases, so does stall speed. If a wing reaches its critical angle of attack when the wing loading is 2 G, twice normal, the stall will occur at a speed that’s proportional to the square root of the wing loading. |
News
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August 2008 NOTAMS
Plane & Pilot’s Guide TO AVIATION’S most current PROMOTIONAL DEALS
by Staff
More than 14 hours of video! It doesn’t matter whether you’re a student pilot or an ATP—in aviation, the learning process never ends. Sporty’s Air Facts DVD series is hosted by Richard L. Collins, a renowned aviation journalist with thousands of hours of experience in a variety of general aviation aircraft. In each program, Collins presents the knowledge and ingenuity acquired through years of real-world flying, teaching you how to apply the same veteran skills and hard-learned techniques.
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