The NTSB says it’s time to rethink something most GA pilots learned early in their training: If a circuit breaker trips while you’re flying, it’s okay to reset it after allowing a minute or two for it to cool, even if you have no idea what caused it to trip and cut off electrical power to a particular circuit.
Last month, Mike Adams, vice president of underwriting for Avemco Insurance (www.avemco.com), shared fascinating insights drawn from Avemco’s LSA claims data. Avemco’s conclusion: Incomplete dealer transition training for new S-LSA owners was the biggest contributor to accident claims. Avemco responded by requiring new owners to complete five hours dual and a flight review sign-off from a dealer rep to qualify for solo coverage.
I’ve been pacing around this semi-dark room, struggling for the words I want to put on this electronic page. This is the first time this has happened in decades. Usually, I just sit down and the words flow. During the week, something happens where part of my mind says, “Yeah, they’d like hearing about that.” But tonight, I’m struggling, and I only just now figured out why: I’m entirely too fixated on the “what ifs” of the new economic era we’re stumbling into. I’m not sure which is worse, the situation or the fact that I’m fixated on it.
A local breakfast flight emphasizes the value of corporate aviation
I’ve owned personal airplanes almost since I earned my pilot’s license 43 years ago. I didn’t buy my first airplane, a Globe Swift, specifically for business (in fact, I don’t recall ever flying it in conjunction with a story), but most of the half-dozen airplanes I’ve owned since have been employed primarily in pursuit of profit.
Eclipse. Cessna. Embraer. Three different companies with three different certified very light jets (VLJs). The latter, with its newly certified Phenom 100, currently holds the crown as the biggest, fastest and most expensive of the certified VLJs to date. Cessna’s Mustang holds the distinguished position of the tried and tested “sure thing” built by a company that understands owner-pilots better than anyone.
Here’s what it’s like to fly the world’s most sophisticated fighter – sort of.
I’m cruising at 40,000 feet above Nevada in America’s front-line fighter. Perched out on the pointy end, I can’t see what’s following behind, but I know it’s roughly 63 feet long and weighs as much as 64,000 pounds.
You’d normally find her looping and rolling at 250 mph in front of thousands of spectators at the industry’s biggest air shows, but this month, aerobatic champ Patty Wagstaff takes us on a different kind of adventure, low and slow above elephants, rhinos and cheetahs in the remote wilderness of Kenya.
I often wear a little leather choker with two bronze elephant tusks. I picked it up a few years ago in a Nairobi gallery called Matt Bronze, and it reminds me of the wild things that still live in Kenya.
Glass cockpits ease workload, but pilots shouldn’t forget to maintain their flying proficiency
While I was at an FBO at the Westchester County Airport north of New York City a couple of days ago, a guy I hadn’t seen in a long time walked in. We immediately started catching up on a host of things, not the least of which were the predictable topics of what we’re flying and how much (or little) we’re getting in the air these days.
What do three years of a top LSA insurer’s data tell us about sport flight accidents?
Tooling around the Sebring U.S. Sport Aviation Expo (check out my blog, Light-Sport Hangar Flyin’), I ran into Mike Adams, vice president of underwriting for Avemco Insurance Company (www.avemco.com). Adams was on scene to present what Avemco has learned, based on three years of data, from S-LSA accidents.
Right at this moment, aviation lives are being lived that we can’t imagine
As I was out walking this morning, my brain, as is usually the case, decided to go somewhere else so it didn’t have to deal with the tedium of exercising. This time, it began visiting cockpits around the world. In a matter of seconds, film clips of pilots, who at that exact moment were readying their birds for flight, started playing in the theater of my mind.
To retract or not to retract? That is the question.
My first airplane was a retractable, but it was sometimes hard to tell. It was a purely stock 1946 Globe Swift GC1B, and while the main wheels would retract—eventually—there often seemed to be little effect on performance. Though the airplane was a cute little devil and a fairly primo example of its kind, its performance was a country mile behind the “book.”
Five years ago, the first special light-sport aircraft (S-LSA) received its airworthiness certificate, opening up a new chapter in the regulation of simple personal flight. More than 1,000 of these factory-built aircraft and more than 8,000 former ultralights (experimental light-sport aircraft, E-LSA) are now flying under the sport pilot and LSA category.
There were more than a few cheers at this year’s U.S. Sport Aviation Expo in Sebring, Fla., which drew a record crowd of up to 11,500 attendees and held its own in spite of the current economic woes. With more than 165 exhibitors and sales of at least 20 airplanes, it’s evident that the LSA industry has come a long way since the sport pilot rule was created four years ago.
US Airways Flight 1549 is reminiscent of other successful ditchings
Without diminishing in any way the heroic actions of the pilots, flight attendants and passengers on US Airways Flight 1549, which was successfully ditched in the Hudson River after a bird strike on January 15, it’s important to note that most ditchings actually have a high survival rate.