Search Results for: Cessna 172

Cowlings suffer an inordinate amount of abuse from rock dings, hangar rash, maintenance wear and the vibration and stress associated with doing their basic job. North Central Aircraft Products Inc. in Mankato, Minnesota, is now offering relief to owners of cowlings ready for pasture. The company is offering carbon fiber PMA replacement cowls for all […]

Out of the mouths of babes, seen through the eyes of a child; you’ve heard the clichés that describe the cut-to-the-heart-of-the-matter thought process of children. What, I wondered, would Oshkosh be like this year with a youngster in tow? Would a child’s needs slow me down or would a child’s view take me somewhere I’d […]

The question comes up time and again in the FBOs pilot lounge and on aviation-related forums: Does a known fault make an airplane unairworthy? Time and again when faced with this question, I hear the response, “TOMATO FLAMES” for an aircraft in VFR-day conditions, a mnemonic referring to the items required under FAR 91.205 for day VFR. This is part of the answer, but it is neither the beginning nor the end of determining the airworthiness of an aircraft with a known fault. Instead of a simple, “one-size-fits-all” answer, exploring existing regulations, legal decisions and legal interpretations should guide a pilot or owner in determining whether or not an aircraft with known faults is airworthy. First, lets define “airworthy.” Somewhat surprisingly, “airworthy” isnt defined by the FAA, at least not in FAR Part 1, Definitions and Abbreviations. In 1994, Congress took it upon itself to describe an “airworthiness certificate” as something the FAA Administrator shall issue when he or she “finds that the aircraft conforms to its type certificate and, after inspection, is in condition for safe operation.” Very little additional guidance is available from the 350-plus pages of FAA Advisory Circular AC 8130.2F, Airworthiness Certification of Aircraft and Related Products. When attempting to define “airworthy,” the AC basically reaffirms what Congress said.

There’s no question the future of general aviation is at a waypoint. Parasitic drag resulting from new and inconvenient — if not onerous — regulations from the TSA is hampering its growth. And then there are the turbulence from the current economy; the climbing costs of fuel, maintenance and new airplanes; and the tailspin in […]

Part of my rationale, when I plunked my entire financial nest egg down to buy my 1977 Grumman Cheetah, over 10 years ago, was that I was buying a durable good. An asset that would probably hold or increase its value over time, so that if I ever needed some extra cash, I could sell […]

Military pilots have a phrase they use called “check six.” It reminds them how important it is to always keep checking their 6 o’clock position to make sure an enemy pilot is not sneaking up behind them. Civilian pilots should use a similar phrase, “check final,” to remind ourselves to always check to make sure […]

Every spring the Greater Cincinnati Airmen’s Club held a spot landing contest at Montgomery County (now Dayton Wright Brothers) Airport in Southern Ohio. It’s a non-towered field about 30 minutes north of Cincinnati with a long paved runway pointing southwest into the prevailing wind. I’m sure some wise soul realized that challenging rusty, winter-weary aviators […]

It was on a short final into Palo Alto in a Grumman Tiger that things began to go weird. I was a relatively new private pilot and it was my first flight in the Grumman; in fact, it was my checkout flight. For several months I had been making maintenance runs for my flying club […]

In 1988, three years before Eastern Airlines ceased operations, one of its pilots began a small charter business on the side. Tom Cooper’s small company offered flights around South Florida, the Bahamas and Cuba in Cessna 402s. In short order, however, the charter company expanded, and by the mid-1990s, Gulfstream International Airlines was operating Part […]

I soloed Andrew Loewenstein last week. He’s a good-looking kid with black curly hair, the 16-year-old son of a corporate pilot friend. Drew had only three hours of “dual received” in his logbook but that doesn’t reflect years of flying little airplanes with his dad. So I sat in the grass while he took a […]