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Introducing young people to aviation has been a significant part of the EAA’s mission for decades. The Young Eagles program has already given more than 2 million young people ages 8-17 their first airplane ride. This year’s AirVenture will highlight 35 years of another popular EAA program, the Air Academy. The Air Academy will be […]

Thank you for a great publication. It really helps knock some rust off. My question is for Tim Vasquez: Where did you get that chart shown on page 22 of the April issue?As a SPIFR EMS helicopter pilot, icing is my Achilles heel. Not only do I have the same problems as the fixed wing community-weight, reduction of lift etc.-but I also have asymmetric shedding that will tear the aircraft apart rather quickly. Also, as an EMS aircraft, my flights are not very long so I never get above about 3 to 4000 feet.

In June, the FAA put on hold its flight testing for the Piston Aviation Fuels Initiative (PAFI) unleaded 100LL replacement fuels program. The FAA said it would assess issues related to the differences between the two PAFI fuels and 100LL. Both fuel producers, Shell and Swift, are currently evaluating options to mitigate the impacts that these differences will present in fuel production, distribution, and operation in the GA fleet, said the FAA. The FAA also said it will also assess alternative fuels developed outside the PAFI program. Meanwhile, General Aviation Modifications Inc. (GAMI) said its close to completing testing on its own 100-octane unleaded fuel. GAMI sidestepped PAFI in favor of a more streamlined STC approval process.

Simcom Aviation Training announced in a press release on Tuesday that it has acquired a training provider for TBM aircraft to expand training opportunities available to TBM operators. Simcom took over Turbine Solutions, Inc. (TSI), based at Camarillo Airport, in California. “Simcom is a recognized leader in general aviation training and together we can deliver […]

A Cessna Caravan 208B on a Part 135 daylight VFR trip between Quinhagak, Alaska (PAQH) and Togiak, Alaska (PATG), slammed into the side of a hill about 10 nm northwest of its destination after encountering IFR conditions along the route. The aircraft was operated by Hageland Aviation Services Inc, dba Ravn Connect, as flight 1133. […]

After maneuvering away from the airport, the Piper returned and executed a touch-and-go landing. Radar data indicate the airplane climbed to 900 feet msl at 80 knots of groundspeed before radar contact was lost. Witnesses observed the airplane flying normally, then saw the left wing separate from the fuselage, which impacted a field. Preliminary examination revealed the left wing main spar exhibited cracks from metal fatigue extending through more than 80 percent of the lower spar cap, and portions of the forward and aft spar web doublers. The right wing also exhibited fatigue cracks in the lower spar cap at the same hole location extending up to 0.047-inch deep. The 2007 airplane had accumulated 7690 flight hours since new. Weather at 0953 included wind from 260 degrees at seven knots, 10 statute miles of visibility and few clouds at 25,000 feet.

An instrument approach procedure is often described as a series of windows, or gates, extending from the final approach fix (FAF) to the missed approach point (MAP). Stay within the ever-narrowing vertical and lateral limits and youll arrive at the MAP on glide path and centered on the inbound course. Its far less common to extend this concept backward from the FAF through the terminal area to the en route environment, and forward from the MAP through the missed approach to the holding fix.

Most pilots who fly single-engine piston airplanes in non-commercial operations do not undertake formal training at annual or other intervals. Instead, they are only required to complete a flight review from a certified flight instructor (CFI) every other year to fly as pilot-in-command. For most pilots, this is an exercise to be completed with as little effort as possible. Some pilots resent the requirement while a few even dread it. This doesnt have to be the case, however.

Regardless of what you fly, how its equipped, and how old or new it is, you eventually will encounter inoperative instruments and/or equipment during a preflight inspection. It can be something known to the operator and the maintenance department, or it can be something new. Once the inoperative component is discovered, you have to make a determination whether its legal to fly the airplane without repairs, and then decide if its safe to fly. The two are not the same.

Year after year, the National Transportation Safety Board and FAA nag pilots about accidents caused by “loss of control – in flight,” which usually means a stall. The topic is well covered in training too. Dozens of questions on the subject appear on the knowledge test, and stalls are performed on the practical test and […]