In a posting about the future and the relationship between present and past costs, I referred to transportation airplanes as those cruising at 140 knots or more. At least one reader questioned this and noted the value of slower airplanes for transportation, at least over shorter distances. Was he right?continue reading
A non-pilot friend recently asked me, “what do pilots want for Christmas this year?” Since he knows I work at Sporty’s, I think he was really looking for the hot aviation gadgets of 2013. But as I thought about what would make pilots happy in the year ahead, some much bigger wishes came to mind.
So the question is, “Is GA dead or dying?” I don’t think so. For someone from the outside looking in, GA is changing and evolving. There is demand out there; the question is how to meet that demand and get the word out.
I tried to take in as much as I could about every detail until at about 20 feet above the runway. I watched him reach back and forth between the throttle and the microphone hanging below it without actually touching either. Then he looked at me and I heard him say, “Hold on boys.”
In our latest article searching for the perfect $100 hamburger, we travel to Kentucky. Rough River offers a beautiful lake, a nice lodge with a restaurant and even an airport within walking distance. What’s not to like?
Helicopter pilots aren’t born with paranoid tendencies; it can take upwards of two thousand hours of flying to realize that you’re smack dab in the center of a million parts rotating rapidly around an oil leak waiting for metal fatigue to set in.
In our latest trip through the Air Facts archives we share a beautiful meditation on soaring, written by legendary airline pilot Bob Buck. Bob was a pilot’s pilot, and his thoughtful, evocative description of what it’s like to fly without an engine will make you wish you were soaring with him. Think gliders are for wimps? Think again.
Ah, the holidays. A fun time for relaxing with family, right? Maybe, but first you have to get to grandmother’s house for the big turkey dinner. And by looking out the window, it’s clear that the weather stinks. Are you flying your Baron or staying home?
A World War II Fighter Group climbs out through 20,000 feet of thick English overcast without autopilot or radar assistance–a harrowing experience at best. The odds against your missing dinner that evening went up considerably if you happened to be the wingman on a leader whose instrument skills were…questionable.
Why do I fly? What is it about being in the air that compels me to spend spare time, and even more scarce resources, to pursue aviation? Actually, it’s pretty simple: it’s about sharing my insatiable passion with others.
In describing a new policy on obstructive sleep apnea that will soon take effect, the FAA basically put pilots on notice that if you’re too fat you might lose your medical. There’s no other way to read this outrageous proposal.
In a posting about the future and the relationship between present and past costs, I referred to transportation airplanes as those cruising at 140 knots or more. At least one reader questioned this and noted the value of slower airplanes for transportation, at least over shorter distances. Was he right?
In the fall of 1962, I was a year out of flight training and attached to Heavy Photographic Squadron Sixty-One (VAP-61) home based at NAS Agana, Guam. It turned out that the only capability in the western Pacific for high altitude mapping belonged to VAP-61 and its Douglas RA-3B Skywarrior.
Sometimes you learn things that you didn’t expect while looking through airplane windows. I noticed this when I first started to fly and it has become the most beneficial part of the experience. It doesn’t happen on every flight. But it happened again recently.
From time to time, the FAA changes the qualifications for a license or rating and even adds a new designation of pilot. Steve Phoenix has made a study of the pilot population and gives here his recommendation for a new category of instrument pilots.
This Veterans Day we are honoring those who served by sharing the stories of war in the air, as told by the pilots who were there. Over the next few weeks, we’ll publish stories by pilots from World War II, Vietnam and other wars. Some are short, some are long, but all offer a glimpse into the life of a pilot at war.