A combination of flight training programs bulging at the seams as airline pilot hopefuls race to get their ratings and prices of light twins hovering at historic lows attracting buyers with the cash to maintain and feed them has led to more and more pilots seeking to pick up their multi-engine ratings. We surveyed a number of operations across the country that offer the training to find out whats involved, how long it takes and what it should cost.
When we evaluated the Iridium-based Airtext cabin router in the April 2018 Aviation Consumer, overall we found it to be a good performer with rugged hardware, reliable Bluetooth and a useful suite of smartphone apps.
Probably most important in my decision is that I do not see myself flying alone much of the time. I love to share the joys of flight with friends and family. With a total passenger weight (conservatively) at 165 pounds each for a total of 330 pounds, and a total aircraft useful load of 425 pounds, youre left to choose between fuel or baggage-its mostly one or the other.
Garmin didnt sit on its hands and scored an AML-STC for its experimental G5 electronic flight instrument, offering it as a primary mini-PFD and also a version thats a standalone electronic DG/HSI. Both are integral components to Garmins entry-level GFC500 autopilot.
Flight simulators of various sorts have been around since the Wright brothers started their flight school. They were, and are, based on the premise that an airplane cockpit is a lousy classroom, so learning what you can about flying an airplane in a device on the ground will help you learn faster when in the airplane itself-reducing training costs.
Not exactly, but close. The airplane pictured below is the Vashon R7 Ranger S-LSA and it has an intriguing story, an inviting price and the latest Dynon avionics. First, the story. Several years ago Dynons founder and CEO John Torode had an idea to build and sell a new airplane model and although it wasnt necessarily supposed to be an LSA, it fell within the price point he was after. After years of listening to pilots describe what they might want in a modern LSA, Torode figured out that the obvious stuff potential buyers wanted was something he could offer. It had to have plenty of cool factor, an affordable price and capable avionics. The avionics, of course, would be easy. Dynon enjoys much success in the experimental avionics market with a proven product line that remains on the cutting edge.
Not exactly, but close. The airplane pictured below is the Vashon R7 Ranger S-LSA and it has an intriguing story, an inviting price and the latest Dynon avionics. First, the story. Several years ago Dynons founder and CEO John Torode had an idea to build and sell a new airplane model and although it wasnt necessarily supposed to be an LSA, it fell within the price point he was after. After years of listening to pilots describe what they might want in a modern LSA, Torode figured out that the obvious stuff potential buyers wanted was something he could offer. It had to have plenty of cool factor, an affordable price and capable avionics.
Second to engine replacements, autopilots top the list of the most expensive aftermarket retrofits you can make to the aircraft. Until recently, pricey entry-level systems didnt offer much more than basic wing-leveling functions.But thanks to a welcomed switch in FAA regulatory mentality, the certified market has recently seen no fewer than three new budget-based and full-featured autopilots (priced under ten grand) trickle down from the experimental aircraft world. This includes the Garmin GFC500, the Trio Avionics Pro Pilot and TruTrak Vizion, which all earned STCs last summer.
You imply that re-webbing a seat belt is simple and cheap. My experience is that it can be far from so. For newer (1997 and beyond) Cessna aircraft, the seat belts are dynamically certified. This apparently means that it is quite hard to find a place that will re-web them (none of the vendors mentioned in your article will). I got a quote of $2147.30 per belt the last time I asked about this a couple of years ago. Insane. Is this only a problem with newer Cessnas, or does it apply to all newer aircraft?
Combining spacious cabins and relatively small, efficient engines, the 414 series can carry lots of fuel or a small crowd with their belongings-but not both. All told, Cessna built nearly 1000 of the airplanes-roughly a 50/50 split between early tip-tanked 414s and wet-wing 414A Chancellors-during 16 years of production. Once in service the airplanes became popular as workhorses for small charter and corporate flight departments, as we’ll as comfortable transports for private owners.
the last of the pressurized, piston, 400-series airplanes Cessna developed, pilots and mechanics will tell you that Cessna got it right with the models 414 and 414A. Combining spacious cabins and relatively small, efficient engines, the 414 series can carry lots of fuel or a small crowd with their belongings-but not both.
When I heard that Italian aircraft manufacturer Vulcanair earned an FAA type certificate for its V1.0 four-seater this past December, for some reason my mind did a rewind to a time when Fiat was trying to sell its X1/9 targa sports car in the American market. The two have absolutely nothing in common, of course, but everything in common when it comes to market acceptance and support confidence. Thankfully, the X1/9 went away in 1982. Tony will never have to fix many of them again. These days Fiat is enjoying better American market acceptance with a few new models that seem priced just right. Whether the American airplane market will embrace a Skyhawk look-alike from Italy is anyones guess, but Vulcanair might be nicely positioned for success.
