ForeFlight looks stronger

As smaller EFB companies exit the market, ForeFlight is quickly becoming the standard among iPad users:

“AOPA is exiting the electronic flight bag (EFB) market, and the association’s existing products, the FlyQ EFB iPad application and related FlyQ Pocket smartphone application, will transition to Seattle Avionics.

The association made the announcement July 25 after a review of member products and services that included an assessment of how AOPA members believe the association should direct resources when it comes to flight planning benefits.

Seattle Avionics, which developed the applications in partnership with AOPA, will work closely with the association to ensure a smooth transition for users.” has the story here.

Posted in Avionics, GA | Leave a comment

Insight on Flight Training

This is a long one from Jason Schappert, but he has some great insights for those considering pursuing a pilot’s certificate.

You can find Jason here.

Posted in Training | Leave a comment

767 Go Around

From AVweb:

“The official told CNN the Russian UTair crew had been cleared to land but chose to abort on their own authority. The Aerolineas Argentinas crew also had been cleared to taxi across the runway. A spokesperson told The Irish Times there was plenty of room between the two aircraft for a safe landing….”

Read the whole post here.

Posted in ATC, Events | Leave a comment

The Impossible Turn

Jason Schappert takes us through the impossible turn:

Thanks, Jason!

Posted in GA, Training | Leave a comment

A Century of the Autopilot

Ccimage courtesy of 1lenore on flickr

From AOPA:

“It seems hard to believe, but the first aircraft autopilot was demonstrated 100 years ago today. On June 18, 1914, Lawrence Sperry let go of the controls of a Curtiss C-2 biplane, stood up in the cockpit, and raised his hands high above his head. The crowd below roared its approval as Sperry’s mechanic then walked out onto the airplane’s wing–and it remained in level flight.

This took place above the Seine River during France’s Airplane Safety Contest. A total of 57 “specially equipped” airplanes, featuring such innovative technologies as magnetos, self-starters, and carburetors–all still used today–competed for a prize of 50,000 francs (about $10,000). Sperry was the only one to demonstrate a gyroscopic stabilizer, and won the prize…”

Read the whole post here.

Posted in Uncategorized | Leave a comment

Hayward to Oshkosh

General Aviation News lets us know about the 50th anniversary of the Air Rally:

“Organizers note it’s less than 60 days from the start of the Hayward Air Rally from Hayward, Calif., to Oshkosh. More than 30 aircraft have entered to date, but organizers say they hope to have 50 to celebrate the rally’s 50th year.

Wonder what it’s like to fly in the air rally? Following is an account by Gil Takemori, who flew in the rally for the first time in 2013:

Take-off checklist complete, check. The radio crackles as we hear our race number called to line up and wait for our start. The tension builds and then finally, the radio breaks its unbearable silence and we hear the air boss finally count down “3-2-1, Go!”

The throttle gets pushed to redline and we’re off, just as the flagman briskly swings the bright orange and white checkered start flag earthward. I look over at my navigator who has already started our race timer and our Hayward Air Rally competition has officially begun.”

Read the whole account here.

Posted in Events | Leave a comment

CFI Best Practices

The Greater Saint Louis Flight Instructors Association is hosting a round table that pilots at any level can benefit from. Here’s the information about their event this Thursday, June 5th.

CFI Best Practices: Roundtable and Open Forum Discussion featuring John Ladley
Thursday, June 5, 2014 at 7:00 PM
Air Associates Of Missouri
18600 Edison Ave.
Chesterfield, MO 63005

Find more information here.

Posted in Training | Leave a comment

NY Times: Intimate View of America, From Above

If you’re considering getting into general aviation, this is a great read from the NY Times:

“We are rolling down the runway, increasing speed. At 70 knots, my husband lifts the nose of our small plane and we are suddenly airborne. Looking down, I can see the treetops, then the diagram of the town, and soon a panorama of hills and highways. We are heading south and west, toward Mississippi.

I grew up seeing America by taking classic journeys, along interstates riding in the back seat of the family station wagon and later on Route 66 in the front seat of a VW Beetle. I rode the train, watching the scenery of the upper Midwest from the glassy Vista-Dome cars. Now, many of my travels are in the air, in a small propeller plane that offers an intimate experience that bears little resemblance to that of flying in a big commercial airliner.”

Read the whole article here.

Posted in GA | Leave a comment

Things “Real Pilots” do

Here’s a list of things “Real Pilots” do according to John Zimmerman from Air Facts:

“1. Real pilots help a fellow aviator when in need. While the extent of a pilot fellowship can be debated (we’ve done it here at Air Facts), I do believe real pilots go out of their way to help a fellow aviator. Whether it’s helping to tie down an airplane in the rain or offering to share operating expenses, most pilots recognize that our group is a small one and needs all the support it can get.

2. Real pilots don’t get into arguments on CTAF. Is there anything more pathetic than listening to a couple of arrogant pilots arguing about who cut the other guy off in the pattern? Real pilots know that such arguments only make flying more dangerous, so they avoid them. Even better, real pilots fly a standard traffic pattern if it’s busy”

You can read the rest of the list here.

Posted in GA | Leave a comment

Crosswind Prep

J. Mac McClellan talks about the challenges with crosswinds:

“The crosswind capability of an airplane actually has two elements. One issue is flight control authority, and the other is capability to stay on the runway during rollout.

Identifying the crosswind limit in flight is really pretty easy. If you have the rudder or ailerons–or both–at the control stops and the airplane is still drifting sideways you have found the crosswind limit for what most of us consider to be an acceptable landing.

An airplane’s capability to handle a crosswind after touchdown is much more complicated. Among the many factors involved are the deck angle of the airplane on its landing gear, the traction available from the tires, the geometry of the landing gear wheelbase and track, and availability of lift killing devices.”

Read the whole post here.

Posted in Training | Leave a comment