FlyingJune 2016的目錄

It’s not often that general aviation gets what it asks for from the FAA. But the Experimental Aircraft Association did it by convincing the agency to approve a non-TSO’d EFIS display to replace the mechanical attitude indicators in thousands of Cessna and Piper models. It’s a significant breakthrough that may lead to a seismic shake-up in the world of avionics. What exactly happened? Several months ago, EAA sat down with the FAA and Dynon, a maker of avionics for the Experimental market, to develop a road map for the approval of safety-related gear (in this case, Dynon’s EFIS-D10A display) through the STC process but absent the TSO and parts manufacturer approvals (PMA) that have long been required of avionics in Part 23-certified airplanes. The STC came after a few short…

DME OR RADAR REQUIREMENT To fly this approach, DME or radar coverage is required. This also applies to the missed approach. GPS cannot be used as a substitute unless it is specifically authorized by ATC. SIMULTANEOUS APPROACHES AUTHORIZED It’s useful to note that simultaneous approaches to Runway 35L are a possibility. If these operations are in effect, it’s a good idea to have a look at the missed approach procedure for the other runway so you’re aware of where airplanes will be flying on that missed approach. PULL-UP ARROWS These are the points on the ILS and LOC approaches where you should go missed. If you delay because you are hoping to spot the runway, you risk not meeting TERPS obstacle clearance. Also, be sure to check for higher climb…

When Honda Aircraft Company announced it had received FAA type certification for the HA-420 Honda-Jet on December 9, the company’s president and CEO, Michimasa Fujino, described the document as “the crystal of sweat and tears.” The sign-off was the culmination of decades of hard work. Fujino became involved in Honda’s aircraft program in 1986. The first drawings of what eventually became the HondaJet were sketched in the early 1990s. The Honda Aircraft branch was established in August 2006, and the first conforming HondaJet flew in December 2010. It is no wonder Fujino refers to the HA-420 as his third daughter. Beyond the vision of producing aircraft under the world-renowned Honda brand, Fujino conceived an overthe-wing mount for the jet engines, claiming the new configuration would provide a quieter cabin and…

SHARE YOUR ADVENTURE: edit@flyingmag.com My right-seat passenger has become quiet, so I ask how she is doing. From our Cirrus, the view of the Mojave Desert seems infinite, and my question has interrupted her contemplation. “I’m taking it all in,” she explains while pointing her camera lens out the window. “I’ve never seen the desert from this angle before. You can see the patterns of time. It’s breathtaking, in a whole new way.” I apply left pressure on the sidestick as we make a leisurely orbit. Neither of us says a word. One of the most rewarding things to do as a pilot is take nonpilots flying. Aviators know well the allure of the sky, but traveling in a GA aircraft is an eye-opener for a first-timer. The fresh perspective…

BRETT BROWAND THROWBACK TO FEBRUARY 1941 The man sitting with Flying is my grandfather, Eugene “Gene” Browand, with Capt. Kahlman. At the time of this photo, my grand father was a second lieutenant, but he left the Army Air Corps as a major. ALAN DAVIS, SAFE Keep Moving It is always good to read a “King” article (either Martha or John), as they are impressively honest in their comments and reporting of what has gone on in their flying. John’s May article is no exception. Many of us have, at times, simply not said anything, and there were disastrous results afterward — and, unfortunately, sometimes even after we did say something. It was also good to see John’s comments about the 2011 SAFE conference in Atlanta to address the stagnant…

“I LEARNED ABOUT FLYING FROM THAT” After spending $20 on a Discovery flight, I knew without a doubt this is what I wanted to do with my life — fly! The only flight school in town paired me with George, the best flight instructor ever, in my opinion. My first flight with George was July 6, 1978, and it was evident from the beginning that he had a passion for teaching. Unlike those flight instructors who teach to build hours on their way to the airlines, George was a retired Air Force officer invested in his students’ success. He emphasized calm when handling the airplane on every lesson, regardless of what was going on during the flight — an important element, as I would soon realize. George was all about…

The pilots of a Learjet 36 cruising high over Cleveland Center’s airspace are fighting a desperate battle for survival — but they don’t realize it. Suffering the effects of extreme hypoxia in the thin air at 32,000 feet, the copilot is passed out. The captain in the left seat is barely hanging on. Most chilling about the ATC recording of the 2006 incident is that the crew in all probability survived only by a quirk of fate. The copilot, slumped unconscious with his arms flailing uncontrollably, continuously keys the microphone, alerting the Cleveland Center controller on duty that something is amiss. When the controller queried the Learjet, the barely conscious captain sounded blind drunk. By then the copilot’s convulsions had nudged the yoke, disconnecting the autopilot — and initiating a…

THE BEST OF WHATÕS NEW Hartzell’s composite propeller technology brings lightweight, efficient props to a growing number of airplanes. Versions of the propellers are available on light taildraggers such as the Aviat Husky with a two-blade configuration; high-performance aerobatic airplanes such as the Extra 300 with three blades; and heavy turboprops such as the Dornier Do328, which has six blades for each prop. Not only are the propellers lighter than aluminum ones, they also provide improved takeoff, climb and cruise performance. Hartzell’s Next Generation ASCII propellers are certified for life. 360FLY VIDEO CAMERA Share surround video on the fly with this rugged little camera that shoots immersive, 360-degree video with a single lens — no stitching required. Combining technology with practicality, the 360fly is shockproof, waterproof, dustproof, and equipped with…

STEP 1: SUCK Thrust creation begins at the inlet where a large-diameter fan rotates thousands of times per minute, taking in massive amounts of air. How much air are we talking about? Enough that a high-bypass turbofan engine like Pratt & Whitney’s PW4000 series could suck up all the air in a four-bedroom house faster than you could count to one. The air passing through the fan then takes one of two routes. Some of the air makes its way to the combustor where it undergoes the fuel ignition sequence, while the majority of the air bypasses the core and enters a narrow fan duct where its speed increases before exiting at the rear. The accelerated air leaving the engine can provide up to 80 percent of the overall thrust.…

When GPS first entered general aviation cockpits nearly two decades ago, skepticism ran amok — trusting the “magic” of satellite navigation took time. Those flight educators who had a firm grasp of the real conundrum to come knew then what we face today: GPS is good, sometimes almost too good. There is growing weakness in cross-country planning and the ability of students to use sectional charts rather than the GPS moving map display. The problem is, most of the time, the satellite-based system works. Because of our fluency and growing comfort with GPS navigators in our ground-based lives (pull out your iPhone if you don’t believe me), we rely more and more on the technology. The result is we may lose our ability to navigate without it. During your check…