By The AVweb Editorial Staff
Useful Tips for Managing an IFR Emergency
Watch this fast-paced program by PilotWorkshops
, where you will experience a real-world IFR emergency. Learn how to manage this frightening situation to a safe outcome and review a life-saving
procedure that can get you out of a jam.
Click here for the IFR emergency video.
Our friends at Sennheiser are giving away an $1,100 S1 Digital Headset to one lucky viewer of the video, so be sure to enter after you watch!
Flight simulation is a part of nearly every pilot's curriculum, whether he or she is just starting out, staying current, or landing a type rating. But the type of simulation and its benefits
(especially when it comes to motion) is often the subject of controversy -- maybe for good reason. Use of simulation is the result of a simple equation that offers safety, economic, and educational
benefits. Simulator training often affords flight students a wider range of learning scenarios without risk to persons or property and without burning fuel. As the range of available simulators
grows, students are presented with more options, offering a wider range of features -- at a wider range of price points. But when it comes to the motion of an aircraft, a number of studies and
experiments suggest cost may matter less than you might think. And, if it does matter, a recent comprehensive study suggests the extent of motion training's benefits may depend on the level of
experience you have and the type of training you seek.
A prime indicator of the efficacy of simulator training is a measure known as "transfer of training." Essentially, this is the ability of a subject to accurately and easily transfer into a real
aircraft the skills learned in a simulator. Intuition might suggest the most realistic simulators should produce the best results regarding transfer of training. That includes perceptually critical
similarities; the color of the interior isn't as important as its shape or the location of its yoke and radios. Motion, however, is more complex. Reproducing an aircraft's actual motions in reality
is practically impossible. And accurately simulating realistic motion is complicated (read expensive). In the real world, we care about results. Unfortunately, when comparing the benefits of
full-motion simulators with those capable of less motion (and, in some cases, no motion at all), the results are similarly complicated.
As one study puts it, when it comes to motion, "numerous other moderator variables might influence its effectiveness, including the presence and quality of the visual display, temporal
synchronization between motion and visuals, the quality of auditory cues, the vehicle dynamics model and type of aircraft, degrees of freedom of the motion system, duration and type of training,
measurement equipment used, and the motion drive algorithm." In other words, motion isn't the only game in town. Some studies suggest there are training scenarios in which actual motion may not
matter at all.
Click here to read the full article.
A must-be-there business meeting enticed two pilots to launch into weather they couldn't handle; with predictable results.
An old and often-used justification for owning a light General Aviation aircraft is the ability to bypass the automobile and the airlines in order to spend valuable time in a more productive
manner. This rationalization focuses on the time savings created by flying oneself.
Thus, according to the reasoning, it is possible to easily meet with clients in distant cities and be home for dinner. And as pilots, we also know it's always more fun to fly ourselves than it is
to drive or to sit in the back of a crowded airliner.
Click here to read the full article.
|click for photos|
When Piper replaced the Apache with the Twin Comanche in the early 1960s, the idea was to create "everyman's twin" with the relative safety of a twin but with approachable sticker price and
operation costs of a big single.
The persistence of loyalty to the peppy and comfy airplane is exemplified by Frank Dorrin's devotion to his project plane.
"I purchased this airplane in 2009 and have been working on it since then. I absolutely love it," he said.
Frank's Twin Comanche, like many of its vintage, wasn't perfect when he got it and he's replaced the fuel bladders, overhauled the landing gear and props and replaced a flap skin.
With the nuts and bolts taken care of, Frank took stock of what he wanted in an airplane and made some tastefully practical updates, including a new leather interior (by Airtex) and some 21st
century augmentation to the 50-year-old panel.
"I'm most proud of the panel, which is incredibly functional," he said. Specifically:
- WAAS to the 530
- Aspen EFD1000
- Push-to-talk both sides
- PMA Engineering Intercom
- Garmin 496 for the backup GPS and particularly XM Weathe
- Overhauled most of the gauge
- Overhauled autopilo
- Added a glideslope
There's also a set of nice bright strobes and some LED landing lights.
And as for Piper's original value proposition? "Did I mention it does 166kts on 16gph (15.8 or so)?" For those keeping track that's just about as fast and about a gallon less per hour than your
average "modern" high-performance single going for about $700,000 and it goes a lot faster than one of those when one of its engines quits.
If you'd like to enter your airplane in AVweb's "Refurb of the Month," send us some
photos and a short description of what you've done.
Click for photos.
File Size 7.3 MB / Running Time 8:00
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The 7th Annual CAFE Electric Aircraft Symposium is coming up in April. Dr. Brien Seeley, president of the CAFE Foundation, talks with AVweb's Mary Grady about the event and explains
why he thinks electric propulsion will be a transformative technology for general aviation.
This podcast is brought to you by Bose
Click here to listen. (7.3 MB, 8:00)
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