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On Sunday morning at EAA AirVenture, Cessna Aircraft revealed more details about its light sport aircraft (LSA), which is now known as the Model 162 SkyCatcher. "For the past year, we have been
soliciting feedback from the market on our proof-of-concept aircraft, and the result is an airplane that we believe is the most advanced and innovative in its class," said Cessna President, Chairman
and CEO Jack Pelton. The $109,500, aluminum Cessna LSA will sport the Continental O-200D engine, single-screen Garmin G300 avionics, two-blade composite prop, caster nosewheel, adjustable rudder
peddles, painted metal interior and gull-wing doors. A significant change from the POC airplane is a constant chord wing, which makes it easier to manufacture. It is expected to cruise at up to 118
knots and have a max range of 470 nm and 15,500-foot service ceiling. Preliminary specifications of the day/night VFR-capable airplane include a 1,320-pound mtow, 490-pound useful load and 24-gallon
useful fuel load. A conforming prototype is expected to be flying by next summer, with ASTM certification planned by the end of 2008 and first deliveries in the second half of 2009.
Cessna is taking $10,000 deposits at the show, and Pelton expects many orders from Cessna Pilot Centers (CPCs) since the airplane is targeted toward the training market. EAA is the launch customer
for the new Cessna model, with the first production airplane going to the association's Young Eagles program and the second airplane to the EAA Flight Academy. Cessna is working on an FITS-approved
SkyCatcher flight-training program for both sport and private-pilot courses.
Persistent rumors that Cirrus Design and L-3 Avionics Systems were collaborating on a new flat-panel display, called SmartDeck, that includes forward-looking infrared (FLIR) are actually old news to
those who live in Grand Rapids, Mich. Last June 6, Cirrus taxied an SR22 down one of Cascade Township's main streets to an L-3 plant where the new display was developed. From the newspaper and television reports we've seen, it looks like a next-generation cockpit display that integrates all the stuff you'd expect:
weather, collision avoidance, terrain, navigation, communication and aircraft systems monitoring in a touch-pad-accessible system. But it does include one you wouldn't expect -- a system that lets
pilots see in the dark.
The local TV broadcast, which is now on YouTube, shows a remarkably clear FLIR display called IRIS that should make things a lot easier in marginal conditions. We're still hoping for the Cirrus jet
to fly into EAA AirVenture on Monday morning, but the new panel may rate the hype of Cirrus' "surprise announcement." We'll have all the details in AVweb's Tuesday summary of news from EAA
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Honeywell's Bendix/King division on Sunday unveiled two new glass-panel avionics -- the KSN 770 MFD/GPS
WAAS/navcom unit and KFD 840 primary flight display -- in an attempt to leapfrog competitors. The KSN 770 borrows its easy-to-use graphical interface, which is called INAV GA, from Honeywell's
higher-end integrated avionics systems for business aircraft. Not lacking any features, the 5.7-inch-diagonal LCD unit will be localizer performance with vertical guidance (LPV) and WAAS capable and
will display a range of safety systems, including onboard weather radar, terrain awareness and warning system, datalink weather, traffic, charts and maps. It features multiple control inputs, such as
traditional hard keys, line-select keys, display-based dedicated keys and a cursor control device. Bendix/King plans to certify the KSN 770 in late 2008; pricing has not been set, but "will be
competitively priced" with similar WAAS receivers. "We believe the KSN 770 is revolutionary in that it pushes the boundary of performance for retrofit avionics," said Dan Barks, business director of
GA operators and dealers. "This unit is a significant step forward in performance and ease of use over existing multifunctional WAAS displays. Pilots will see that this unit has some of the same look
and feel as other Honeywell avionics on larger aircraft."
To keep the price of the KFD 840 under $20,000, Bendix/King is working with Crossbow Technology to develop a
PFD for piston aircraft that interfaces with existing navigation systems and autopilots and offers pilots checklists and weight and balance calculations. According to Bendix/King, the KFD 840 will
have a built in solid-state air data Computer and attitude heading reference system, altitude and airspeed bugs and a slaved horizontal situation indicator. The 8.4-inch LCD box will interface with
common general aviation navigation systems, in addition to existing KAP-140 and KFC-150/200/225 autopilots. "We see significant interest in the retrofit market for 'glass cockpit' technology that
makes flying easier and safer such as solid state sensors and a wide horizon. For many aircraft this will allow a pilot to add a second attitude, airspeed and altitude source, improving safety," Barks
said. The KFD 840 will be available for delivery in the second half of 2008.
The annual Bonanzas to Oshkosh (B2Osh) trek on Saturday took on special meaning this year, which sees both the 60th anniversary of the Beechcraft Bonanza and the 75th anniversary of Beechcraft. This
year's B2Osh flight to aviation mecca (EAA AirVenture) included 110 airplanes -- 102 Bonanzas and eight twin-engine Barons. However, the stars of the show were the old and new Bonanzas -- a newly
renovated 1947 Model 35 (S/N D-18) owned by the Beechcraft Heritage Museum and the 60th anniversary G1000-equipped G36 piloted by Hawker Beechcraft Chairman and CEO James Schuster. The group of
airplanes took off about noon on Saturday from the Rockford (Ill.) Airport and landed in Oshkosh, Wis., at approximately 1:20 p.m. It took less than eight minutes for the group to leave Rockford, and
an equal amount of time to land at Oshkosh. However, the mass landing in Oshkosh was missing N313W, a 1981 V-tail Bonanza, that suffered an engine failure shortly after leaving Rockford.
Pilot Kelly McBride left the formation about seven miles out from the departure point, radioed a Mayday call and landed in a cornfield just outside of Rockford. The B2Osh group was relieved when
minutes later Rockland tower radioed that McBride was standing on his wing and waving at a search and rescue helicopter; at press time it was unknown if he later made it to the AirVenture show grounds
EAA AirVenture has been the world's aviation showcase for years, but in recent years the big companies especially have ramped up the showmanship. Last year, for instance, Cessna surprised everyone
with a flyby of its proof-of-concept next generation piston aircraft while the media and public were poring over the company's proposed entry in the light sport category. This year, Cessna sealed the
LSA deal with a splashy press conference on Sunday. This year at AirVenture, Cirrus is unveiling its "big surprise" on Monday morning. Now it's natural for us to assume that it has something to do
with its personal jet, and media types have been busy the last week busy analyzing every word spoken in reference to Cirrus's surprise announcement a month ago that it wasn't bringing its jet mock-up
to Oshkosh (key word, mock-up). Whatever Cirrus ultimately reveals on Monday, there'll be plenty of other new product announcements this week and they start on Monday with first appearances by several
Epic's new single- and twin-engine jets will arrive at Aeroshell Square and Diamond will show off its DA50 Super Star. Rotorway will give us details on its entry to the certified helicopter market
after decades as a kitbuilder and there might be a third incarnation of Symphony, as the company, which went bankrupt in Canada earlier this year, holds a news conference on Monday. Several well
established projects will be making first appearances at the show.
Grob's SPN business jet mock-up is here and so is the Bell/Agusta BA609 civil tiltrotor. Expedition Aircraft's rugged looking bushplanes made their entrance on Sunday. And it looks like AirVenture
has been rediscovered by pilots. Fly-in parking areas were already almost full by Sunday and the aircraft just keep coming.
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The key word is "potential". A $76 million incentive package offered to Piper Aircraft to keep the airplane maker in Vero Beach, Fla., the company's current headquarters and a possible manufacturing
facility for the PiperJet, was tied to a countywide referendum, stimulating public conflict and stifling the company's interest in the plan. Piper management used a full page ad in Thursday's Vero
Beach Press Journal to state its position: "We do not wish to subject the employees of Piper to the uncertainty of a highly controversial public political process related to the overall economic
development efforts in Vero Beach and Indian River County." Other financial considerations factored into the mix. The ad went on to state that the proposed referendum would require payment of more
than $100 million in rent over 30 years, in exchange for $23 million in incentives and was, therefore, "not financially compelling." Efforts to retain the employment that Piper provides and potential
employment from the proposed single-engine PiperJet design are in the works.
"Our local government officials are determined to make this work by developing a mutually beneficial long-term partnership with Piper Aircraft and its workforce team," Helene Caseltine, economic
development director at the Indian River County Chamber of Commerce, told TCPalm.com. Albuquerque, N.M., and Oklahoma City are also in contention as possible locations for Piper to set up shop. Descr:
Piper Aircraft turns down Vero Beach's $76.5 million incentive package to keep the airplane maker in the Florida town.
An FAA spokesman says a paperwork snag that has grounded an unknown number of French-built Alouette helicopters in the U.S. doesn't seem to have any easy solution. "The short answer is they're
ungroundable," Roland Herwig, a communications officer for the FAA's Southwest office, told AVweb on Friday. Herwig also said he's continuing to gather information on the unusual case, which
has shut down at least one helicopter operation in West Virginia. As AVweb reported in a July 20 podcast, Marpat Aviation of Logan, W.Va., had three Alouettes grounded on July 6 after FAA
inspectors, accompanied by two state troopers, failed to find a Certificate of Airworthiness for Export that would have been issued by French authorities when the aircraft were sent to the U.S. Joe
Altizer, Marpat's chief pilot, said the helicopters were purchased in the U.S. and all came with current U.S.-issued certificates of airworthiness in the standard category, meaning that FAA staff
approved them for import without the paper they're now demanding. Altizer says it's not fair that current operators of the aircraft, who might be the third or fourth U.S. owners of them, should have
their investments essentially erased because of an administrative error at the FAA.
Altizer said he and other Alouette owners have offered alternative solutions to the paper snag. He said the regs allow for other methods of proving airworthiness, but the FAA doesn't seem
interested in pursuing them. He said the operators have even offered to bring French officials to the U.S. to inspect the aircraft and issue attestations to their airworthiness, but the FAA seems
stuck on having the original paperwork only. The French officials wouldn't be able to issue export papers because the aircraft have already left their country."They're asking us for impossible
paperwork," he said. Altizer said the aircraft can't even be shipped back to France because they can't be exported without current airworthiness certificates. Altizer said that to this point he's been
cooperating with the FAA to try and find a mutually acceptable solution, but the agency's intransigence and apparent unwillingness to reveal information about the situation is forcing him to change
tactics. The former Marine Corps air traffic controller says he's contacted his congressman and is looking for a meeting with top FAA officials, up to and including Administrator Marion
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During the unveiling of the Cessna 162 SkyCatcher light sport aircraft Sunday at EAA AirVenture, EAA President Tom Poberezny sounded the alarm bell about low student starts and a declining pilot
population. According to Poberezny, "Seven out of every 10 people who take flight lessons drop out before they get their private pilot certificate. There are two reasons for this -- lack of time and
money." He said he pushed for the light sport aircraft rules exactly for this reason and said he has high hopes that Cessna's commitment to build an LSA will contribute to reversing the downward
trend. The student starts over the past decade have remained steady at about 60,000 per year, far below that of the heydays of the 1980s. Meanwhile, the overall pilot population dipped last year to
597,190 pilots, also far below the highs of about 850,000 pilots in the 1980s. "Six-hundred thousand pilots is not enough to sustain the general aviation industry," warned Poberezny.
He said the industry must embrace technology to attract young people toward aviation. "I know one 16-year-old who has more than 1,000 hours," Poberezny said, before pausing shortly and adding, "on
Microsoft flight simulator." He said this exemplifies the fact that young people are more tech-savvy, while noting that flight training must adapt to this new reality.
As the political crisis that was ignited by last Tuesday's fiery crash of a TAM Airbus A320 at Sao Paulo (Brazil) Congonhas Airport continues to intensify, the investigation of the crash is shifting
from the allegedly dangerous conditions at the airport to a thrust reverser that had been disconnected four days before the crash. The Airbus was landing in heavy rain on a 6,362-foot runway when it
ran off the runway, skipped over a highway and exploded. The pilot may have been trying to take off again after realizing he wasn't going to stop. According to an Associated Press report, landing with
only one reverser operating is "not unusual" but it cast the accident in a new light, apparently inspiring Marco Aurelio Garcia,an aide to President Luiz Inacio Lula da Silva, to make an obscene
gesture for TV cameras that was interpreted as "reaction of glee" that some of the heat was coming off the government.
Immediately after the accident, Brazil's media and opposition politicians jumped all over Silva's government, saying it had ignored the shortcomings of the airport, Brazil's busiest, and laying
blame for the deaths on Silva's administration. With a handy mechanical scapegoat suddenly popping up, Silva's back on the offensive, although he's also promising site selection for a new Sao Paulo
airport within 90 days. In the meantime, charter aircraft and business jets are banned and airlines have 60 days to stop using Congonhas as their hub.
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Barrington Irving, the Jamaican-born 23-year-old who this year flew around the world in a Columbia 400 built largely with parts donated
from suppliers, plans to conduct an eight-week training course in October for inner-city kids in Miami. The program aims to expose disadvantaged youngsters to the world of aviation, while enhancing
their math, science and reading skills. They'll use 10 Microsoft flight simulators housed in a "facility refurbished last year by Irving and one of his friends," according to BlackAmericaWeb.com.
In 2005, Irving established a non-profit organization to help reach his goals -- one of which is to be able to
fulfill speaking engagement requests from entities that cannot even afford to pay Irving's travel expenses. "Those are most often the folks who need to hear what I have to say, and I want to be able
to answer those requests," he told BlackAmericaWeb.com. Descr: Fresh from solo around the world flight, Barrington Irving plans to tech inner-city kids how to fly.
"After seventeen hours and six minutes of flying time I touched down at all 110 airports (109 public plus one private) and averaged a landing every nine and a half minutes," Ron Schreck wrote of his
journey to each public-use airport in North Carolina on July 4. Schreck said the total distance (minus a few wide patterns) was 1,991 nm, throughout which he managed an average 116 knots in his RV-8,
"Miss Izzy." That doesn't include the two hours he spent at Currituck County airport waiting for the sun to come up so he could begin his assault on the state's non-lighted fields (Schreck began his
journey just after midnight) or time spent during four trips to the pump for avgas. Schreck said challenges included inoperative runway lights and short (1,400 foot) grass strips "with huge trees at
both ends" and meandering ground-bound flocks of geese. Fortunately, he didn't have to actually land, just touch and go.
Schreck found support along the way from fellow pilots who waved from hangars and even one supportive gentleman who picked up the tab for avgas so that Schreck wouldn't have to wait for his credit
card to go through. Total time for the endurance marathon was 19 hours 51 minutes. Average distance between airports was 65.4 nm. He began in the first minute of the Fourth of July and finished at
8:09 p.m. "It was a great trip," said Schreck.
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Diamond Aircraft on Friday celebrated the rollout of its first copy of the D-Jet that conforms to the expected production configuration in structural layout and aerodynamic design. The jet, S/N002,
will fly for the first time next month. Meanwhile, Diamond Aircraft is at EAA AirVenture in Oshkosh this week showing a mock-up of the jet cabin, allowing all comers a chance to climb inside and try
it on for size. Diamond is also already at work building the next three certification test planes. Diamond says it already has 300 orders in hand for copies of the jet, and expects to start deliveries
In other news from Diamond, the company said last week that Embry-Riddle Aeronautical University recently took delivery of the second of a fleet of 10 DA42 Twin Stars.
The folks at Garmin always come to the show with something new to announce, and this year is no exception, with price cuts and rebates on popular products, in addition new wireless services for mobile
phones. Buyers of the new G600 retrofit avionics suite will get a $2,500 rebate off the G600 if they also buy two GNS 430W, two GNS 530W, or a GNS 430W and 530W by November 30. "We believe the G600
will change the way pilots fly," said Gary Kelley, Garmins vice president of marketing. "This $2,500 incentive will make it even more feasible for pilots to turn their avionics panel into the
all-glass avionics suite theyve dreamed about." The G600 incorporates two displays in a package designed to easily fit into the space currently occupied by the traditional instrument six-pack.
The system list price will be $29,772, and Garmin said it will be available by the middle of next year. The company also announced that Pilot My-Cast by Garmin is now available for download on mobile
Pilot My-Cast will enable users to wirelessly file a flight plan, view graphical winds aloft and PIREPS, and check Area Forecasts. "Whether youre in the car or at the office, Pilot My-Cast by
Garmin provides detailed aviation weather reports so you can make educated routing decisions before you reach the hangar," said Kelley. "You can then file your flight plan wirelessly."
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all necessary systems. They must know all the airport's procedures. Remember, there's an expectation both by the student and the instructor that first solo is just the beginning of greater solo
privileges. Although there's a great deal to learn after first solo the pilot should already be familiar with the basics before being sent aloft alone for the first time.
(3)Takeoffs and landings, including normal and crosswind;
My first solo was in a very busy traffic pattern at Hondo, Texas. The Air Force's Flight Screening Program, Officer Training School (FSPOT, or "Fishpot") put five or six T-41As (Cessna 172s) in the
pattern at a time on each of two parallel runways, one runway left traffic and the other runway right traffic to keep us from running into each other. Hondo was nontowered but we had a Runway
Supervisory Unit (RSU) that did essentially the same thing as a tower for us proto-pilots.
The wind in Texas is notorious, and while I was downwind on my second solo circuit it shifted to become a fairly stiff tailwind on runway heading. With solo traffic (me) in the busy pattern the RSU
did not want to reverse the flow, which involved a choreographed, sequential 180˚ turn by all aircraft that was worthy of whatever Fishpot might someday fly with the Thunderbirds. Consequently I
made my second and third solo landings with a tailwind. As soon as I completed my third, bouncy and long tailwind touchdown, the RSU turned the patterns for the dual-instruction sorties.
Wind can and does come up from nowhere, or change strength or direction, while students are alone on their first solo flight. Instructors need to make their students aware of the effects, and what
they should do, if the wind changes while they are in the pattern.
(4) Straight and level flight, and turns in both directions;
(5) Climbs and climbing turns;
(6) Airport traffic patterns, including entry and departure procedures;
It's pretty obvious that a student pilot needs a handle on these skills to safely fly a solo traffic pattern.
(7) Collision avoidance, windshear avoidance, and wake turbulence avoidance;
Whiteman Air Force Base is in rural Missouri, halfway between the small cities of Sedalia (to the east) and Warrensburg (to the west). Long before Whiteman became known as the operational home of the
B-2 Stealth Bomber, the base was host to a Strategic Air Command missile wing, with a long and virtually unused 12,000-foot north/south runway just southeast of the hamlet of Knob Noster.
Back in the bad ol' days of the Cold War, a KC-135 aerial tanker was inbound to Whiteman from the east on a severe-clear day. Its crew was cleared for the visual approach into Whiteman while still far
to the east and apparently mistook Sedalia's 5500-foot north/south runway, just east of the town, for their destination about 10 miles further west. The four-jet tanker turned onto a long final for
I wasn't there at the time, but the pilot who would later be my instructor told me he was on the ramp preflighting a Cessna 152 with a student when the KC-135 roared overhead. The crew had decided at
the last minute that KDMO's runway looked shorter than they expected so they wisely powered up into a go-around, blasting overhead at pattern altitude. The instructor later told me he worried
what might have happened if one of his students had been solo in the traffic pattern when the KC-135 (and its wake turbulence) flew past.
Large military jets almost landing at the wrong airport are not a statistically significant threat, but the mix of personal aircraft and business turboprops and jets is, and the majority of midair
collisions happen in the vicinity of an airport on a clear day. In most cases the collision happens on final approach at less than 600 feet above ground, with one airplane overtaking another. Students
especially will tend to fix their attention on the runway itself, judging their distance and altitude based on that familiar reference.
Alone in the pattern, a student needs to consider the flow of other traffic in the airport area. The student must look for other airplanes in the pattern, including the very wide downwinds and long
final approaches that many pilots let slip into their habit patterns. Students need to know the names of local instrument-approach reporting points, their distance and direction from the airport, and
the altitude at which an airplane on the approach should be when nearing the airport, so they know where to look for conflicting traffic when someone reports "Final Approach Fix inbound" over Unicom.
Through lack of planning or blatant inconsideration, some pilots fly right traffic when the pattern calls for left, or vice versa, or long straight-in approaches to whatever runway suits their
direction of arrival regardless of wind direction. All airplanes pull an invisible tail of wake turbulence that others must avoid, and the wake of even mid-sized multiengine airplanes, turboprops and
light jets can seriously endanger a training airplane or LSA. Many airplanes don't have radios, or their pilots don't use them properly, or they are on the wrong frequency; similar-sounding airport
names or frequency congestion on Unicom may make radio calls all but useless for traffic avoidance. Pilots pull out on the runway and hold in takeoff position or delay clearing the runway after
landing. All too frequently someone ground-loops or lands gear up, closing the runway unexpectedly. Any and all of these things can (and do) happen at tower-controlled airports also, so ultimately the
system is based on seeing and avoiding the other guy. A pilot up for his or her first solo flight has to be ready to handle any of this just like a seasoned aviator.
(8) Descents, with and without turns, using high and low drag configurations;
Here are more basic pattern skills -- with a twist. "High and low drag configurations" is another way of saying "in various flaps configurations." Weather conditions may suggest something less than
full flaps for landing in some models of aircraft. Systems malfunctions may dictate the flap configuration for descent and landing. Some instructors may think they're doing the student a favor by
avoiding full-flaps landings in some high-drag airplanes -- but the occasional student will select full flaps, on purpose or not. Solo pilots needs to be versed in approach and landing at any possible
(9) Flight at various airspeeds from cruise to slow flight;
(10) Stall entries from various flight attitudes and power combinations with recovery initiated at the first indication of a stall, and recovery from a full stall;
Takeoffs and landings involve the full range of speeds in many airplanes, from the
slowest (initial takeoff, and just before touchdown) to near-cruise on the downwind leg. Speed changes involve changes in trim, increasing pilot workload. Students need to be able to manage speed and
trim pretty much subconsciously if they are to plan their pattern, scan for other traffic, handle the radio, and manage anything else that comes up on the first solo.
Similarly, since high angles of attack are the name of the game on takeoff and landing, students must be familiar with conditions that lead to stalls, power-on (takeoff; go-around) and power off
(descent and landing), straight ahead and in turns. Logged practice must emphasize recovery at the first indication of a stall (warning and/or buffet) but also include recovery from fully developed
stalls (begun at "the break", or uncommanded attitude and/or vertical speed change). There's no "taking it easy" on presolo students where stalls are concerned.
(11) Emergency procedures and equipment malfunctions;
I had two Cessna 152s with solo students in the pattern (not first solos) and was in the right seat of the school's Cessna 172 with a third student one warm, calm, June evening when all three
airplanes encountered a huge swarm of bugs as we each traversed a point in the pattern. Somehow all three airplanes ended up with blocked pitot tubes. (I challenge you to purposely hit a bug
with your pitot tube in flight!). All three students were good visual fliers, so all three landed safely one by one and taxied to the tiedowns. From that point on, I didn't solo a student without
making that student fly a complete pattern to my satisfaction -- takeoff through landing -- with the airspeed indicator covered.
Airspeed indicators aren't the only thing that might go wrong. Carb ice forms, spark plugs fail, or other engine emergencies occur. Electrical systems blank out, affecting airplane configuration and
communications. Tires blow on touchdown. Doors or windows pop open. Flaps don't work correctly. Student and instructor should discuss the sorts of things that might happen, so the student has
enough experience to deal with distractions and malfunctions in the rare event something goes wrong during the first solo flight.
(12) Ground reference maneuvers;
Ground reference maneuvers (GRMs) are more than just another "trick" pilots must master to pass a practical test (checkride). The purpose of GRMs is to develop an ability to compensate for wind in
order to maintain a desired ground track while holding a desired altitude. In short, GRMs exist to teach flying the airport traffic pattern. Most critical is judging when to turn, and the bank angle
necessary to turn, with varying crosswind components. Getting good at GRMs makes it much less likely the student will overshoot the turn to final, for instance, which would provide a temptation to
bank excessively and/or use rudder improperly to the point the airplane is in a low-altitude stall.
(13) Approaches to a landing area with simulated engine malfunctions;
Instruction not only prepares the student for the unlikely possibility of an engine malfunction on the first solo flight, but should also emphasize the need to fly the pattern close enough to make it
to the runway in an engine-out glide. The Law of Primacy says that the way we first learn is the way we'll tend to fly -- here's a regulatory prompt to teach a good
traffic pattern habit, as well as an emergency procedure, early on.
(14) Slips to a landing;
What if the flaps won't go down, and the student is too high on final? Forward slips to a landing are a requirement for the Private Pilot (and Sport Pilot) -- Airplane checkride, but here's a
requirement to teach this skill before pilots takes their first solo flight.
Long ago, I soloed one pilot before he was ready. I was watching him on final approach, knowing he was much too slow and coming in too steeply. I was about to radio him when he wisely chose to go
around without my prompt. At such a slow speed and high angle of attack, however, the Cessna 150 arced to the left as my student powered up with too little right rudder authority to compensate for
left-turning tendencies from the propeller. At low altitude he flew over the ramp and the tiny FBO building before he had enough airspeed to regain directional control and climb out. His next landing
was his last solo for a while, having scared us both and indicating we both had work to do.
My student could easily have stalled and spun from that go-around. (The instructor who endorsed me for my CFI, in fact, had that very thing happen to the first student he soloed.) There are many good
reasons a student will reject a landing attempt and go around on the first solo. Safely going around straight ahead under control is a vital proficiency to have before going up alone.
Several years ago I was providing a Beech Baron initial checkout to a pilot from Guatemala. He had learned to fly in his home country, in a Cessna 172. During his first solo flight in the Skyhawk he
flew his pattern a little wide; on downwind he flew over some drug smugglers who apparently assumed Antonio's Cessna was a government plane out searching for them. So they did what drug runners do --
they shot at the Skyhawk. Antonio's engine was hit and immediately lost power. He was able to glide back to land safely on the airport grounds, although he could not quite make it back to the runway.
Most of us don't have to worry about being shot down on our first solo flight. But Antono's experience teaches us two things: Don't fly your traffic pattern beyond gliding distance of the runway, and
be ready for anything when piloting an airplane. Engines fail, the wind changes, pitot tubes get blocked, flaps won't go down, conflicting traffic blasts through the pattern, and sometimes you have to
Most first solo flights are outwardly unremarkable flights, yet to the student (and instructor) they're wondrous, memorable events that are the true beginnings of a pilot's flying career. But "first
solo" needs to wait until the student is fully prepared. Even if it wasn't required by FAR 61.87, no student should want to go up solo, and no instructor should permit it, until the student has
learned these 15 things.
In fact, a review of 61.87 items would make a pretty good Flight Review for any of us, regardless of experience.
Fly safe, and have fun!
Thomas P. Turner's Leading Edge columns are collected here.
WHAT'S NEW FOR JULY
This month, AVweb's survey of the latest products and services for pilots, mechanics and aircraft owners brings you weather briefing cards, a Rotax engine DVD, the 2008 FAR/AIM, suction cup
lights for your panel and much more.
Wishes Do Come True!
Ever wish you could fly every approach like it was sunny and VFR?
On Sunday, Cessna gave its light sport aircraft a model number (Cessna 162) and revealed more details, including basic performance figures and other specifications for the Wichita-based company's
entry-level piston single. AVweb Editor-in-Chief Chad Trautvetter sat down with Cessna 162 Program Manager Derek Mookhoek at the EAA AirVenture show grounds for an in-depth look at the
$109,500 two-seat trainer.
Garmin GPSMap 496 Is Now $2,395 from JA Air Center, Your Garmin Source Find Garmin Find JA Air Center at EAA AirVenture 2007
Update the Jeppesen database for your Garmin portable GPS or purchase the hot GPSMap 496 with XM weather JA Air Center is Your Garmin Source. We buy used portable GPS
units. For Exceptional Customer Service, visit us at the show, call (800) 323-5966, or
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AVweb reader Mark Griffith writes, "A fellow pilot and I were on a $100 Hamburger flight from Rochester, Minnesota. When we pulled into the Livingston Aviation parking area, we were met by
a very professional lineman who provided us with as much attention as the Cessna Citation he had just parked. After filling our tanks and adding a little air to the tires, he took us inside, where
the very professional receptionist gave us a crew car to complete our mission.
"The icing on the cake? Yesterday, I got a handwritten thank you note with a coupon for discounted 100LL next time we're in town."
AVweb is actively seeking
out the best FBOs in the country and another one, submitted by you, will be spotlighted here next Monday!
Inspiring Daydreams Daily, BoeingStore.com
The one-stop shop for the aviation enthusiast, BoeingStore.com has everything you're looking for: Apparel, travel gear, aviation posters, photographs, models, books, toys, novelties, and more.
Now just a click away, take your passion to a higher altitude at
In anticipation of the many green innovations that will debut this week at AirVenture, we're foregoing our usual viral "Video of the Week" and bringing you a special look at the
If Brokers Say They Cover the Whole Market, Why Can't They Get a Quote from Us?
Actually, brokers can't get a quote from Avemco, the only direct provider of aviation insurance. Only Avemco lets you talk directly to the aviation underwriter for fast, accurate
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AVwebFlash is a twice-weekly summary of the latest news, articles, products, features, and events featured on AVweb, the internet's aviation magazine and news service.
Today's issue was written by Contributing Editors Glenn Pew (bio)
, Mary Grady (bio) , and Russ
Niles (bio) and Editor-in-Chief
Chad Trautvetter (bio)
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