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Plane & Pilot

Plane & Pilot April 2017

Plane & Pilot is the ultimate resource for active pilots who desire an information-rich magazine with timely and entertaining content. Get Plane & Pilot digital magazine subscription today for pilot reports on the newest LSA, certified piston-engine and light-turbine aircraft, expert tips on flying techniques, product reviews of the latest gear and seasoned aviator stories from the sky.

País:
United States
Idioma:
English
Editor:
Madavor Media, LLC
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11 Números

en este número

8 min.
going direct

Like most of you, I think of avgas in a very one-dimensional way, regarding our old true blue 100LL as the only aviation gasoline, at least until a 100LL alternative hits the pumps in a few years. But it turns out that’s not really true. There’s another approved aviation fuel for sale today, Swift Fuels’ UL94, an approved aviation unleaded gasoline. The fuel, you might not know (I didn’t), is available at around 50 airports across the country. And a lot of us can put it in our airplanes and just go flying. There are some of us who can’t, however, and here’s the story behind that, too. It’s no secret that lead is bad stuff, which lead paint user Vincent van Gogh and his poor ear found out the hard…

2 min.
plane facts

First manmade aerial propellers: CHINA, C. 500 BCE, CHILD’S TOY Leonardo da Vinci airscrew designs: c. 1480 First coaxial helicopter blade design: Mikhail Lomonosov, 1754 Year of first airborne propeller use: 1784 Aircraft it was used in: a balloon Means of power: hand-cranking Early experimenter with metal prop blades: SIR GEORGE CAYLEY, C. 1790 First practical aircraft propeller design: WRIGHT BROTHERS Their discovery: the twisted airfoil design Basis of twisted airfoil: propeller blades are more like wings than screws Efficiency of Wrights’ propellers: about 82% Efficiency of today’s propellers: around 90% First useful metal aircraft propellers: ALBERTO SANTOS-DUMONT, 1906 Number of propellers Hartzell produces each year: AROUND 3,000 Largest production plane prop: Garuda prop, 22 ft. 6 in. diameter on Linke-Hofmann R.II One main reason for taildragger configuration: better clearance for longer blades Largest prop on fighter plane: Vought F4U Corsair, 1939, 13 ft., three-blade Replacement: four-blade…

4 min.
gear

The SAI 340 Quattro Plus ($3,595) is an upgrade on Sandia’s SAI 340 Quattro. With the FAA recently granting TSO authorization for (i)VSI – instantaneous Vertical Speed – the SAI 340 Quattro Plus gives nearly immediate vertical speed indications in both digital and tape formats. The SAI 340 is a stand-alone attitude indicator. In addition to (i)VSI, it provides airspeed, attitude, altitude and slip indications. It’s designed to act as a backup for glass cockpits or as a steam gauge replacement in older aircraft. Its internal battery is capable of powering the device for two hours in the event of aircraft power loss. Owners of the original SAI Quattro can contact Sandia for information on upgrading their systems with the Quattro Plus software. • sandia.aero Flight Gear HP Tailwind Backpack How best…

4 min.
ads-b

New stability system relieves pilot workload Come up with a great idea and the rotary world will apparently whoop-whoop a path to your door. That, in fact, is just what has happened with Genesys’ HeliSAS Autopilot and Stability Augmentation System, which has quietly become one of the most successful helo aftermarket launches in memory. HeliSAS (short for helicopter stability augmentation system) is the first of its kind certified for Part 27 rotorcraft, and if sales are any indication, there was a definite need for the technology. As is standard for autopilots, the primary function of the HeliSAS is to free up as much of a pilot’s time and attention as possible. The HeliSAS stands out because it’s aiming at light to midsized Part 27 helicopters. Most of these are single-pilot, fall into…

4 min.
accident briefs

2 Fatal The commercial-rated pilot and passenger (who owned the airplane) were conducting a cross-country business flight. Several witnesses reported observing the accident airplane overhead; one witness stated that the engine made a “sputtering” sound like it was running out of gas. She stated that the airplane was flying north and then turned west when it began to “nose dive” out of sight. A review of the radar data revealed that the airplane approached the destination airport from the southeast and proceeded north, tracking above the runway about 400 feet above ground level (agl). The airplane then climbed to 900 feet agl and continued northbound. About 8 miles north of the destination airport, the airplane was about 1,100 feet agl and then entered a left turn and descended. The last radar…

8 min.
risk

While pilots can’t have contingencies for every single flight scenario, try to avoid being in a position where there’s no out left to take “An out only works if you stick with the plan. If you change the plan, you must create a new out.” Even if you’re a cool hand at the poker table, or in the cockpit, it’s always nice to have an ace up your sleeve. No pilot can have a contingency for every conceivable flight scenario, but having an “out” tips the odds to keep you flush because a bluff isn’t an option. If you’re flying the Eastern Seaboard of the U.S. and things gets socked-in by heavy fog, you want to have a good out. When I flew turboprops for a Virginia-based regional airline, there were many occasions…