Aviación y Navegación
Plane & Pilot

Plane & Pilot August 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.

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United States
Madavor Media, LLC
USD 15
11 Números

en este número

6 min.
on the insanity of flying ubers

❯ ❯ “The most optimistic scenario? Thousands of big, autonomously controlled flying taxis humming below rooftop level in bustling city centers carrying live humans. Hmm.” The emotional appeal of the flying car is something I don’t understand. Airplanes have been around for a long time, and they’re really good at doing what they do. Cars have been around even longer, and they’re even better at doing what they do, better, to explain, in that cars are supposed to stay firmly planted on the ground instead of fighting with all of its design might to avoid just that fate. So when I go somewhere, I like to fly there, and then, once I’ve arrived, I just get a car to drive around. There are free or cheap cars just about everywhere I’ve ever…

3 min.

Most commonly used aviation gasoline for piston engines: 100LL Dye used in 100LL: 1,4-dialkylaminoanthraquinone (also called C.I. Solvent Blue 98) Dye color: Blue Average cost of 100LL in the U.S., April 2017: $4.75/gal. Average cost of avgas in the U.S., 1980: $1.95 Density of avgas (all grades) at 15° C: 6.01 LBS./U.S. GAL. Density of avgas (all grades) at -40° C: 6.41 lbs./U.S. gal. Freezing point of avgas: -58° C Emission coefficient of avgas: 18.4 lbs. CO2 per U.S. gal. Octane rating: measures how much the fuel can be compressed before it spontaneously ignites (knock/detonation) Determining factor for minimum octane rating needed in an engine: compression ratio Benefits of higher compression ratio: more power for a given fuel burn Tetraethyl Lead (TEL): additive mixed with gasoline to allow increased engine compression without detonation Chemical formula of TEL: C8H20Pb Amount of TEL per 1 gal.…

4 min.
surprise: garmin now makes huds

At the European Business Aviation Convention and Exhibition (EBACE) in Geneva, Switzerland, Garmin unveiled its first head-up display. The first plane to get the new HuD will be the Cessna Citation Longitude, a super-midsized, long-range jet closing in on certification. If you’re not intimately familiar with the technology, a head-up display is a system designed to enhance landing safety. As you’re no doubt aware, a HuD projects all the critical aircraft information on a glass lens through which the pilot views the outside world and, hence, the landing environment, including the runway and all of its lights. Such a system allows pilots to keep looking outside the airplane while on approach instead of alternating between looking outside for the runway and looking down to see the flight instruments, which on a…

4 min.
accident briefs

CESSNA 172 SKYHAWK Jay, Oklahoma: 1 Fatal The private pilot was conducting a personal cross-country flight. Fuel records indicated that the pilot had purchased 9.56 gallons of fuel the day before the accident. A witness reported observing the pilot use fuel cans to add fuel to both airplane’s fuel tanks. The witness saw the pilot taxi up and down the runway multiple times and subsequently depart; he then drove to the nearby airport (the pilot’s intended destination) to pick up the pilot. When the pilot did not arrive, he reported the airplane missing. Responders tracked the emergency locator transmitter signal, and a helicopter pilot spotted the airplane in a field near a tree line. Upon examination, the propeller blades did not exhibit any chordwise abrasions or leading edge nicks, consistent with the engine…

7 min.
15,000 hours

Sometime next month, I’ll write an entry in my logbook signifying that I’ve spent 15,000 hours flying airplanes. This strikes me as a momentous, but arbitrary number. Most people don’t keep a detailed log of their work hours, nor do they break those hours down into neat categories. Within my 15,000, I’ve spent just shy of 13,000 hours in multiengine aircraft—just over 4,000 hours in turboprops and about 9,000 hours in jet aircraft. I’ve made nearly 7,000 landings (some soft, and some, shall we say, firm). 15,000 sounds like a big number. When you cipher it out, that’s 1.71 years flying airplanes. When I reflect that each flight hour is accompanied by several hours of planning, pre- and post-flight inspections, van rides to and from airports, and, of course, many hours…

7 min.
inoperative equipment we learn to live without (and shouldn’t)

Oh, sorry, that hasn’t worked for a while,” the pilot said when he noticed I was trying to tune the DME in his aircraft while flying a couple of instrument approaches for his currency. “What do you do when you fly an approach that requires DME?” I asked him, hoping the answer was that he didn’t do those since it wasn’t working. “Well, I don’t actually do many IFR approaches, but when I do run across that situation, I kind of rely on this,” he said, as he pointed to his yoke-mounted portable GPS. This led to a longer discussion about why it wasn’t appropriate to use noncertified equipment for instrument approaches, but it also highlights something I see many times: pilots leaving equipment inoperative in their aircraft instead of getting it fixed…