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Plane & Pilot

Plane & Pilot October 2016

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.

United States
Madavor Media, LLC
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11 Números

en este número

8 min.
why new acs tests mean so much

Now that the new ACS testing standards are in effect, the good news is, it’s a whole new ballgame. This is a good thing, as the old ballgame, that is, the way the FAA administered tests, was, at best, useless, and, at worst, an abusive bureaucratic exercise that cost test applicants untold millions of dollars over the years in educational products designed simply to teach the test. Luckily, in the process of memorizing the answers to the FAA’s terrible test, a little aviation knowledge worked its way in around the edges, as we pilot applicants studied with one goal in mind, and that goal wasn’t aviation knowledge, but simply passing the test. And what a terrible test it was, and I’ve made no secret about my opinion on the subject for…

2 min.

First successful flight of a seaplane-like craft (towed kite): 1905 First actual seaplane flight: 1910, the Hydravion First flying boat flight: 1912 First amphibian flight: 1913, Glenn Curtiss, Model D First large-scale production seaplane: Felixstowe F.5 (100 produced during WWI) Number of Curtiss NC-4s that in 1919 attempted the first Atlantic crossing: 4 Number that succeeded: 1 Years that seaplanes were fastest aircraft in the world: 12 (1927-1939) World record in 1934 set by Macchi M.C.72 seaplane: 440.5 mph Years record as fastest aircraft stood: 5 Years as fastest piston-powered seaplane: 82 (1934-present) Length of time it took mail to get from Australia to England in 1930: one month Length of time via Short C-23 seaplane: 16 days Problem created by this advance: Letter writing soon exceeded plane’s capacity Most engines on a seaplane: Dornier Do X, 10 of 615 hp each Top speed of Do X: 131…

4 min.
cool pilot stuff

Garmin G5 Low-Cost Attitude Replacement The hottest product in aviation right now is the Garmin G5, a standalone, plug-and-play attitude indicator that sells for $2,100. The instrument was developed from Garmin’s offering in the Experimental market, but it’s FAA-certified to be installed in hundreds of models of certified airplanes. Why is the product so important, and why will a lot of you want one? The short and sweet answer is that the G5 will immediately give pilots of vintage airplanes a digital attitude source—say goodbye to your vacuum pump worries—while offering pilots of glass panel planes a backup/standby source. Part of the magic of the G5 is that Garmin designed it to be installed in a certified plane by a professional shop—no DYI’ers, in this case—in a matter of an hour or…

3 min.
accident briefs

CESSNA 140 1 Uninjured The pilot reported that during a night visual meteorological condition flight he was about 5 nautical miles away from the destination airport and could see the runway lights. The pilot further reported that he was not able to see the terrain and it was a “black hole approach” As the pilot initiated a descent toward the runway, the airplane impacted terrain in a wooded area about 4 nautical miles west of the runway threshold. The pilot reported that he did not observe the terrain any time before the impact, but could see the bright runway lights. The left and right wings were substantially damaged. The pilot did not report any mechanical malfunctions or failures with the airplane that would have precluded normal operation. The Federal Aviation Administration Pilot’s Handbook of Aeronautical…

8 min.
ferry flight of fancy

When you’re an entry-level RJ pilot, crash-pad living invariably involves too many pilots, not enough showers and few outlets for aviation entertainment. As we settled into a routine, of sorts, my roommate Nick mentioned a mythical Citabria of which he professed partial ownership. “One day, I’ll run out to Louisiana and haul it up here for a while,” he kept saying. Then, amazingly, “one day” actually came, and Nick’s partners told him to come get it. They had bought a Stearman and the Citabria was only gathering dust. Road trip! We jump-seated to Shreveport, which is as close as our airline could get us to Natchitoches, Louisiana, where the Citabria lived. The rental car companies had nothing on hand. Nick and I scratched our heads and then saw the TAC Air crew…

7 min.
why can’t we all just go around?

The concept of a stabilized approach has been around since powered flight began, and likewise, the concept of a non-stabilized approach, as well. The term “stabilized approach” has been common in the airline and commuter worlds, and has eased its way into general aviation language. Once we have a label, we naturally spend two or three pages in flying textbooks to explain it, exactly define it and then argue about the definition. That definition can be as simple as on course, glide path and airspeed, or pages, yup, pages, of complex definitions with exacting mathematical specifications of how off course, glide path or airspeed you can be and still be considered stabilized. I think simpler is better, but I confess to having seemingly endless, yet enthusiastic, debates over the microscopic…