“Thank goodness you use paper,” he said, going on to tell me that he wanted to learn using paper sectionals and navlogs, and once he mastered those, he might move into using an electronic flight bag (EFB).

He said he wanted to learn to use analog tools because that’s how he processed information best. Also, he said he knew devices could fail or go missing, and if you don’t have an analog backup, the mission would be over. He worked in the tech industry (space flight), where equipment and technology failures are planned for.

I have no problem teaching with paper. With primary learners, I prefer it, as learning to flight plan the “old-school” way provides a good base on which technology can be added at a later date.

According to multiple CFIs and DPEs I know, many pilots who are solely training using EFBs and an app for their cross-country planning are often weak in the elements of a VFR flight plan because they never learned how to do it beyond putting information into a computer and letting the app do its magic. They often do not understand where the data comes from, which makes it difficult to know if it is corrupt or incorrect for the given situation.

The Airman Certification Standards (ACS) note that the EFB is permitted, as the focus of that portion is that the applicant “demonstrate satisfactory knowledge of cross-country flight planning.” That includes route planning, airspace, selection of appropriate and available navigation/communication systems and facilities, altitude accounting for terrain, effects of wind, time to climb and descent rates, true course, distances, true heading, true airspeed and ground speed, estimated time of arrival, fuel requirements, and all other elements of a VFR flight plan.

It’s difficult to learn this past rote memory when the computer does all the planning for you. This is why many CFIs opt to teach both methods, and often begin with the basics, a paper sectional and looking out the window before adding in the use of the EFB. 

Analog Cross-Country Flight Planning

Flight planning begins with a paper sectional, navlog, plotter, and mechanical E6-B. I’m a fan of the E6-B because the wind side is very useful for determining crosswind components.

The instructions for the use of the device are printed on it. All the calculations are basically math story problems, and the instructions walk you through the process. The plotter also has instructions printed on it. The informational boxes on the paper navlog are labeled so you know where to put the information.

The lesson begins with reading the empty navlog. The CFI explains the terms true course, variation, magnetic heading, deviation, and compass heading. Now flip over the E6-B to the wind side, where the formulas for calculating this information are printed. Identify the directions for determining ground speed and wind-correction angle, noting that process is also printed on the device. 

• READ MORE: How To Use a E6B Flight Computer

Now it’s time to spread out the sectional and get to work, picking landmarks to use as check points for pilotage, determining the true course, finding the deviation, etc. The filling out of the navlog begins with the recording of the checkpoints and measuring distances between them. Put this information in the appropriate boxes. Always do this process in pencil and have an eraser handy.

Make sure the destination meets the definition of a cross-country flight for the certificate you seek. For private pilot airplane, it is 50 nm straight-line distance, and for sport pilots, 25 nm. Be sure you are using the correct scale on the plotter. 

I walk the learners through the first two lines of the navlog. This takes them from the departure airport to the top of climb, and then the first leg of the flight. Once the navlog is filled out, we go to the performance section of the POH to determine true airspeed (TAS), fuel burn, and time to climb. 

• READ MORE: Make Friends With the E6B

The wind side of the mechanical E6-B  is used to determine the wind correction angle. Pro tip: if you will be using more than one set of wind values for the flight, give them distinct symbols on the E6-B, such as an “X” for the winds at 3,000 feet and a “dot” for the winds at 6,000 feet.

Make sure to note the winds and the symbol on the navlog and do not erase the wind marks until after the completion of the flight. This is important, because if you need to divert (and you will have to demonstrate this on your check ride), you don’t want to lose time re-marking the wind dot on the E6-B.

Many learners find analog flight planning fun. There certainly is a sense of accomplishment after you’ve learned what makes a good checkpoint, how to measure the distances, determine aircraft performance and— the big kahuna— how to “spin the winds” on the mechanical E6-B to determine ground speed and time en route. Yes, those instructions are printed on the face of the device.

Applicants, please make sure you can navigate when technology—particularly the GPS—is taken away. By the way, DPEs are permitted to fail devices during the check ride. Fair warning: Don’t be the applicant who pulls out a second iPad or cell phone as backup because you’re missing the point. 

Putting all your eggs in the tech basket isn’t going to help when the iPad overheats, there is a signal outage, or the device is otherwise rendered unusable. If you don’t have the ability to navigate by pilotage or the compass, are you really qualified to be in that cockpit?

Benefits of the EFB

The EFB is more environmentally friendly than paper charts and sectional because you don’t have to cut down trees to get the information. Updating the information is easier as it can be done with a keystroke rather than a purchase, and it creates a more organized cockpit as the tablet stores the information and it can be accessed with a swipe of a finger rather than doing an advanced yoga pose in flight to reach for your flight bag.

The tablets come in several sizes, and there are many options for mounting them, including yoke or kneeboard. I’m not a fan of the suction-cup-on-the-windscreen method as that blocks part of your view outside.

If you opt for a yoke-mounted unit, make sure it doesn’t interrupt the travel of the yoke or stick or put the aircraft in a permanent bank. There are some tablets that are just too large for the cockpit. If you opt for a kneeboard-mounted device, make sure your kneeboard holds it securely and the kneeboard stays in place.

• READ MORE: Who Wins the Battle of the Aviation Kneeboards?

As far as  data plans for navigation applications, you may find that the annual cost is competitive with that of replacing the paper sectionals and chart supplements.

The EFB is a wonderful tool, but like all tools it can be misused. It shouldn’t become a crutch for the pilot who has forgotten how to read a sectional because of disuse. Don’t be that pilot who becomes so reliant on technology for navigation that you forget to look out the window. 

The post The Wisdom in Not Putting All Your Eggs in the Tech Basket appeared first on FLYING Magazine.

Today’s Top Pick is a 2019 Cessna T206H.

When Cessna resumed production of certain single-engine piston aircraft during the 1990s, it was no surprise that the 206 was one of the models the company brought back.

While the Cessna 172 and 182 were clear choices for covering the market for trainers and basic personal aircraft, some customers would need more cabin space, power, and utility than those four-place models could provide. The 206 brought two additional seats, double doors on the right rear to ease cargo and passenger loading, more horsepower, and a high-lift wing for hauling heavy loads from short strips.

The aircraft for sale here retains the traits that have made 206s popular since their introduction in the 1960s. As a nearly new 2019 model, though, it adds an upgraded interior, modern integrated avionics, and the range of capabilities that come with advanced automation.

This 2019 Cessna T206H has 743 hours on the airframe and 636 hours since new on its Lycoming TIO-540 engine and heated McCauley propeller.

The aircraft’s panel features the Garmin G1000 NXi avionics suite with Garmin Flight Stream 510, GMA 1360 digital audio panel with marker beacon and intercom, GTX 345R transponder with ADS-B In and Out, dual GIA 64W GPS/Nav/Comms with glideslope, GDU 1054B PFD and MFD, GEA 71B engine/airframe computer, GSU 75 AHRS, GDC 74A air data computer, GI 275 electronic standby flight instrument, and GFC-700 autopilot.    

Pilots who are interested in a well-equipped, versatile aircraft with six seats and a generous useful load should consider this 2019 Cessna T206H, which is available for $889,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: We Fly: Cessna 206
• FLYING Magazine: Cessna 206 Stationair
• FLYING Magazine: FLYING’s Air Compare: Cessna 206 vs. Cessna 210
• Plane & Pilot: Textron Aviation Launches Cessna T206 Turbo Stationair HD
• The Aviation Consumer: Used Aircraft Guide: Cessna 206 Stationair

The post This 2019 Cessna T206H Is an Ultra-Utilitarian ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1963 Beechcraft P35 Bonanza.

In order to fully appreciate the significance of Beechcraft’s V-tail Bonanzas, one must think back to 1947, when the first production models rolled out. The speedy, low-wing, all-metal machine must have looked like a spaceship compared with the squadrons of slow, high-wing, fabric-covered aircraft that made up much of the general aviation fleet. Suddenly serious personal air travel seemed less like a dream to many people and more like something they could realistically pursue.

While the Bonanza line evolved and expanded through the decades to include models with conventional or “straight” tails, such as the F33A and stretched-fuselage A36, the V-tail 35 series airplanes never lost their charisma and mid-century cool factor. A V-tail still looks great taxiing up to the fuel pumps at your local airport, and they remain great cross-country performers.

This 1963 Beechcraft P35 Bonanza has 8,307 hours on the airframe, 547 hours on the engine since new, and 45 hours on the propeller since new. The panel includes a Bendix/King KMA24 audio panel, KLN 35A GPS, KY 97A comm transceiver, TKM MX11 comm transceiver, Narco nav receiver, Narco glideslope receiver and indicator, ADF, S-Tec 60 autopilot, and Stratus Appareo transponder with ADS-B.

Pilots looking for an economical way to get into an iconic high-performance light aircraft should consider this 1963 Beechcraft P35 Bonanza, which is available for $100,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Air Compare: Beechcraft A36 Bonanza vs. Bonanza V-tails
• FLYING Magazine: Textron Aviation Presents 75th Bonanza, Virtual Exhibit at Sun ’n Fun
• Plane & Pilot: Plane Facts: Beech Bonanzas
• Plane & Pilot: Early Bonanzas to be Featured at EAA AirVenture 2022

The post This 1963 Beechcraft P35 Bonanza Is an ‘AircraftForSale’ Top Pick with Serious Cross-Country Chops appeared first on FLYING Magazine.

Answer: The aviation world uses Zulu time, which is derived from the Prime Meridian running through Greenwich, England. Instead of having to convert to local time or local time adjusted for daylight saving time, pilots use Zulu time—adjusting to local time after they land.

Meridians are imaginary lines that run north and south, or longitudinally, stretching from the North to South poles. The Prime Meridian is the zero line, from which measurements are made in degrees east (E) and west (W) to 180 degrees. This is where time zones begin.

• READ MORE: How Do New Flight Students Obtain Credentials?

It takes one day, defined as 24 hours, for Earth to make a complete 360-degree rotation. Doing the math, 360 divided by 24 establishes that Earth rotates 15 degrees per hour as the sun moves across the sky from east to west. Time zones mostly fall within these 15-degree intervals. 

In the U.S., there are six time zones: Eastern (roughly 75 degrees from the Prime Meridian), Central (90 degrees), Mountain (105 degrees), Pacific (120 degrees), Alaskan (135 degrees), and Hawaii-Aleutian (165 degrees).

When it is noon in Eastern Standard Time, it is 11 a.m. Central Standard Time, 10 a.m. Mountain Standard Time and 9 a.m. Pacific Standard Time, etc.

That’s an awful lot of mental math—especially when you are traversing multiple time zones several times a day, so the aviation community uses Zulu time, with “Zulu” referencing the zero or Prime Meridian. This is also referred to as universal coordinated time (or UTC). Pilots convert to local time in the U.S. by using subtraction.

To convert Zulu to local time in the continental U.S.:

• Eastern Standard Time: Zulu time – 5 hours
• Central Standard Time: Zulu time – 6 hours
• Mountain Standard Time: Zulu time – 7 hours
• Pacific Standard Time : Zulu time – 8 hours

During daylight saving time, add 1 hour to the subtraction times.

Daylight saving time was first adopted in the U.S. during World War I. It created darker mornings and longer daylight hours used for war work. In 1974 it was adopted during the energy crisis for the same reason—starting “the day” earlier in theory gave you more daylight to work with.

In the U.S., daylight saving time runs from the second Sunday in March to the first Sunday in November.

• READ MORE: Why Is Area Forecast Discussion Important for Preflight Planning?

Do you have a question about aviation that’s been bugging you? Ask us anything you’ve ever wanted to know about aviation. Our experts in general aviation, flight training, aircraft, avionics, and more may attempt to answer your question in a future article.

The post What Impact Does Time Change Have on Aviation? appeared first on FLYING Magazine.

I shared this knowledge with one of the CFIs I trained, who was dismayed by the performance of a private pilot seeking renter privileges at the school. The would-be renter pilot had earned their certificate some four months earlier, but according to the CFI who administered the renter checkout, the would-be renter pilot did not fly to the level of their certificate.

The renter pilot claimed to fly a tailwheel airplane on a weekly basis, but as that aircraft was going into annual inspection, the renter pilot was looking at options to keep flying.

The FBO-dictated rental checkout involved an open-book test and a flight of at least one hour, which included air work and multiple takeoffs and landings—and, since the renter was new to the airport, a review of the published VFR arrival and departure procedures.

According to the CFI who administered the checkout, the pilot seemed to have forgotten how to use the rudder, the checklist, and had to be prompted to perform clearing turns. Much of the checkout flight was remedial.

Fortunately, the renter pilot had a good attitude and recognized the rust, and proceeded to sign up for another dual instructional flight. The renter explained they had good intentions to stay proficient upon earning the private certificate, but had become somewhat lazy and the flights had deteriorated into $100 hamburger trips to a particular airport and a few laps in the pattern.

This happens to all of us. To keep and build your skills, you need to have a plan, and you need to stretch your skills from time to time.

Add to Your Adventures

After you pass the private pilot check ride, there will be an adjustment, as you don’t have the pressure to study nightly and fly multiple times a week. It’s okay to make time for other things, but to protect that investment, set aside time for aviation. It could be a two-hour flight that includes a trip to the practice area and back with multiple takeoffs and landings, sitting down to plan that bucket-list flight, reading an aviation publication, or online shopping for an airplane—you can dream, can’t you?

More often than not, finances determine how much most of us fly. To stretch your resources, research the idea of joining a flying club as they are often less expensive than renting from FBOs. Flying clubs are also good alternatives when the FBOs limit aircraft rental to their clients who are actively training for a certificate or rating.

Make the flying hours count. Very few people go through the trouble and expense of earning a private pilot certificate just to do laps in the pattern. Instead, create a list of flying experiences you want to have—like landing at a mountain strip near a lake—and figure out how to make that happen. Take that mountain flying course offered by the local flight school, look into tailwheel training (in the event that airplane that caught your eye has conventional landing gear), make plans to attend the next air fair or fly-out breakfast or lunch—there are lots of options.

If your state has an airport passport program, take advantage of that. Find out which airports have the best restaurants, museums, or interesting hangars, terminals, or public art. Visit them and get that selfie for your social media.

Look for flights that will strengthen your skills in addition to adding time to your logbook.

Instead of planning flights that keep you away from controlled airspace (sadly, many CFIs teach this technique to private pilot applicants) instead, consider interacting with ATC and getting clearance to fly through the airspace if appropriate. Ask for the transition through the Charlie or Delta—if they say no, you just go over or around.

What About Flying as a Career

If the private pilot certificate is your first step on what you hope is a long career as a professional pilot, start building your cross-country hours toward the all-important airline transport pilot certificate. Make a list of airports to visit. If you are enrolled in a Part 141 program, the airports you are allowed to fly to for cross-country experience may be restricted—they will have a list.

If you are training under Part 61, this restriction doesn’t exist, just make sure the distance to the airport as measured by plotter and paper sectional meets the metric for a cross-country flight.

If you have the resources, don’t be afraid to travel to another part of the country or even the world where you can build time and get experience you cannot get at home. For example, if you are based in a part of the world where blue skies and sunshine are the norm, find a location where they have a variety of weather so you can log that all-important instrument time in actual meteorological conditions.

If you want to pursue your instrument rating, and you don’t have the money or time to work on it just yet, volunteer to be the safety pilot for a pilot practicing IFR approaches in VFR conditions. You might even want to log some dual with a CFII and, while on an IFR flight plan, go in and out of the clouds just so you can see what that experience is like.

Seek Out Challenging (to You) Airports

There’s a reason you learned how to do short-field takeoffs and landings. Find a runway that requires them—but if you are renting an aircraft from a school or FBO, double check to be sure there isn’t a limitation on runway length. Some have the caveat: “operations from airports with runways less than 2,200 feet with instructor only.”

If you have done most of your flying at non-towered airports, head to a towered airport. If most of your flying is at a towered airport, head to a non-towered facility. Those radio skills need to be kept sharp too.

The Round Robin

The round-robin flight is where you fly to several airports and return to the original place of departure. If most of your training took place at a towered airport, do a round-robin flight of non-towered airports—they don’t have to do a full cross-country.

One of my best learners has a favorite loop where he flies from non-towered Pierce County/Thun Field (KPLU) north to Renton Municipal (KRNT), a towered Class D, performs a touch and go then heads west to towered King County International (KBFI), for another touch and go, then to Tacoma Narrows (KTIW) for a touch and go, transitions across the McChord Air Force Base (KTCM) and back to KPLU. The flight takes about two hours and it’s very busy—and a lot of fun. I have used this flight or a variation of it as a metric for my learners who are preparing for check rides. I am supposed to be “in toad mode” (quiet as a toad) during the flight. If they can stay ahead of the airport and the radio, they are ready to meet the examiner.

Look for the Best Views

Pretty much every place has a ‘cool thing to see from the air.’ Take advantage of your wings and go up for the best view.

There may be that farm with the totem pole on it. That house that looks like a castle. The beachfront property with the remains of a shipwreck visible at low tide, the forest that becomes a riot of color in the fall, the tulip fields blooming in the spring, and so on.

You worked hard to get that pilot certificate. Make the most of it.

The post Keep Practicing After Your Check Ride appeared first on FLYING Magazine.

Getting to AirVenture will be an exercise in planning. This isn’t one of those “point the nose and off we go” $100 hamburger flights—this trip requires careful consideration. Consider this the FAA’s PAVE model on steroids when it comes to covering the bases when you’re preflight planning.

The Pilot

If you are an inexperienced pilot (or just AirVenture inexperienced), try to find a pilot who has flown the trip before. Your best bet, find a pilot who would like to make the trip with you. If they cannot make the trip, buy that person a cup of coffee and ask them to talk you through the journey—they may have insights as to routing and tips for smooth execution of the flight. 

Most pilots limit their air time based on fuel and bladder endurance. Legs of three hours for a total time of six hours a day in the air seem to work well for most of us. Your personal endurance may vary.

Before you launch, make sure you are proficient in the aircraft. Brush up on specialty takeoffs and landings, crosswind approaches, and go-arounds. Know how to calculate the performance of your aircraft and respect those numbers. Know the avionics suite cold—you don’t want to be the pilot who is anxiously and randomly pushing buttons in an effort to update a flight plan.

Carry water and snacks with you. Dehydration and hunger can make a person sleepy. It is particularly important to drink some water before the approach to landing, as water wakes you up and an alert pilot is a better pilot.

Make sure you are night current and proficient before you start out on the trip—there are many pilots who find themselves playing “Beat the clock,” trying to land before sundown because that last flight leg went longer than they anticipated. Intending to be on the ground by nightfall is a goal, not a guarantee.

Have at least two means for accessing a weather briefing in flight. There may be places where there is no cell or internet service, but there is a landline. Remember that “looks pretty good” is not a briefing.

Carry hard copies of the current sectionals, approach plates, etc., in addition to any electronic copies you have. Double check the expiration dates before you launch. You do not want to be the pilot who flies across the country with an expired sectional and wonders why some of the airports you intended to land at for refueling are closed.

• READ MORE: FLYING’s Complete Coverage of EAA AirVenture 2022

Note all opportunities for refueling along the route. You may want to make the route a bit of a zig-zag to take advantage of refueling opportunities. Call ahead to find out if the FBO is offering discounts for Oshkosh-bound pilots, as some do. Don’t be afraid to err on the side of caution when it comes to refueling or the weather.

If you have a companion in the cockpit, assign the person a job—such as dialing in frequencies and keeping an eye out for traffic. If that person is a pilot, make sure you designate who is pilot flying and who is pilot monitoring or working the radio on each leg of the trip. As a precaution, you should both prepare by reading the Oshkosh Notice—what used to be the Oshkosh NOTAM.

Don’t Rush 

Mistakes happen when we rush; for example, trying to beat the weather, get there by a certain day, etc. Build time into your travel schedule so you don’t feel this pressure.

The Aircraft

Choose your aircraft carefully. You are going to be spending hours and hours in that airplane so make sure it is one you are comfortable in.

How you load the aircraft is also very important. You need to respect the weight and balance numbers for the aircraft and understand how a heavier aircraft impacts the performance numbers. Remember those performance values were written when it was a new airplane with a test pilot at the controls. You may want to be more conservative.

Pro tip: Many pilots make arrangements to ship clothes and some of their camping supplies to Oshkosh ahead of time. Others carry the bare minimum and shop at the Walmart or Target across the street from the convention grounds to get what they need. 

Route Selection

Select the route with both aircraft and pilot performance in mind. The route your buddy takes in his pressurized, turbocharged Cessna P210—with its impressive climbing capability that gets him over the mountains with ease—will likely not work for you in the Piper J-3. 

Don’t underestimate the need for supplemental oxygen—although the regulations state that the minimum flight crew needs to be on supplemental oxygen at 12,500 after 30 minutes, most pilots experience hypoxia much sooner—sometimes as low as 6,000 feet—so be prepared.

Environment

Be weather conservative—this is why you made a note of every airport along your route, so if something comes up, you can get down safely.

• READ MORE: Camping at EAA AirVenture Is Like Living in an ‘Aviation Bubble’

Be cautious about density altitude—the performance numbers listed in the aircraft’s POH are often much different than what a pilot experiences in the real world—be prepared to abort the takeoff.

Realize that AirVenture proudly boasts of being the busiest airspace in the world during the convention  and with good reason—keep your head on a swivel, eyes outside, and rock those wings when advised.

Expectations

Manage your expectations. If you are delayed and told to wait outside the airspace because there are a gazillion aircraft ahead of you, do it without argument. It will become part of your story when you are sitting around the campfire.

If you end up landing at an airport outside Oshkosh and have to hitch a ride in, that becomes your story. This is Oshkosh, friend, getting there is a big part of the fun.

The post Are You Really Ready To Fly to Oshkosh? appeared first on FLYING Magazine.

First, I did not have permission to fly into a Class Bravo primary airport as a sport pilot. Plus, the Ercoupe’s home base is Tucson, where I live, so it would be at least a five-day journey to KJFK. 

Then, there was figuring out the logistics. On top of KJFK being a major U.S. hub, it sits under some of the busiest airspace in the country. I knew there would be an overwhelming number of radio calls in such an active sector.

The Ercoupe lands at about 60 mph, while the jets at the airport land at much more than twice that speed. That made me remember my flight training and the lessons I learned about wake turbulence, and the terrifying possibilities of not waiting long enough to take off or land behind a jet. 

My first flight instructor, Glen Davis, is based in New Jersey and a CFII, and he reassured me by offering to fly with me. This was an ambitious thing to ask him, but how many pilots get an excuse to fly into KJFK? With the encouragement from Glen and SITA Aero, we began the process of making it happen. 

We did a month and a half of phone calls and emails coordinating with the KJFK FBO, the tower, the Port Authority, and TRACON. They all agreed on how important it is to plant seeds in the next generation of pilots and gave us their full support. They decided to reroute the jets on a different runway so we would be allowed to land at that slow speed. 

That, for me, was unbelievable. 

We also knew we needed someone local to organize the group on the ground. After posting to the 99s, emphasizing that March (the month we were arriving) is Women’s History Month, the governor of the local 99s chapter, Suzanne, volunteered to help and even got other volunteer 99s to help out on the day itself. 

My fellow Ercoupe pilot, Syd Cohen, volunteered to get the Ercoupe to Morristown Airport in New Jersey (KMMU) for us. After a month of preparation, we approached the big day. 

We knew this would be an unforgettable flight, so we rigged up three cameras in the cockpit and two audio recording devices, one for each pilot. All was set, and at about 1 p.m., we took off. 

It was a short flight, but I took a moment to soak it in despite the overwhelming radio chatter. I will forever remember seeing the Manhattan skyline off in the distance and then glancing over at my instructor. Glen had this excited face and clapped his hands as we were getting ready to land. 

We landed beautifully on 22R and began the longest taxi of my life. The only FBO, Modern Aviation, was ready to receive us. Glen helped turn the three cameras off as we climbed out, but we forgot to stop the audio recording. This turned out to be a blessing because that is the only reason you can hear anything soundwise on the security footage that captured what happened next.

To our surprise, there were no tiedowns at the FBO. While waiting for my husband Patrick to catch up to us in the rental car, I stepped into the restroom. After coming out, there was a scene at the Ercoupe. Jet blast had hit my tiny airplane. A business jet did a normal 180-degree turn to leave the ramp. The resulting jet blast hit the Ercoupe enough to lift one wing, causing the other wing to slam into the ground. It almost flipped over. 

The Ercoupe still looked intact. So, the FBO brought out snowplows and tied the Ercoupe down on both sides. We filed a police report and started the report with the FAA. A mechanic came out and thoroughly inspected the wings and spars. He determined the Ercoupe was (mostly) undamaged. 

With a little bit of speed tape on the wing, we could ferry it out of KJFK and back to Tucson. My insurance approved the flight and the $9,000 estimate to repair the sheet metal on the wings. 

As much as I regret what happened to the “Jessi-cab,” I still feel fortunate. We pulled off a fantastic flight and hosted an unforgettable airport day for the young people who came out to be inspired by aviation. I am sure the children didn’t even notice the road rash on the wing of the Ercoupe. Instead, they will remember that if I can fly an airplane with my feet, they can do anything! 

I am so glad that our Rightfooted Foundation could spark confidence in those kids. I couldn’t have done it without the help of everyone who made the day possible. Thank you!

The post A Thrilling Landing, Followed by a Shocking Twist appeared first on FLYING Magazine.

What you will not see are very many light sport airplanes. 

When you do the math, it appears nearly impossible to carry enough fuel in an LSA for an around-the-world flight with two pilots aboard plus required safety gear for extended overwater operations. But on two different earthrounder missions, pilots from Sling Aircraft in South Africa were able to circle the globe in heavily modified LSAs. 

And on a more recent trip around, pilot Zara Rutherford of Belgium flew a Rotax-powered Shark “ultralight” (comparable to our LSAs) airplane on a 155-day trip, breaking the Guinness World Record for the youngest woman to fly solo around the world.

Let’s dig into how Team Sling made their two earthrounder flights happen.

The First Mission

In mid-July 2009, Sling pilots Mike Blyth, the company’s director, and James Pitman, the company’s chairman, departed Johannesburg, South Africa, in a two-seat Sling LSA using a Rotax 912ULS 100 hp engine. The Sling was modified with an increase in fuel volume from 39 U.S. gallons in two wing tanks to 119 gallons in six separate wing tanks. Other modifications included seats that could recline, strengthened main gear, and the installation of a satellite tracking device.

Blyth and Pitman arrived back in Johannesburg in late August after flying for 40 days, visiting 12 countries, and covering a distance of approximately 24,400 nm. 

“Each circumnavigation has had its own challenges and rewards,” Blyth said. “The challenges have always been the weather and dealing with bureaucracy, but it was never the aircraft or the pilots. The rewards have been the sense of achievement after the longest and most challenging flights like the 27-hour flight from Rio de Janeiro, Brazil, to Cape Town, South Africa.”

Pitman added that the flight was as much a testbed as an adventure. 

“We learn during adversity,” he said. “Our flights around the world were a crucible in which we learned about our aircraft so that we could perfect them. It’s not been only a textbook exercise. Everything works because it has to when you are out over the ocean at night flying through storms!”

The Second Mission

For Sling’s second earthrounder flight in 2015, four pilots shared time flying a Sling 2 LSA with a Rotax 912iS engine. Joining Blyth and Pitman were Patrick Huang, the airplane’s owner, and Jean d’Assonville, the company’s technical director. Huang flew the entire flight, while the other three pilots each flew a third of the route. The flight took 78 days, crossed 12 countries, and covered an approximate distance of 25,000 nm.

For this flight, which departed and culminated again in Johannesburg, South Africa, the Sling LSA’s fuel system was altered from the first successful flight in 2009. The fuel was increased from 39 U.S. gallons in two wing tanks to 79 gallons in four separate wing tanks. An additional single removable fuel tank in the rear baggage compartment held a capacity of 32 U.S. gallons for a total fuel capacity of 111 U.S. gallons. And along with the satellite tracking device, an HF radio was installed for this flight.

Around the World in an LSA Is Not for Everyone

While not every pilot is ready—or willing—to try an earthrounder flight in an LSA, the two flights by Sling and one by Rutherford in her Shark UL prove it can be done. The key to these flights was the exceptionally low fuel burn of the Rotax 912 engines in all three airplanes, coupled with incredibly thorough flight planning and a tremendous ground support system. It is not enough to simply add fuel tanks where fuel tanks are not normally found in order to fly the long legs required on these flights. It takes courage, piloting skill, and yes, maybe even a bit of luck, to make it entirely around this rock we all live upon in an LSA.

The post LSAs Can Handle the Long Legs of an ‘Earthrounder’ Flight appeared first on FLYING Magazine.

Unfortunately, I’ve found myself in this position before and was faced with some tough decisions, but there are some lessons I’ve learned that have helped me maintain my safety.

No Real Pressure to Get Home

Many people—probably a larger percent outside of flight training—can find themselves in a position of having to get home. However, by committing to one option, they’ve excluded other safer and temporary diversions.

In times when I’ve felt like I wouldn’t be able to safely get home because of either low morning fog or afternoon storms, the first principle I’ve embraced is that there’s a compulsion to go right home. I admit there are real pressures that cause you to feel that you must land at a particular airport, or a familiarity bias that might goad you to think: “It can’t be that bad, I’ve been here before.”

I’ve found that the most anchoring principle has been to reframe all of your commitments into a broad picture. Ultimately, the safe outcome of the overall mission will always be more important than some temporary inconvenience. While this first step is all a mental process, I’ve found that it remains the most important decision. 

Consider All of Your Options

So what are your other options? Hopefully, as you’ve been flying along, you’ve been canvassing the area for surrounding airports and considering if their conditions and amenities will meet your needs.

• READ MORE: Previous editions of “What a CFI Wants You to Know”

Admittedly, the quality of your choice will depend on the urgency of your decision, and hopefully, you weren’t completely negligent to only leave yourself with really suboptimal choices. Depending on the time of day, this might mean an overnight, which I know feels like the least desirable option, but when all is said and done, you won’t regret the minor setback.

Pay Attention to Your Fuel, Coordinate with ATC

You should also be paying attention to your fuel status, which will determine how wide your options are. If you are in an area where there are many local airports, chances are you can fly to a nearby field that hasn’t yet been affected by the incoming weather. But this might not be an option if you’re in a remote area. In this case, you might have to hold at a waypoint. This is where coordinating with ATC will be your best choice as well. After all, ATC provides a service to support pilots. By communicating early enough, you will be afforded even broader options beyond your purvey. If you’re in the worst scenario, you can declare an emergency for priority services.

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Additionally, consider what other pilots in the area might be doing. There is no shame in asking for help or discussing your options when appropriate.

Finding yourself in this position is never a good feeling. While it will feel tempting to think about what you could’ve done to prevent it, you will have to make your decisions as they are in front of you. If you can manage to stay calm and not get tunnel vision, you may find many options that can earn you a safe outcome.

The post Look Past the Moment and Take the Safe Option appeared first on FLYING Magazine.