What Are the FAA Supplemental Oxygen Requirements for Private Pilots?

You can find clear FAA oxygen requirements in 14 CFR 91.211. Here’s a quick rundown:

• Pilots must use supplemental oxygen when flying above 12,500 feet msl for more than 30 minutes.
• At cabin pressure altitudes above 14,000 feet MSL, pilots must use oxygen at all times.
• For flights above 15,000 feet MSL, all occupants (not just the pilot) must be provided with supplemental oxygen.

To make it even easier, check out this quick reference table:

It’s important to note that these are minimum requirements. As pilot Pia Bergqvist discusses, oxygen use should be considered at lower altitudes based on individual tolerance and health factors. These considerations may include physical fitness, smoking habits, and overall health, which can affect a body’s ability to cope with lower oxygen levels at altitude. 

Additionally, the FAA recommends using supplemental oxygen above 5,000 feet msl at night, as the eyes require more oxygen to maintain optimal vision in the dark. So even if you’re not legally required to use oxygen, it’s a good idea to have it handy for those night flights.

Types of Aviation Oxygen Equipment

There are several types of oxygen machines available for general aviation aircraft. Some are integrated while others are portable. Additionally, the delivery methods—and associated comfort—can vary.

Portable Oxygen Systems

Portable systems are ideal for smaller aircraft or only occasional high-altitude flights. These compact units are easily stowed and can be quickly deployed when needed. They vary in size, with some offering only a few minutes of oxygen, and others offering up to 40 hours of reliable oxygen flow. 

The technology has come a long way too. Companies like Aithre Aviation have integrated iOS apps into their systems that allow you to monitor oxygen levels and status. Most importantly, since these do not require the same certification as built-in systems, be sure to look for reliable, high-quality portable systems from reputable manufacturers.

Built-In Oxygen Systems

For frequent high-altitude flying, a built-in system may be more suitable. These permanent installations provide a continuous supply of oxygen without occupying valuable cabin space. Again, the technology has come a long way. While bottle systems are still most common, advanced systems act as oxygen generators in real-time during flight, offering an almost endless supply of oxygen.

Oxygen Masks/Cannulas

Choosing the right mask or cannula is essential for comfort and effectiveness. Options include nasal cannulas, oral-nasal masks, and quick-donning masks, each with their own advantages and limitations. While the Top Gun look is tempting, masks can be bulky and uncomfortable. Personally, I prefer a comfortable cannula for most GA situations.

Oxygen Quantity Indicators

Monitoring your oxygen supply is critical, and quantity indicators help you keep track of usage and remaining supply. Trust me, you don’t want to find yourself at altitude with an empty oxygen tank. That’s one of the biggest advantages of newer oxygen generator systems—you’ll never have an empty tank.

Using Aviation Oxygen Systems Properly

Proper use of oxygen equipment is essential for maintaining safety and avoiding hypoxia. You should read up on the dangers of hypoxia to recognize all its signs and symptoms, but in general, you should:

• Begin using oxygen as soon as you reach the altitude thresholds set by the FAA or your personal limits. Don’t wait until you feel symptoms of hypoxia, as your judgment may already be impaired.
• Adjust the flow rate according to altitude and manufacturer’s instructions, while monitoring the oxygen quantity indicator. It’s not a set-it-and-forget-it situation.
• Watch for hypoxia symptoms, such as headaches, dizziness, and confusion, and take immediate action if they occur. This often entails descending to a lower altitude and using supplemental oxygen. If you’re feeling off, don’t try to tough it out.

Another important consideration is what to do in the event of an in-flight medical emergency. Having supplemental oxygen available can be crucial for stabilizing a passenger until the aircraft can land and medical assistance is available. 

While private pilots may not have the same resources as commercial airlines, having a basic understanding of how to use your oxygen equipment to assist a passenger in distress could make a big difference.

Stay Safe and Avoid Regulatory Risks

Understanding supplemental oxygen requirements and properly using the appropriate equipment is crucial for every private pilot. 

To learn more about FAA regulations and enhance your aviation knowledge, consider enrolling in training courses offered by reputable organizations like Pilot Institute or ASA. And when choosing oxygen equipment for your aircraft, do research and select products from trusted manufacturers known for their commitment to quality and safety. 

Flying is a privilege and a responsibility. Stay informed and equipped to keep you and your passengers safe (and conscious).

FAQ

What is the oxygen requirement for an unpressurized aircraft at 15,000 feet?

At 15,000 feet msl, both pilots and passengers must use supplemental oxygen at all times in an unpressurized aircraft.

At what altitude do you need oxygen?

Pilots must start using supplemental oxygen at 12,500 feet msl if the flight exceeds 30 minutes, and continuously above 14,000 feet msl. However, some pilots may need to use oxygen at lower altitudes based on individual factors, including physical fitness, smoking habits, and overall health.

What is the normal oxygen level on a plane?

The oxygen concentration in an airplane at sea level is approximately 21 percent. As altitude increases, the air pressure decreases, reducing the effective amount of oxygen available to breathe. On most commercial airlines, the pressurized cabin will have effectively the same oxygen concentration that would be experienced at an elevation of 5,000-6,000 feet when flying at 35,000 feet. In fact, the airplane’s ability to maintain this pressurization is a large factor in determining the maximum cruising altitude.

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The House voted in favor of a reauthorization bill in July that would have included raising the mandatory airline pilot retirement age to 67 from 65. But in February, the Senate Commerce Committee rejected that element of the proposed five-year, $105 billion FAA reauthorization measure.

According to a Reuters report, the mandatory-retirement-age extension is not in the bill agreed to by House and Senate negotiators. The Senate is expected to vote on the bill later this week.

• READ MORE: FAA Data Shows Student Pilot Numbers on the Rise

Among the provisions that are still included in the 1,000-page document are measures prohibiting airlines from charging extra for families to sit together; a required five-year period for airlines’ vouchers and credits to remain valid; and a mandate for 24-hour cockpit voice recorders. Not included, according to Reuters, were other “stricter consumer rules” proposed by the Biden administration.

While consumer concerns are prominent in the news about the agreement (it includes raising the maximum civil penalty for airline passengers’ consumer violations to $75,000 from $25,000), in large part, the reauthorization legislation addresses concerns over aviation safety following months of alarm over near collisions and quality-control discrepancies, primarily focused on Boeing.

• READ MORE: FAA Adopts New Rules for Air Traffic Controller Rest

The negotiator-approved version of the legislation addresses FAA staffing shortfalls in air traffic controllers (a need for 3,000 new controllers) as well as inspectors, engineers, and technical specialists. The five-year time frame for the FAA reauthorization bill also includes five years of funding for the National Transportation Safety Board (NTSB).

In a joint statement, Senate Commerce Committee Chair Maria Cantwell (D-Wash.) joined the top Republican on the panel Ted Cruz (R-Texas), House Transportation Committee Chair Sam Graves (R-Mo.), and top Democratic member of the committee Rick Larsen (D-Wash.) in writing, “…now more than ever, the FAA needs strong and decisive direction from Congress to ensure America’s aviation system maintains its gold standard…”

Editor’s Note: This article first appeared on AVweb.

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The filing is part of “a strategic restructuring process,” according to a statement.

As part of the announcement, ICON said its management team “remains committed to the company’s mission of revolutionizing personal aviation and continuing to support owners and employees during this transition.”

“We plan to continue to produce and sell aircraft and provide first-rate service, training, and support for our customers,” said ICON CEO Jerry Meyer. “We believe this process will enable the business to address its current challenges and emerge with new ownership—stronger than ever—and continue building amazing planes with a focus on innovation, safety, and incredible flying experiences.”

An ICON spokesman told AVweb there is no information available on who the new ownership might be. The announcement did include contact information on the company handling the sale, for “interested parties” who would like to reach out.

ICON said it will maintain open lines of communication with customers, suppliers, employees, and other stakeholders “to ensure transparency and provide updates on critical developments.” The spokesperson told AVweb the stakeholders include investors, vendors, and board members.

“All have been notified and we will continue to keep them updated,” the spokesman said.

ICON said it wants an expedited sale process with approval from the bankruptcy court. The company has arranged debtor-in-possession financing to fund operations and costs.

“To minimize the adverse effects on its business and the value of its estate,” the statement read, “the company has filed customary motions with the bankruptcy court to get court approval to sustain its operations in the ordinary course, including honoring commitments to customers and vendors and fulfilling obligations to all employees.”

Added Meyer: “We understand that this situation creates a hardship for everyone involved. However, without taking these steps, there is not a viable path forward for the business to do what we do best—build incredible airplanes and support our aircraft owners.”

For more on the bankruptcy process, including claims information, ICON provided the following contact information: https://cases.stretto.com/iconaircraft, or call 866-993-1870. International callers: 949-892-1896.

Editor’s Note: This article first appeared on AVweb.

The post ICON Files for Chapter 11 Bankruptcy Protection, Pledges Transparency appeared first on FLYING Magazine.

Today’s Top Pick is a 1973 Learjet 25B.

The Learjet 23’s first flight in 1963 marked a new era in personal transport. Until that point, many aviation industry leaders doubted that the market for luxury private jets was large enough to warrant the expenditure needed to design and produce such aircraft. Convinced it would succeed if marketed to the right customers, inventor Bill Lear pushed ahead with development of the Learjet.

Learjets became so popular that for a time they became synonymous with “private jet” and “business jet.” People tended to refer to any sleek, small private jet as a Learjet. While many business aviation customers bought the aircraft, it was celebrity ownership that helped them stand out. Famous people–-like singers James Brown and Frank Sinatra, and pilot/golf champion Arnold Palmer—traveled in Learjets, which came to represent expressions of personal style as much as time-saving business tools. Even the earliest models still look great today.    

This 1973 Learjet has 10,600 hours on the airframe, 4,036 hours on one engine and 4,200 on the other since overhaul. The General Electric CJ610-6 engines have a TBO of 5,000 hours. The airplane has made a total of 9,557 landings and has a range of 1,437 nm, maximum takeoff weight of 15,000 pounds, and  basic empty weight of 8,154 pounds.

The panel includes a Garmin GNS 530AW, dual Garmin GTX 335 transponders, autopilot with flight director, and weather radar. Additional equipment includes a drag chute.

Pilots and passengers who want a fast, beautifully styled aircraft with family ties to what many consider the first real business jets should look into this 1973 Learjet 25B, which is available for $385,000 on AircraftForSale.

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

• FLYING Magazine: The Learjet Era Ends With a Final Delivery
• FLYING Magazine: Exploring the Flysimware Lear 35A for MSFS2020
• FLYING Magazine: FAA Certifies G5000 Avionics Update for Learjet Aircraft
• FLYING Magazine: Bombardier Announces Learjet 75 Liberty
• Plane & Pilot: How The New Learjet Liberty Is New And How It‘s Not
• Plane & Pilot: Last Learjet Ever
• AVweb: Last Learjet Rolls Off Bombardier’s Wichita Assembly Line

The post This 1973 Learjet 25B Is a Fast Celebrity-Linked ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Embraer delivered 75 aircraft during the fourth quarter of 2023, including 49 executive jets, 25 commercial jets, and one C-390 military jet. For the full year, the company’s deliveries totaled 181 aircraft, an increase of 13 percent from 160 in 2022.

• READ MORE: Embraer Deliveries Up 30 Percent in Third Quarter

The Executive Aviation unit ended the year with a total of 74 light jets delivered, marking a 12 percent increase over 2022 and the highest volume in seven years. Deliveries of medium jets rose 14 percent to 41 aircraft. The backlog grew by $400 million to $4.3 billion.

Embraer’s Defense & Security unit won a deal to supply its C-390 Millennium military transport jets to South Korea, making that country the first C-390 customer in Asia. Last year Austria and the Czech Republic also selected the C-390 in 2023, as did the Netherlands in 2022.

• READ MORE: South Korea to Buy Embraer C-390 for Military Transport

The Commercial Aviation unit reported a 12 percent increase in deliveries of E-Jet aircraft to 64. Within the E-Jet family, deliveries of the E2 models more than doubled to 39 aircraft in 2023. The backlog rose to 298 aircraft, or a total of $8.8 billion. Highlights for the year included the Canadian carrier Porter Airlines placing an order for 25 E195-E2 passenger jets, adding to previous existing firm orders for 50 aircraft.

Embraer’s Services & Support business backlog grew to $3.1 billion in 2023, its highest-ever level. The company said growth momentum benefited from its earlier announcement of a deal that has doubled its maintenance service capacity for executive jets in the U.S. The expansion includes the addition of three executive aviation maintenance, repair, and overhaul (MRO) facilities at Dallas Love Field, Texas (KDAL); Cleveland, Ohio (KCLE); and Sanford, Florida (KSFB).

The post Embraer Says Deliveries, Backlog Rose in 2023 but Supply Chain Woes Slowed Results Overall appeared first on FLYING Magazine.

Today’s Top Pick is a 1968 Piper PA-28R-180 Arrow.

I have long been a fan of the 180 hp version of Piper’s classic PA-28, which I find so much livelier than the same airframe with a 150 or 160 hp engine. Tucking the landing gear away makes the airplane ideal for pilots who want the added aerodynamic efficiency and sleek looks of a clean, retractable aircraft.

The PA-28R for sale here has paint and interior that look great—as if they emerged from a time capsule. It has a strong presence on the ramp and is a stable, easy-flying way to get around at a good pace. The Arrow is a great step-up airplane, particularly for anyone who trained in basic, lower-powered PA-28s.    

This 1968 Arrow has 3,976 hours on the airframe, 724 hours on its Lycoming IO-360 engine since overhaul, and 406 hours on its Hartzell propeller since new. The panel includes a Bendix/King KMA-24 audio panel with marker beacon, dual Bendix/King KX-165 nav/coms, KN-62A DME, KR-87 ADF, Century I autopilot, uAvionix ADS-B, Sigtronics 4-place intercom, and JPI 800 engine monitor.

Pilots looking for one of the most economical ways to step up to a retractable aircraft for travel, training, or time-building should consider this 1968 Piper PA-28-180 Arrow, which is available for $93,000 on AircraftForSale.

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

• FLYING Magazine: Transitioning from Boeing to Piper
• FLYING Magazine: A Flying Sojourn at Low Levels
• Plane & Pilot: 2005 New Piper Arrow IV
• Plane & Pilot: Piper Cherokee Arrow
• The Aviation Consumer: Used Aircraft Special: Piper Arrow

The post This 1968 Piper PA-28R-180 Arrow Is a No-Nonsense, Retractable ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Density altitude robs an aircraft of its performance, and if the pilot isn’t aware density altitude is present, they can run out of runway and options at the same time. You shouldn’t necessarily fear density altitude, but you should respect it, and know what to expect from your airplane.

Defining Density Altitude

Density altitude (DA) is pressure altitude corrected for nonstandard temperature and humidity. If it is warmer than standard temperature (15 degrees Celsius or 59 degrees Fahrenheit at sea level), an elevated DA is possible. The warmer the air is, the less dense the air is. When you heat air, it expands. If there is high humidity, there are more water molecules between the air molecules, and we also experience less performance from the aircraft. If the aircraft is operating from a high-elevation field—for example, taking off from an airport in the mountains where there is reduced barometric air pressure—we have the three factors that create density altitude: high field elevation, high temp, and high humidity.

It is a common misconception that all three need to be present for density altitude to be an issue. Just one will do it.

The FAA provides great information on the effects of density altitude. The Pilot’s Handbook of Aeronautical Knowledge and FAA-P-8740-2 / AFS-8 (2008) HQ-08561 are good places to start. These publications warn pilots to expect an increased takeoff distance, reduced rate of climb, and an increased true airspeed on approach and landing, although the indicated airspeed will remain the same. The latter can lead to floating and running out of runway, if not corrected for, and regardless, you will experience a longer landing roll as a result.

• READ MORE: Density Altitude: Know Your Enemy

Calculating DA begins by determining pressure altitude. At the airport, pressure altitude is easy to obtain: It is the attitude displayed on the altimeter when the Kollsman window is set to 29.92 inches of mercury, or 1013.4 millibars, so head out to the airplane and use the altimeter to get the information.

If you don’t have an altimeter, use an equation to determine pressure altitude: Take the standard pressure of 29.92 and subtract the current pressure setting. Take the result and multiply it by 1,000, then add field elevation. This results in pressure altitude.

For example: Let’s say the current altimeter setting is 29.45 and the field elevation is 500 feet. Plugging these numbers into the pressure altitude formula, you get: (29.92 – 29.45 = .47), (0.47 x 1,000 = 470), and (470 + 500 = 970), so the pressure altitude is 970 feet.

Now determine the outside air temperature. You can check the outside air temperature gauge or reading on your display, or obtain it from the automated weather at the airport or an aviation weather briefing.

Using the Flight Computer

Density altitude can be determined using a mechanical E6B. For this exercise, we will say the temperature is 90 degrees Fahrenheit. You must first convert Fahrenheit to Celsius: There is a conversion scale printed on the manual E6B to find 90 degrees F = 32 degrees C. Next, find the line that has the values for air temperature in the box labeled air temperature. Locate the box labeled pressure altitude. Put the air temp over the pressure altitude.

Look at the box labeled density altitude—there is your answer. So if the pressure altitude is 1,000 feet and the temperature is 30 degrees Celsius, the pointer in the density altitude box is directed at the two-tick mark, which means the DA is approximately 2,000 feet.

If you are using an electronic E6B, follow the formula printed on the instrument, press a few buttons, and get the numbers. If using an app, drop in the numbers and see the result.

Using a Density Altitude Chart

In the absence of an app or E6B, check the POH for a density altitude chart. You can find the ambient DA by adjusting for field elevation using the numbers on the right side of the chart. Either add or subtract as necessary, then use the table to adjust for the difference between standard pressure and the altimeter setting at the airport.

If the chart is a graph, move to the side that depicts the adjusted field elevation, then find the temperature on the bottom of the graph. The point where these values intersect is the density altitude.

Over the past 10 years, online calculators have gained in popularity. One of the more user-friendly ones was created by Richard Shelquist, a pilot from Colorado. Shelquist has hundreds of hours of experience flying in the Colorado mountains, which resulted in the creation of the online density altitude calculator. Plug in the numbers and the program does the rest.

Calculate Aircraft Performance

You should be calculating aircraft performance before every flight, and it is especially important when high density altitude is present. Don’t make guesses here—get that POH or aircraft flight manual out, crunch those numbers, and be conservative. The POH/AFM was written for a fresh-from-the-factory airplane and engine, and yours probably have some hours on them. It’s OK to round up to give yourself some cushion.

For example, if you determine the required takeoff distance to clear the 50-foot obstacle at the end of the runway is 2,795 feet, round that up to 3,000 feet. Know what is off the departure end of the runway too—is it an open field or a lake or a shopping center? You don’t want to be that pilot who “thought he could make it” and came down in a parking lot.

Train for the Event

Although the CFI cannot control the weather, they can give you a demonstration of reduced aircraft performance by limiting takeoff power. Determine takeoff roll and climb out at full power—then limit the power on takeoff. For example, if you normally takeoff at 2,700 rpm at sea level, try it at 2,100 rpm.

The runway needs to be long enough for the aircraft’s takeoff roll to result in a safe liftoff and climbout. The CFI calls the learner’s attention to the lengthy takeoff roll, cautioning against the urge to yank the airplane into the air as this can result in it settling back on the runway or a stall. Note the sluggish liftoff and climb. When the aircraft has cleared a specific altitude, apply full power to really notice the difference in performance. There should be an emphasis on the procedures: identifying an abort point on the runway, the proper liftoff point and climbout speed, and aircraft configuration.

If you have access to an advanced aviation training device (AATD), it is easy to have the aircraft take off from a mountain airport on a hot day. I use Ranger Creek Airport ( 21W) in Greenwater, Washington. The asphalt runway measures 2,975 feet and the field elevation is 2,650 feet msl. Crank up the temperature to 90 degrees and you have a teachable moment. The key points to include are configuring the aircraft for takeoff—including leaning the mixture per the POH—the use of flaps, and determining takeoff roll and climbout. Treat the event as if it is real world, verifying airspeed before attempting to climb out so the aircraft does not stall or settle back on the runway.

A Cautionary Tale

As the day gets warmer, density altitude increases, but this rise is not linear—and it can happen so quickly it takes you by surprise.

A 400-hour private pilot wanted to fly from his home field of Pierce County Thun Field (KPLU) to Packwood Airport (55S) in Washington. The pilot was taking part in the Airport Passport program and wanted to get the Packwood stamp in his book. It is a short flight—approximately 39 nm—but into rising terrain as Packwood, field elevation of 1,057 feet, is located just south of Mount Rainier. The runway measures 2,356 by 38 feet. The field elevation of KPLU is 538 feet msl, and the runway measures 3,651 by 60 feet.

It was a day in early August, and the pilot—knowing density altitude would be an issue by afternoon—opted to fly in the morning. Although he was a fully certificated, current, and proficient pilot, he asked a CFI from the local flight school to accompany him, as he had very little experience with mountain flying. When they took off, the DA, as reported by KPLU’s automated weather, was 1,900 feet, a value easily handled by his Cessna 172.

They made it to Packwood but ran into trouble on the departure. According to the pilot, the aircraft “just didn’t have the juice” for a safe takeoff. After multiple attempts, they decided the best course was to leave the airplane and come back early in the morning when density altitude was at its lowest. The mother of the CFI drove out to get them. I found out about the situation several hours later—both the pilot and CFI explained the situation by saying they did not think the density altitude would get so high so quickly. Fortunately, they made the right choice to leave the airplane behind.

This column first appeared in the August 2023/Issue 940 of FLYING’s print edition.

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My airplane has similar issues. I shouldn’t be surprised. We were both made in the same year: 1972. She’s serial number 9046. I’m somewhere around 108 billion. The Bonanza has evolved a lot faster than humans have. My knees are still Gen 1, and my electrical system hasn’t been upgraded to 28 volts. Not holding my breath either. My autopilot works just fine, but that’s not considered a desirable attribute in a human.

Last week I departed Los Angeles for New York. I flew straight back to Moriarty Municipal Airport (0E0) in New Mexico to clean up some additional squawks that surfaced post-annual. These aren’t things Fernie missed, rather just additional groans and signs of aging that my bird is exhibiting. Fernie cared for her immediately and got us going in just a day. By comparison, my doctor has a “first available” three months out, and my squawks are quite a bit more difficult to address and repair.

As a young man, I sustained plenty of injuries taking part in the many extreme sports I was drawn to. To alleviate the depression of being sidelined by an injury, I would tell myself that the treatment was going to make me stronger than I was before. I believed that my double meniscus surgery would make my knees like new again. It didn’t. You could make a case that the multiple fractures I’ve endured have possibly healed stronger than they were pre-break, but the calcified bump on my foot over the fifth metatarsal makes it impossible to wear ski boots now.

I have similar fantasies when parts are replaced on my airplane. Unlike my knees, this is less of a self-deception. When Joe and Brian from ACE Aircraft Cylinders & Engines overhaul my Continental 550, I am flying behind an engine better than the one it replaced. I breathe easier knowing that Kevin O’Halloran refurbished my landing gear motor. The list goes on. These craftsmen are the equivalent of doctors for our airplanes. They keep our machines healthy.

The squawks I returned to Moriarty with seem to dovetail with my own physical issues. Stay with me here:

• N1750W developed a small oil leak from a flex joint on the breather tube.

• I cough up phlegm most mornings apropos of nothing.

• My Bo’s vernatherm isn’t functioning properly as the oil never seems to get up above 150 degrees at cruise altitudes.

• I’m in Santa Fe, New Mexico, at the moment and couldn’t breathe on my run this morning here at 7K feet msl. I hid behind a bush to avoid the embarrassment of another jogger asking me if I needed help.

• The double-sided tape on my window scoop let go during taxi the other week, sucking the entire assembly out of the window and forcing me to shut down, exit the airplane, and run back to get it. No joggers witnessed this event.

• My knee let go on a tennis court in Griffith Park last month. I snapped it back into place, took an “L” on the match then went and got tacos.

• Lately, there is the faint smell of gas in the cabin.

• Lauren has been complaining about the not-so-faint smell of gas coming from my “cabin.” Neither issue has been resolved to anyone’s satisfaction.

I grew up in the 1980s with Steve Austin. “Gentlemen, we can rebuild him. We have the technology…Better. Stronger. Faster.” Nope. At 50 it feels more like: Slower. Dumber. Crankier. You take things for granted when you’re young. Now, your health is first and foremost. I used to throw my body around. No stretching. No thoughtfulness. Treated myself like a workhorse: ridden hard and put away wet. I imagine buying a new airplane (something I’ve never done) must allow a similar lack of concern.

Many manufacturers cover basic maintenance for a time, and the warranties are substantial, covering most everything that could go wrong. So a pilot behind a new aircraft flies with mechanical abandon, knowing they likely aren’t going to have anything go wrong—notwithstanding their own deficiencies.

My overhauled engine in the Bonanza has 400 hours on it. I’m right in that sweet spot between the infant mortality stage and the still-distant 1,400-hour TBO. I am not worried about my engine. I can imagine flying past TBO—something I intend to do—but it won’t be the same. Crossing Lake Erie will feel differently with 1,800 hours on the Hobbs. At some point, something will fail. Just like my body. At a certain point, there is only decline. You can try and fight it, but you will one day lose. The best we can do is manage it. This isn’t meant to be morose. I believe the ephemeral quality of life is meant to have us appreciate our time here in a way we could not if we were granted immortality.

The Six Million Dollar Man comparison doesn’t hold water in regards to my body. But in some ways it does hold true for my aircraft. The Garmin suite of avionics I have in my airplane make it far more capable than it was when I first bought it with its steam gauges and a VOR receiver as its sole means of navigation. But there is a law of diminishing returns at play here. The airframe is aging. Metal fatigues. Magnesium pits. Floorboards rot. At some point, and it may not be for years, you’re putting lipstick on a pig.

This is where the comparison between myself and the airplane has its limits. I am deteriorating at a faster pace than my Bonanza. Sadly (or not), N1750W will outlive me. With proper care, she still has many years ahead of her. Me…I’m entering what is effectively the last third of my life. Don’t worry: I’m still sending it. I have no intention of slowing down. But I’m aware that time is ticking. In the meantime, I’m gonna keep applying that lipstick. Appearances must be kept.

This column first appeared in the August 2023/Issue 940 print edition of FLYING.

The post Time Is Ticking on My Youth—and My Airplane’s Too appeared first on FLYING Magazine.

The $2.49 billion purchase of the fighter jet-sized drones will increase Canadian force interoperability with U.S. and NATO forces while also helping the country fulfill its North American Aerospace Defense (NORAD) responsibilities, Canada’s Department of National Defense said. The aircraft will also be tasked with monitoring the country’s remote territories as part of civilian air operations during responses to wildfires and floods.

“At a time when defense and security needs are changing faster than ever, we must ensure Canada has a modern, adaptable military that is prepared to respond to evolving and emerging security challenges,” said Defense Minister Bill Blair. “Canada must meet the growing demand for domestic assistance while preserving our ability to defend Canada, protect North America, and support our allies.”

MQ-9B SkyGuardian

The MQ-9B boasts a 79-foot wingspan with a maximum external payload capacity of 4,750 pounds. It offers intelligence, surveillance, and reconnaissance (ISR) capabilities with the ability to fly over the horizon via satellite for up to 40 hours, according to GA-ASI. The aircraft features Lynx multimode radar, advanced electro-optical/infrared (EO/IR) sensor, and the ability to take off and land automatically.

“Canada’s vast territory and complex terrains, including in the Arctic, require a cost-effective multimission RPAS [remotely piloted aircraft system] solution that can endure long periods on station, fly in harsh weather environments, and safely operate in all airspaces,” said Linden Blue, CEO of GA-ASI.

This past year, the Royal Air Force in the U.K. became the first military to operate the MQ-9B under its own designation, Protector RG Mk1.

• READ MORE: RAF Protector RG Mk1 Takes First Flight

CAF Upgrades

The investment is part of numerous military modernization initiatives that will have “tremendous impacts” on the country supporting its national defense interests, said Kody Blois, Member of Parliament for Kings-Hants. “Investing in [RPAS] is but one of many planned upgrades for our Royal Canadian Air Force—in addition to the F-35 for fighter missions, the CC-295 for search and rescue missions, new and upgraded Cormorant helicopters, and the P8-A Poseidon multi-mission aircraft,”

• READ MORE: Canada Set to Buy 88 F-35 Fighters

In addition to the 11 remotely piloted aircraft systems, the CAF contract also includes six ground control stations, new ground control center in Ottawa, two aircraft hangars, weapons, sustainment services, and training support. The first deliveries are expected in 2028, with full operational capability projected by 2033.

The aircraft will be based at Canadian Forces Base (CFB) in Greenwood, Nova Scotia, and CFB Comox in British Columbia, and will also be operated from northern territories.

The post Canadian Air Force Makes $2.49B MQ-9B Combat Drone Buy appeared first on FLYING Magazine.

Today’s Top Pick is a 1946 Globe GC-1B Swift.

The Globe Swift has an interesting history that begins during aviation’s golden age between the wars but truly gets going in the wake of World War II. The sleek, low-wing, two-seater has fighter-like styling, retractable landing gear and  sliding canopy. Given these features, it is easy to understand the airplane’s appeal.

While not speed demons, Swifts move along well, generally between 104 to 112 ktas, on fairly low horsepower. A long list of STCs include engine upgrades that can push speeds higher. Early models came with 85 hp Continental engines that soon gave way to 125 hp versions, which improved performance significantly. Swift pilots tend to care more about the airplane’s responsive handling and light, tactile controls. Still, engines ranging above 200 hp and numerous other approved speed modifications can give the aircraft a racier feel.  

This Swift has 1,455 hours on the airframe and 77 hours on its Continental C-125-2 engine since overhaul. The panel includes an AV-30 multi-function flight instrument, an EDM 700 engine monitor with fuel flow, and Stratus ADS-B. 

Pilots interested in vintage aircraft that are fairly rare but reasonably economical to operate and maintain should consider this 1946 Globe GC-1B Swift, which is available for $49,900 on AircraftForSale.

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

• FLYING Magazine: 1946 Globe Swift ‘Speedster’ 
• FLYING Magazine:The Swift and First Solos
• Plane & Pilot: Globe/TEMCO Swift: An Efficient And Comely Two-Seater That Stood The Test Of Time
• Plane & Pilot; Globe Swift GC-1B
• The Aviation Consumer: Off The Beaten Path: Vintage Aircraft

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