These days, most pilots are savvy enough to wear some sort of hearing protection every time they fly, whether it be earplugs when they are in an open cockpit biplane that lacks an electrical system, or noise-canceling mega-buck headsets in a jet.

FLYING put a few of the more popular designs through our testing gauntlet.

David Clark DC Series

David Clark, the Worcester, Massachusetts-based company, has been manufacturing “head set communication systems for high-noise environments” since 1975. 

As headsets for general aviation pilots became more popular in the 1980s, DCs were the ones that pretty much every pilot, from students to professionals, used. My first headset was a DC H10-40 picked out by a test pilot co-worker of my dad’s at Lockheed Martin. Dad said, “If they were good enough for someone flying an F-whatever,” they were good enough for me. The headset is still available and described in many pilot supply catalogs as “best value” for both the fledgling aviator and the more established pilot, as it is available new for less than $300. 

These days, David Clark has expanded its options. Some of the designs have passive noise attenuating and electronic noise canceling, some have active noise reduction (ANR). There are also units with articulating boom mics, and others with a one-piece wire style. There are headsets with different-sized and shaped earcups, and the price (between about $335 to $895) varies depending on additional features, including Bluetooth,among others.

I spent my first 4,000 hours under a DC headset. They were durable. I know I dropped mine a few times and had to replace several ear seals—the definition of excitement is when one of the gel seals fails during a cross-country flight and your flight instructor thinks your brains are leaking out.

David Clark also has an incredible service department. You can ship the headset to them, and if they can fix it, they will do so at a reasonable cost. If there are charges, they will call you for authorization before beginning the repair work. Some replacement parts, such as the gel ear seals and microphones, can be purchased and installed yourself. All David Clark headsets carry a five-year warranty.

Sigtronics S-20

The Sigtronics S-20 Headset is one of the most inexpensive headsets on the market, coming in at less than $200. This makes it popular as a first-time headset for the budget-conscious aviator and for flight school operators who have lost headsets to people who suffer from “asset confusion.”

The headset features a noise-canceling microphone with a foam windscreen attached to an articulating boom mic and foam ear seals. The model weighs 12.4 ounces and carries a three-year warranty.

For several years I kept one of these in my desk at the flight school as a backup to my DCs or for clients to use if they forgot their own.

Bose A30

There comes a time in every pilot’s life when they take a look at a Bose headset. Bose brought ANR technology to the masses more than a decade ago with a variety of headsets. The most popular among the general aviation crowd is the Bose A30 aviation headset. The model comes with or without the Bluetooth feature (for a difference of $100). The microphone is interchangeable to either side for ease of use. The A30 uses AA batteries and weighs only 12 ounces.

• READ MORE Bose Unveils A30 Aviation Headset

The Bose has a wide headband and is comfortable with or without a ballcap. The downside of the Bose A30 is the cost. Its $1,195 price tag makes it one of the more expensive headsets on the market, but pilots who own them swear by them. The Bose A30 carries a five-year warranty.

Lightspeed Delta Zulu

The first ANR headset I ever used was a Lightspeed Aviation design. It belonged to a client—he had two in his aircraft and insisted I use the other one. The first time I hit the power button and the engine noise went away was a life-changing event.

Lightspeed Aviation has recently introduced the Bluetooth-enabled Delta Zulu model that gives the pilot the ability to customize its auditory acuity with the help of an app, and also has a built-in carbon monoxide detector that provides an auditory warning if CO is present in the cockpit.

The app makes it possible for the headset user to fine-tune the device to meet their hearing needs, which can be very useful if the wearer has differentiated hearing loss in one or both ears. The app also enables the user to record radio conversations, play back transmissions, draw diagrams, and archive flight recordings for post-flight briefing using a smartphone or other mobile device.

The Delta Zulu also features Bluetooth wireless technology with A2DP technology-enabled cell phone communications and stereo music streaming, alongwith alerts from aviation apps. ComPriority automatically lowers the volume of any auxiliary device when there is a radio or intercom transmission.

The headset has an Ultra Accessory Connection (UAC) plug, allowing the user to connect to other devices directly from the headset for charging, data communications, and auxiliary audio. The Delta Zulu carries a price tag of $1,099 and comes with a 60-day money-back guarantee and seven-year warranty.

Clarity Aloft Stereo Aviation Pro Plus

For the pilot who flies an aircraft with limited headroom, the Clarity Aloft Stereo Pro Plus is a TSO-certified, in-ear headset that does not need batteries. Instead of having a headband over your head, the wire band goes behind your head, sort of like wearing a pair of sunglasses backward.

The earpieces are composed of soft viscoelastic foam capable of 35 to 45 dB spectrum noise reduction. The headband is similar to those worn by stage performers and is so light, you might even forget you’re wearing it. The Clarity Aloft model doesn’t require batteries and the foam ear pieces can be easily replaced. They are about as custom fitted as you can get because they sit directly in the ear canal. 

You’ll find the Clarity Aloft Stereo Pro Plus is priced at $725 and comes with a three-year warranty. Extra ear pieces run about $25.

This article was originally published in the February 2023 Issue 934 of FLYING.

The post Selecting a Great New Headset appeared first on FLYING Magazine.

According to the company, United will take delivery of up to 1 million gallons of Neste MY SAFE in 2024 with the first load arriving in August.

• READ MORE: Signature Aviation Pumping Blended SAF at LAX Terminal

SAF is an alternative to conventional jet fuel designed to be more environmentally friendly than fossil fuel. Created from renewable resources, such as reclaimed cooking oil and feed stocks, it can reduce carbon emissions by up to 85 percent on a lifecycle basis, according to Neste. SAF can be used in unmodified aircraft engines and fuel delivery systems

United is a chief advocate for legislation to grow the SAF market. The airline has been instrumental in helping secure SAF tax credits in Illinois, as well as Washington, Colorado, and California that encourage airports to purchase SAF.

• READ MORE: Boeing Ready to Buy 7.5 Million Gallons of SAF

United is one of the founders of the SAF Coalition, which is described as a consortium of more than 40 airlines, aircraft operators, agricultural enterprises, aircraft and aircraft equipment manufacturers, airports, technology developers, labor unions, and biofuel producers. Its mission is to expand the use of SAF and reduce the reliance on fossil fuels.

In addition to Chicago, the airline has now purchased SAF for airports in Los Angeles, San Francisco, London, and Amsterdam.

“I’m pleased to see United Airlines making this significant move forward by using sustainable aviation fuel daily in flights from O’Hare,” U.S. Senator Tammy Duckworth (D-Ill.) said in a statement. “One of the most important things we can do to make American aviation more sustainable is increase the supply of SAF. At the federal level, I’ve been pushing for the increased use of SAF, and I’m going to keep pushing to increase the supply of American-grown, American-made SAF, a true win-win solution that supports domestic farmers and blenders while reducing our nation’s carbon footprint.”

Illinois Governor J.B. Pritzker echoed the enthusiasm, noting that KORD is one of the busiest hub airports in the United States.

“Illinois’ position as a hub of innovation with some of the most connected airports in the country perfectly aligns with the work of companies like United to build a more sustainable future for travel and reach our shared goal of zero emissions,” Pritzker said.

United Airlines president Brett Hart said tax incentives in Illinois made SAF availability at the airport possible.

“While the market for SAF is still in its infancy, there is a huge opportunity today for airlines and policymakers to work together to support its continued growth,” Hart said.

SAF purchased for United’s fleet is paid for in part through the company’s Eco-Skies Alliance, which allows participating companies to share the “green premium,” or the cost associated with purchasing lower-emission fuels. Since 2021, the alliance has collectively contributed toward the purchase of more than 10.5 million gallons of SAF, according to the company.

The post United Turns to SAF at Chicago O’Hare appeared first on FLYING Magazine.

Moffett Field Museum, Mountain View, California

Some airports are easy to miss when you drive by them—all you see is a flat area, some industrial buildings and a few aircraft. Moffett Federal Airfield (KNUQ) in Mountain View, California, is not one of them. It’s the home of Hangar One, one of the largest free-standing buildings in the world. The dome-topped hangar dominates the landscape of the Silicon Valley.

Built in 1933 to house the USS Macon, one of the navy’s dirigibles, the hangar measures 1,133 feet long by 308 feet wide by 198 feet high. Today the hangar is part of Ames Research Center and the home of the Moffett Field Historical Society Museum.

Speaking of History…

The construction on what was to be Airbase Sunnyvale began in 1931. The facility stood on 1,000 acres of reclaimed farmland between San Jose and San Francisco. Part of it was in the town of Sunnyvale, part of it in Mountain View.

Worried the name Mountain View would conjure up mental images of navy dirigibles crashing in high terrain, the navy opted to use Sunnyvale in the name.

Naval Air Station Sunnyvale was commissioned on April 12, 1933, but the name only lasted until September, when it was changed to NAS Moffett Field in honor of Rear Admiral William A. Moffett, the man behind the navy’s lighter-than-air program. Moffett was killed on April 4, 1933, in the crash of the dirigible USS Akron. The Akron, launched in 1931, had been designed to act as a flying aircraft carrier. The helium-filled ship was destroyed in a thunderstorm off the coast of New Jersey, taking with it 73 of the 76 souls on board.

Today, Moffett is a private airfield with an emphasis on new technology and research. Prior permission is required to land there—so it’s pretty much off limits to most pilots. However, you can access the base by car with relative ease and visit the museum.

The Curator’s View: F-8U-1 Crusader

Jeff Wasel is the executive director of the Moffett Field Historical Society Museum. According to Wasel, the museum’s artifacts are organized by era, starting with the 1930s all the way up through the Cold War and the space race.

Wasel oversees the curation, restoration, and preservation of the collection of aircraft, cockpit sections, and other major artifacts which he describes as “an unusual mix of one-off and historically significant aircraft.” His favorite is the Chance-Vought F-8U-1 (F-8A) Crusader cockpit section.

“The F-8 represents the ultimate in pure, pre-missile era U.S. Navy fighter capability, bridging the gap between the first generation of underpowered carrier-based jets of the early to mid-1950s, and the later arrival of the high performance, missile-centric F-4 Phantom II on carriers in the early 1960’s,” he explains.

“Nicknamed ‘the Gator’ for danger posed by its capacious under-nose, jet-air intake—as well as the ‘ensign eliminator’ for its unforgiving nature, especially in carrier landings—the Crusader was the hotrod of its day, and still remains legendary for its performance over the skies of North Vietnam, as ‘the last Gunfighter.’ This sobriquet is something of a misnomer though, as her four Colt Mk-12 20 MM cannons had an unfortunate tendency to jam under high G-loads, making them grossly unreliable in a tight gunfight. As a result, the F-8’s impressive 7-to-1 kill ratio was achieved primarily using early models of the AIM-9 Sidewinder air-to-air missile. Crusaders just look mean, nasty, and very purposeful, and are an icon of USN carrier aviation.”

The museum’s cockpit section comes from an early production F-8U-1, BuNo. 145399, that according to Wasel, first flew from NAS Moffett Field with “The Gunfighters” of Fleet Replacement Squadron VF-124, and later saw active service as the mount of Capt. Gordon Hodgson, USN, Commander, Carrier Air Wing 19, (CVW-19) on the USS Bon Homme Richard off North Vietnam on “Yankee Station”, and who also served as CO of VF-191, “Satan’s Kittens.”

The aircraft was in service from 1958 to 1969 and was acquired by the museum in February of 2014.

The Visitor’s Favorite: Lockheed U-2C

As far as the favorite of museum visitors, Wasel says it is the former Central Intelligence Agency -USAF-NASA Lockheed U-2C spyplane.

“The Museum’s U-2 was delivered as an ‘A’ to the CIA’s Groom Lake Test Facility, Groom Lake NV, on March 5, 1956, under contract SP-1913. After a variety of short test deployments, she was transferred to the Strategic Air Command, (SAC), but was retained by Lockheed for testing through January 1959.” says Wasel.

Most people know the U-2 as the CIA aircraft American pilot Francis Gary Powers was flying when he was shot down while flying a reconnaissance mission over what was then the Soviet Union.

“After the Power’s shoot down over Russia on May 1, 1960, the CIA began research into using USN carriers as a means to deploy U-2s,” says Wasel. “As a result, she was returned to the CIA in 1963 for conversion to a U-2G variant, where a carrier arresting hook and other modifications were added. Only 2 airframes were converted to ‘Gs’, making this an extremely rare U-2 variant.”

According to Wasel, the U-2G successfully tested the carrier basing concept of the USS Ranger, then placed into flyable storage in 1969. In 1971 the aircraft was transferred to NASA and returned to U-2C configuration, then used for testing instrumentation on early Lansat Earth-observing satellites.

“The program was so successful that she and other U-2Cs were used as earth observation platforms in their own right,” says Wasel. “She was finally retired from NASA operations at Ames Research Center in August 1987 and transferred to Moffett Field Historical Society Museum in 2015.”

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According to Boeing, Ortberg will begin in the position on August 8. He replaces Dave Calhoun, who earlier this year announced he was retiring. Calhoun had served as president and CEO since January 2020 and been on the Boeing board of directors since 2009.

Ortberg, 64, comes to the position with more than 35 years of experience in the aerospace industry. He recently served as president and CEO of Rockwell Collins, a position he held since 2013.

Ortberg was instrumental in the company’s integration with United Technologies and RTX. He holds a bachelor’s degree in mechanical engineering from the University of Iowa, has held numerous leadership positions in the aerospace industry, and is the former chair of the Aerospace Industries Association (AIA) board of governors.

• READ MORE: FAA Head Vows Increase in Boeing Oversight

“The board conducted a thorough and extensive search process over the last several months to select the next CEO of Boeing, and Kelly has the right skills and experience to lead Boeing in its next chapter,” said Steven Mollenkopf, chair of the board. “Kelly is an experienced leader who is deeply respected in the aerospace industry, with a well-earned reputation for building strong teams and running complex engineering and manufacturing companies. We look forward to working with him as he leads Boeing through this consequential period in its long history.”

The board also thanked Calhoun for his services, noting the past few years have been challenging for Boeing, beginning with the two 737 Max crashes in 2018 and 2019, respectively, resulting in the deaths of 346 people. The FAA ordered the grounding of the aircraft while the accidents were investigated. Boeing’s manufacturing and certification processes were called into question.

• READ MORE: Boeing Presents Quality Control Improvement Plan to FAA

The aerospace company announced it had worked through the issues and made changes to its manufacturing procedures to mitigate them. Then in January a 737 Max 9 operated by Alaska Airlines lost a door plug shortly after takeoff from Portland, Oregon, resulting in rapid decompression and minor injuries.

Next week the National Transportation Safety Board (NTSB) is scheduled to conduct an investigative hearing on the door plug loss.

In the meantime, the families of those killed in the crashes are campaigning for Boeing to face criminal prosecution and the U.S. Department of Justice to fine the company $24 billion, alleging criminal negligence and violating the 2021 agreement that allowed the company to previously avoid criminal charges.

The post Boeing Names New CEO to Lead Through ‘Consequential Period’ appeared first on FLYING Magazine.

Answer: You’re in luck. The paper student pilot certificate was issued by the aviation medical examiner (AME) and not done through IACRA as we know it, so it is doubtful the learner already has an IACRA account.

• READ MORE: Is There an Official Weather Briefing

All you have to do is sit down with the learner and create a new application. Simply follow the prompts and fill out the application. In a few weeks he will get a plastic student pilot certificate in the mail.

Also, don’t forget to also verify the learner’s citizenship and give him a TSA endorsement, which have become requirements since 2002.

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 How Do You Obtain a Student Pilot Certificate After a Break in Training? appeared first on FLYING Magazine.

Many of the airshow’s attendees flew themselves into Oshkosh, Wisconsin, with  more than 10,000 aircraft making the annual sojourn, according to the EAA. Show officials noted that between July 18-28 there were some 16,780 aircraft operations at Wittman Regional Airport (KOSH). Many more pilots opted to fly to nearby airports and use ground transport to get to the show.

• READ MORE: EAA AirVenture 2024 in Photos

The grounds were always populated as around 40,000 opted to camp on-site in tents, trailers, and campers. There was a lot to see. The number of aircraft on display—recorded as 2,846 total—included 337 warbirds, 1,200 vintage, 975 homebuilt, 82 aerobatic aircraft, 65 seaplanes and amphibious designs, 23 rotorcraft, 10 balloons, and 154 ultralights and light aircraft.

“This year’s tagline was ‘Inspiring the Future of Aviation,’ and AirVenture 2024 certainly did that in countless ways,” said Jack Pelton, EAA CEO and chairman. “The mix of innovation, history, excitement, and fun that is a hallmark of Oshkosh was present throughout the grounds and made the event a memorable one, filled with numerous ‘Only at Oshkosh’ moments in the air and on the grounds.”

There was a lot to see and do, as a record 861 commercial exhibitors set up shop in the hangars and on the grounds, offering everything from training programs and airplanes to organizational memberships and products geared toward aviators and aviation enthusiasts.

For those who wished to add to their aviation knowledge, there were more than 1,600 forums and workshops on everything from using ForeFlight to picking the right aircraft for you.

Visitors

AirVenture is a worldwide phenomenon, as noted by the record 98 countries represented by the 2,581 attendees who registered at the international visitors tent.

Journalists from 836 media outlets from around the world roamed the grounds looking for news and features about the latest and greatest in aviation. Many of them provided content for social media. EAA estimates more than 23.9 million partook of the show virtually, noting total social media video views at 17 million—a 149 percent increase over 2023.

“More than 142,000 hours of AirVenture livestreaming and on-demand videos were viewed during the event,” EAA said.

Volunteers Make It Happen

AirVenture could not happen were it not for the thousands of volunteers who give their time and expertise to the show. This year nearly 6,000 volunteers contributed more than 250,000 hours, doing everything from parking airplanes to driving trams and helping the EAA staff make the mammoth event run smoothly.

Their work is greatly appreciated, according to Pelton.

• READ MORE: Oshkosh 2024 Notice Outlines Changes for Pilots Flying to AirVenture

“Over the past decade, and especially since 2020, we have seen AirVenture move to another level, as we maintain the heart of the event while adding programs and activities that appeal to aviation enthusiasts of all interests,” he said. “Kudos to our dedicated volunteers and staff who plan and adjust to make it work.”

In the meantime the EAA Aviation Foundation’s annual event to support its aviation education programs raised a record $2.8 million. The focus of the foundation is growing participation in aviation.

The Money Factor

AirVenture is a money maker. According to an economic impact study conducted by the University of Wisconsin in 2017, the show brings in $170 million for Winnebago, Outagamie, Fond du Lac, Calumet, and Brown counties.

Already there’s been discussion about AirVenture 2025.

“We’ve received plenty of ideas for next year, and a little bit later this summer, we’ll begin reviewing what might be possible for 2025,” Pelton said. “Our annual goal is to create a gathering of people and airplanes that is found nowhere else in the world and continue to improve the experience for EAA members and visitors.”

The post Record Numbers Reported at EAA AirVenture 2024 appeared first on FLYING Magazine.

Although it is common for learners to imprint on their instructors, the fact of the matter is that the training connection is a business relationship. There needs to be communication about goals, how to achieve them, progress made, what has been accomplished, and what needs to be done. 

When you are a novice pilot, it can be a challenge to determine if progress is being made. When it becomes clear that it isn’t, it is time to make a change.

Flying Once a Week—Or Less

To make progress you need to fly on a consistent basis. This can be a challenge given limitations on instructor availability, airplane availability, learner availability, or finances.

There is no way anyone can make progress when you fly just once a week or a few times a month. You need a minimum of two lessons per week, three would be better, for learning to take place.

If you don’t have the money or time to fly at least twice a week, now may not be the time to pursue flight training. Save up the money and carve out the time to train. 

Flight Lessons Longer Than Two Hours

Just as flying too little hampers learning, so does flying too much.

Flying is fatiguing both mentally and physically. The cognitive demands, noise, and vibration of the aircraft can wear you out. Learning will not take place if you are tired.

It is not uncommon for pre-solo novice pilots to book five-hour lessons in the aircraft thinking they can knock out huge chunks of training in one lesson. This usually doesn’t work due to the fatigue factor.

You will need to build up endurance in the cockpit just like you do when learning to play a sport. For flights out to the practice area and back, two hours of flight time might be on the ragged edge.

While the FBOs gladly take your money and the CFIs will rack up the hours, you probably won’t get much out of it after about an hour in the air. Flying is too expensive to become self-loading ballast, so consider keeping the pre-solo flights to the practice area and in the pattern no longer than 1.3 hours. When your endurance increases, lengthen the lessons.

Too Early for Ground School?

It is never too early. Most of what you do in the airplane is best taught on the ground in a classroom than practiced in the air. The rules, regulations, and airspace are best taught on the ground as aircraft make terrible classrooms. 

If the CFI doesn’t recommend ground school, insists you self-study, and/or doesn’t make time to review what you have learned, ask why they are reluctant. If you’re not sure about a concept or an aircraft system or how to use a piece of equipment like ForeFlight or the E6-B, and your CFI can’t show you, find someone else to work with.

The CFI Doesn’t Use a Syllabus

A syllabus is the best way to keep a learner on track as it lists the tasks to be performed for certification and the order the tasks are to be learned.

Flight instructors train their clients as they were trained, and sadly many CFIs don’t use a syllabus because the person who trained them didn’t. “No one here uses one,” is a tepid excuse and unprofessional.

Minimal Preflight and Post-Flight Briefings 

“Did you check the weather?” and “See you next week,” are not pre- and post-flight briefings.

The preflight briefing consists of what the planned lesson is, how it will be conducted, and completion standards. The post-flight briefing consists of how you performed on the flight, ways to improve if required, and what will be done on the next flight.

Reluctance to Teach Basic Navigation

If your CFI is all about GPS, and says that no one uses the VORs, magnetic compass, pilotage or ded reckoning anymore, know that this is not accurate.

The basic method of navigation is using outside visual references. You also need to be able to determine time, speed and distance calculations using the E6-B—either analog or electronic—rather than relying on an app to do the work. 

For your check ride, you will need to know how to perform a divert in midair, and it is likely the examiner will disable the electronic devices to test your skills.

Reluctance to Use Paper Charts

While the electronic flight bag is a marvelous tool and reduces cockpit clutter, it can overheat, run out of power, or disappear from your flight bag or airplane.

Learn to use paper as backup. Also, you may find it more expedient to use paper for certain operations, such as looking up an airport tower frequency.

Instead of tapping on multiple tabs, a quick glance at paper gives you the information you seek.

No Introduction to the FAR/AIM

The Federal Aviation Regulations/Aeronautical Information Manual (FAR/AIM) spells out the knowledge and experience required for every certificate and rating. Your CFI should tell you about this book on day one of your training and demonstrate how to use it. 

The FAR/AIM is a tool to be used to “trust but verify.” There are far too many learners going on flights that are more for the benefit of the CFI building their hours.

How many times have you heard about a low-time, pre-solo private pilot candidate doing an IFR flight or night cross counties at the insistence of their instructor? 

Remember this is your training, and it’s supposed to benefit you. If you ever feel like that has not happened, you are well within your rights to make a change.

The post When Flight Training Stalls appeared first on FLYING Magazine.

Three of the people on board the privately owned aircraft were members of the Atlanta-based gospel group The Nelons. 

• READ MORE: PC-12 Crash Claims Members of Prominent Gospel Singing Group

According to USA Today, those who died in the crash have been identified as singers Jason and Kelly Nelon Clark, Nathan and Amber Kistler, and group assistant Melody Hodges.

The aircraft, a 2010 PC-12/47E single-engine turboprop, was registered to Haynie Enterprises Inc. It was piloted by its owner, Larry Haynie, who along with his wife, Melissa, was also killed in the accident.

According to a statement from the Gaither Management Group, the family was en route to Seattle to join the Gaither Homecoming Cruise in Alaska. It was noted that Autumn, the youngest daughter of the Kellys, and her husband, Jamie Streetman, arrived in Seattle by other means and are safe.

Flight History 

The PC-12 departed from West Georgia Regional Airport (KCTJ) around 9:30 a.m. EST Friday, stopping at Nebraska City Municipal Airport (KAFK) to refuel. The aircraft lifted off around noon, heading for Billings Logan International Airport (KBIL) in Montana.

Approximately two hours into the flight while cruising at an altitude of 26,000 feet, Haynie notified controllers there was a problem with the autopilot and he was losing control of the aircraft. The ADS-B data as recorded by FlightAware.com shows multiple turns and pitch changes. The ground speed varied from 173 to 319 mph, and at one point the aircraft was descending at 5,545 feet per minute. 

The ADS-B readout shows a series of descending turns before data is lost.

According to the Gillette News Record, the aircraft crashed near the town of Recluse, Wyoming, near the Montana state line, causing a small wildfire that was contained to about 38 acres. There were no injuries on the ground, although witnesses reported seeing the airplane circling and flying low before the crash.

Debris from the aircraft was found away from the main impact. One of the theories that NTSB investigators will be looking at is the possibility of an in-flight breakup, as the aircraft was not designed for such rapid and extreme altitude and airspeed changes.

• READ MORE: Authorities ID 2 Killed in Lancair ES Crash Near EAA AirVenture

According to NTSB spokesperson Keith Holloway, the investigation begins with the identification of the so-called “four corners” of the aircraft: the nose, tail and wing tips

“Part of the investigation will be to locate those sections,” Holloway told FLYING. “NTSB investigators have the experience and expertise to locate aircraft parts even from aircraft that are not quite intact. They have the knowledge of being able to locate aircrafts parts that may be unidentifiable to the average person. Unfortunately, it is not rare that NTSB investigators have situations involving scattered wreckage from a plane crash.”

When the wreckage is scattered over a wide area in a remote location, gathering it up takes time and is a painstaking but necessary process as each piece is considered evidence and part of a puzzle.

“With the use of the NTSB metallurgical lab and review of navigational devices and equipment, NTSB investigators are still able to put together the scenario of what probably happened and determine a cause of the crash,” Holloway said.

According to Holloway, the NTSB investigations involve three basic review areas: the pilot—notably their actions in the 72 hours prior to flight, as well as ratings and recency of experience—aircraft maintenance records, and the operating environment.

The agency will also listen to recordings of any ATC communications and review radar data and weather reports. If there are any witnesses to the event, they will be interviewed as well, Holloway said, adding that the NTSB will “look for electronic devices that could contain information relevant to the investigation and any available surveillance video, including from doorbell cameras.”

The NTSB preliminary report is expected to be available in a few weeks. The final report with the probable cause of the accident is several months out from being released.

The post NTSB to Focus on ‘Four Corners’ of PC-12 in Fatal Crash Probe appeared first on FLYING Magazine.

Discovery Flight

Most flight schools offer these introductory flights as a means of attracting new clientele. The flight is usually about 20 minutes to half an hour, and the client, under the watchful guidance of a flight instructor, gets to fly the airplane. Some flight schools offer discounts around the holidays—the $99 discovery flight is very popular. Gift certificates for discovery flights are also an option.

If you purchase one of these flights, make sure to ask what type of airplane is used for the intro flight. Oftentimes,the flight school will use the aircraft in its fleet with the lowest operating cost—such as a Cessna 150—which can limit the size of the person taken on the flight. Do not be surprised if the school asks for the height and weight of the client, as there are fewer things more disappointing than going to the airport expecting to fly and finding out it is not possible because the holder of the gift certificate cannot fit in the aircraft. Cost: $99 and up.

Block Hours

Nothing says “I love you” like block hours of aircraft rental at an FBO or flight school. Many schools offer a block rate for training, so take advantage of this and put money on the pilot’s account.

Block hours are not just for aircraft—there are some FBOs that have AATDs (advanced aviation training devices) that allow customers to book block time in them as well. The latter is greatly appreciated in the winter months, when flyable days become the exception rather than the rule. Cost: $200 to $1,000.

Aviation-Themed Ties

You probably know someone who is or soon will be interviewing at the airlines or an FBO for a pilot job. Help them dress the part with an aviation-themed tie. Keep it classy, keep it understated. You might even want to get them two: one with images of World War II warbirds or vintage GA aircraft and one with jets. Ties like these can be just the right accessory for an aviation-related job interview or a holiday party. Cost: $25 and up.

Aviation Flashlight

An aviation flashlight with multiple colored bulbs—red, green, white—is always appreciated. You can never have too many. Be on the lookout for flashlights that have a clip that allows them to be attached to a collar or shoulder harness for hands-free operation. Another option is the flashlight with a magnetic base or a rotating head that allows the beam to be targeted hands-free in a specific location—these are especially appreciated during maintenance operations. You get bonus points if you include a pack of batteries with the flashlight. Cost: $10 to $80.

Flight Jackets

Flight jackets and pilots go hand in hand. At the lower end of the financial scale are the cotton and nylon blends in the MA-1 and A-2 styles. They come in a variety of colors ranging from traditional military colors (olive, blue, and black) to the more fashionable options of pink and maroon. Some are preloaded with “mission patches” while others leave plenty of blank space so your aviator can add his or her own.

Leather jackets are more expensive. Keep in mind the classic World War II styles, such as the A-2, B-15, and B-3, run smaller by modern standards, so you may want to buy a size up from what the person usually wears. If you purchase the jacket second hand and it smells a little “vintage,” you can refresh it by placing the jacket in an airtight plastic bag along with fresh-scent dryer sheets. Leave the jacket in the bag for about a week to dispel any odors. Vintage leather jackets are more expensive and, depending on the age, more delicate—keep this in mind if you are looking for a jacket that will be worn. Cost: $55 to $1,200.

Aviation Spark Plug Holder

If you are shopping for an aviation mechanic or owner who maintains their aircraft, consider an aviation spark plug holder as a gift. Working on an aircraft engine is a precise task and having a spark plug holder makes it that much easier. Gift certificates to aviation tool supply companies are also appreciated. Cost: $35 to $100.

Hot Wings Runway Playset

For the younger aviation fan—and the young at heart—there are all sorts of aircraft toys on the market.

Die-cast metal toys are particularly popular, especially for CFIs who use them as teaching tools. The Hot Wings company makes several play sets that range from individual aircraft with a piece of foam rubber “runway” all the way up to a hangar and control tower with runway and ramp extensions. Cost: $11 to $30.

Citizen Promaster Blue Angels Skyhawk Watch

A wristwatch has been synonymous with aviation since the 1920s. Pocket watches just weren’t terribly practical in open-cockpit aircraft because they could be dropped too easily. In addition, the watch had to have a large face (because you’re reading it as you bounce around the cockpit) and large buttons and knobs that would allow you to make adjustments while wearing flight gloves. If you’re looking for a modern pilot watch for a gift, consider the Citizen Promaster Blue Angels Skyhawk A-T.

This watch features a stainless-steel case chronograph, perpetual calendar, dual time zones, alarms, a countdown timer, a digital backlight and UTC display, and power reserve. This watch utilizes Citizen’s Eco-Drive technology, which means it is powered by light; therefore, it never needs a battery. The watch also has a pilot’s rotating E6B-style slide rule bezel. This model appears in a stainless-steel case and bracelet. The dial features the colors and the insignia of the Blue Angels, the Navy precision flight demonstration team. Cost: $600 to $750.

Flight/ Gear Bags

Pilots always need a gear bag. Find one that fits your pilot’s needs, or get this as a gift for yourself. Do you need a place to put an iPad? Do you need one with two headset pockets? Washable bags made from nylon or another fabric are wonderful because they are easy to keep clean. The more expensive leather bags look more professional, though, and they tend to be more durable. The bags can also be personalized with a monogram.

It’s not uncommon for pilots to have multiple gear bags—you may one day find that you have more than you need. Suggestion: If this is you, consider donating that extra gear bag to your local foster care system. The children who are in foster care often lack luggage, and when they are moved from place to place, they are frequently forced to carry their belongings in trash bags. These kids already feel disposable—think what it could do for their self-esteem to have a gently used nylon gear bag to carry their belongings. Cost: $20 to $250.

Collectible Ornaments

Collectible aviation tree ornaments are very popular. Each year, Sporty’s Pilot Shop has a new design—this year it is an Ercoupe, celebrating the classic single.

Hallmark has been in the game for decades as well—expect to see a Republic RC-3 Seabee from them. For models from past years, search eBay and Amazon. Cost: $19 to $35 (more for past years).

Pivot EFB Mounts

Pivot makes several mounts to hold electronic flight bags (EFBs). These devices provide both instrument protection and make for a neater cockpit. These devices are easy to install and remove with a universal mounting system so upgrading or exchanging devices is quick and simple. Cost: $150.

Aloha Pilot Shirts

In the spirit of “aloha,” or affection and fellowship in Hawaiian, Pilot Quarters recently released a series of polo, casual, and camp shirts suitable for pilots sharing the joy of flying. Within the Hawaii Collection, sectional charts from the islands are screened onto cloth in a variety of colors and routes. Men’s, women’s, and youth sizes and styles are available. Cost: $48 to $75.

This article was originally published in the December 2022/January 2023 Issue 933 of FLYING.

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1. A Large Blue Tarp

You can get these at hardware and building supply stores. They make excellent flys for tents, and can be used to rig a makeshift shelter by putting the tarp over the wing. They also make great ground covers to keep the cold from leaching from the ground into your tent or sleeping bag. The tarps come in multiple colors, but search and rescue pilots note that the blue is the one that stands out the best in nature. This will be very important if you find yourself in a situation where rescue is necessary and the rangers have to go looking for you.

2. Paracord

Sold in bundles, by the foot, or in emergency bracelet form, this stuff is worth its weight in gold. The paracord can be used to secure a tent, to make a tent by stringing the tarp you brought, or to hang your food bag from a tree to keep it away from bears. And, when unraveled, paracord makes a decent fishing line.

3. Duct Tape/Rescue Tape

You can never have too much of this stuff. Tape can be used to repair tears in aircraft fabric or to keep a fuel cap or oil access door closed; repair aircraft hoses, tents, sleeping bags, and gear bags; create a splint for broken bones; and in a pinch, serve as an adhesive bandage to cover a wound. Rescue tape works best for engine hose repair, but duct tape is usually less expensive and comes in larger sized rolls. Duct tape was developed during World War II for use by the military. It was also known as “repair tape” and “speed tape” by the military. The tape will stay on the wing of an aircraft at speeds of up to 140 knots. Remember that, if you need to use it to temporarily secure a fuel cap or repair torn fabric.

4. Swiss Army Knife or Multitool

There is a reason that the term “Swiss Army Knife” isa euphemism for a versatile and useful device. When you are going on an adventure of any sort, having that multitool or Swiss Army Knife will be appreciated. Younever know when you will need a screwdriver, saw, canopener, tweezers, corkscrew, wire stripper, or a knife. If you decide to go the Swiss Army Knife route, don’t skimp—get the one with the most tools—and learn how to use them before you need them. For example, using the can opener function (the sharp hook-shaped tool) takes a bit of practice. There are certain things that multitools, like aLeatherman, are better suited for. The Leatherman Has a set of pliers that are larger and, therefore, can provide more leverage than those on the Swiss ArmyKnife—useful if you need pliers to loosen an oil cap.

5. Fire-Starting Equipment

There are fancy fire starters that rely on a chemical re-action to make a flame, and the old backup, the Zippo lighter, is still popular. Pro tip: cotton, such as lint from pockets, and human hair work great as tinder to get fires started.

6. Flashlight(s) With Extra Batteries

There is a reason that many pilot gear bags are designed with a designated pocket for a flashlight—pilots should carry at least one. You may find it useful to have a flashlight with a headband or clip so you can use the flashlight and still have your hands free, or be able to point it at the instrument panel should the aircraft’s electrical system fail. A white flashlight is an excellent tool for looking into dark engine compartments, under instrument panels, or into fuel tanks. And pack fresh bat-teries—a piece of foil applied to the battery creates a short, resulting in a spark, resulting in fire. Remember this when you pack them—and if you lose your Zippo.

7. First-aid Kit

You may be miles from the nearest medical facility and if someone gets injured during the trip, it can definitely put a damper on the day. Make sure the kit is well stocked and that you rotate the supplies every few months because the adhesive on the bandages can dry out. Have a kit containing bandages, gauze, sunblock,safety pins, antiseptic wipes, pain reliever, and anti-diarrhea medication.

8. Spare Clothing

When heading into the backcountry, dress to survive not to arrive. Long pants, hiking-friendly shoes, a jacket, and a cap are required equipment. Have a spare jacket—even in the middle of summer—because those clear nights can be mighty cold. If your adventure includes flying to several places, you may want to consider shipping a change of clothes to one of your destinations to cut down on the baggage in the aircraft.

9. A Few 1-Quart Plastic Ziploc Bags

These can be used to hold food, and then suspended from trees to keep the bears at bay. They can also be crafted into solar stills to make drinking water.

10. Food & Water

Energy bars are available at camping supply stores.They are 1,000 calories-plus and the point is to have calories to work with, if you don’t have another food source.Water is easy to pack. Always carry a bottle or two in the aircraft. If you are someplace without a source of water, use the empty water bottle and a piece of plastic (like those Ziploc bags you brought) to make a solar still.

11. Emergency Blanket

This looks like a large sheet of aluminum foil. It reflects body heat and folds up to about the size of a pack of cards. It can also be used to attract the attention of searching aircraft; if needed, wave it around so the sunlight glints off of it. If you go with a cloth blanket, makeit wool because wool is warm even when wet.

12. Tactically Appropriate Watch

There are many timepieces on the market that are designed for outdoor adventure. Garmin makes several watches that have multiple features that appeal to back-country enthusiasts. These features may include altimeters, GPS, apps for tracking pilot physiology such as pulse oxygen saturation, and all-important weather tracking, so you can prepare for when Mother Nature says, “Hold my beer.”

The Garmin watch needs to be recharged every few days. The charge lasts five to seven days, and because the Garmin is basically a computer on your wrist, it can be more temperature sensitive than a basic, non-rechargeable battery-powered watch.

If you are looking for a less complicated tactical watch, the Abingdon Jane Watch is a multitool that can tell time, and with its bidirectional compass, help you find true north. This comes in very handy because oncenorth is found, the rest of the cardinal headings fall into place, and that’s something you will want to know when you build a camp. Face the shelter’s opening to the south for maximum solar heating.

To find north in the northern hemisphere:

• Hold your watch horizontally and point the hour hand directly toward the sun.
• Note where the 12 o’clock mark is on the watchface.
• The angle directly between the hour hand and the 12 is the north-south line.
• North will be the side farthest from the sun.

The Jane Watch has luminous hands and hour mark-ings for night vision, and a diver’s bezel for quick timing. And, if you look at the back, a full ruler in standard and metric is engraved across the case.

Final Thoughts

Every six months or so, it’s a good idea to check the supplies in your gear bag—some may need to be rotated out—and remember to pack with the terrain in mind.

This article was first published in the 2022 Southeast Adventure Guide of FLYING Magazine.

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