The wide world of aircraft is now open to you, but what can you actually fly? Part of being a good pilot is recognizing that sometimes our eyes are bigger than our skill set. While hopping into a high-performance World War II warbird is a great goal, it is probably not the thing to do while waiting for the ink to dry on that new certificate.

That said, there will be a learning curve with any new-to-you model—and the possibilities are nearly limitless. Here are a few options to get you started that you can either step into right away or require just a few hours of further training.

Ultra-Modern: Cirrus SR22

If what turns your head is a sophisticated aircraft with advanced avionics, comfortable cockpit, and safety features such as a whole-airframe parachute, consider the Cirrus SR22 series. It may not be an entirely new model for everyone, given that it does see use in the training environment. However, between the depth of available features and its capabilities, there’s plenty of room for even more advanced pilots to expand their skill sets to take better advantage of all the model has to offer.

The latest version of the nonturbocharged SR22, the recently unveiled G7, boasts a top cruise speed of 181 knots, 1,169 nm range, and useful load of 1,326 pounds. Capable of seating up to five, it comes equipped with the G3000-esque Perspective Touch+ by Garmin avionics suite and offers an array of advanced features, including crew alerting system (CAS) linked checklists and taxiway routing. The SR22 is also a capable IFR machine, so becoming familiar with the model could be a particularly good option if you’re looking toward your next rating.

• READ MORE: This 2017 Cirrus SR22T Is a High-Performance, Parachute-Protected ‘AircraftForSale’ Top Pick

Keep in mind that there can be a lot of variation within a model type. If you’ve flown an early generation SR22 in training, you could find yourself in for a few surprises when you get into the cockpit of a newer version like the G7—or vice versa. This holds true for any model that has seen updates over multiple production cycles, so check that you are familiar with the specific configuration of the version you’re getting ready to fly well before takeoff.

In general, the SR22 is faster than many trainers and a bit less forgiving than something like a Cessna 172, particularly when it comes to approach and landing speeds. If you’re stepping up from a slower airplane, beware of falling behind the aircraft.

To act as PIC, you will need a high-performance endorsement: typically five to 10 hours of additional training with the instructor signing you off once they feel you are competent. Insurance requirements will likely dictate the final amount.

As a side note, if you’re going all-in and buying a used Cirrus rather than renting, the company offers up to three days of instruction with one of its authorized training partners free of charge via the Cirrus Embark program. Free transition training with the experts is hard to come by and extraordinarily valuable, so don’t miss out.

Vintage: Piper J-3 Cub

Is there anything more iconic in general aviation than a little yellow Piper J-3 Cub? If you’re looking to get places quickly, overcoming all inclement weather, and staying aloft for as long as biology allows, move along. This isn’t the one for you.

But if what you want is a nostalgic meander through beautiful VFR days, honing your stick-and-rudder skills while feeling the wind in your hair, the Cub can be a great model to turn to. Introduced in 1937, the two-seat J-3 is among the most recognizable models around with nearly 20,000 produced and a stock paint job so identifiable that the color came to be called “Cub Yellow.”

• READ MORE: This 1947 Piper J-3 Cub Is a Historic, Beloved ‘AircraftForSale’ Top Pick

Turning to the practicalities, if you don’t already have one, you will need a tailwheel endorsement to fly a J-3. It takes a rough average of 10 hours to complete but will put an array of interesting aircraft within your scope. Be warned: It will not be like flying a tricycle-gear trainer. Tailwheel aircraft have their own traps waiting for the unwary pilot—a much stronger predilection for ground loops, for example—so find a good instructor and pay close attention to the differences in handling characteristics. That said, with solid instruction flying a Cub is well within reach for a newer private pilot.

Pay attention to loading once you’re cleared to go up on your own. The Cub is little and light—two good-sized people can overload it, and it’s just not built for carrying much cargo. The stock 1947 version is powered by a 65 hp Continental engine (the earliest model had just 40 hp), offering a cruise speed of around 65 knots, 191 nm range, and useful load of 455 pounds.

To be fair, the J-3 is also not going to win any awards for cabin comfort. What it has, though, is style and history. The Cub is also a reasonable place to start if you’re looking to fly more complicated vintage aircraft in the future.

Solid Performance: Cessna 172 Skyhawk

Sometimes it just isn’t worth messing with a good thing. The Cessna 172 Skyhawk is a reliable, stable performer with a long history of taking pilots where they need to go. It is easy to fly, easy to land, and capable of a little bit of everything. That’s why it remains such a popular all-around trainer.

Alongside its general cabin comfort, those same characteristics make it a great option for new private pilots. In addition to being familiar to many, it requires no further endorsements or ratings and keeps to speeds common to other ab initio training aircraft—meaning timing in the cockpit will likely be similar even if you learned in something else. Furthermore, if you’re going to be renting, they’re easy to find pretty much anywhere.

• READ MORE: This 1968 Cessna 172 Skyhawk Is an All-Around Capable ‘AircraftForSale’ Top Pick

Like many of the other aircraft discussed, there is a lot of variation in 172 models even when only considering stock versions. Get to know the specific model you’ll be flying. Among other examples—and it probably goes without saying at this point—if you trained on one type of avionics (i.e. glass vs. analog gauges or Garmin flight deck vs. Avidyne), plopping yourself down in front of another without someone to teach you best practices and pitfalls is, quite frankly, a terrible idea. If what’s available to you is different in any significant way than what you trained on, grab a qualified instructor and log some learning time before heading out on your own.

The latest Skyhawk model has a top cruise speed of 124 knots, range of 640 nm, and useful load of 878 pounds. It comes equipped with Garmin G1000 NXi avionics and can seat the pilot plus three passengers. While it may seem too plain for some—it isn’t the fastest, leggiest, or tech-iest for sure—there’s no reason not to love a jack-of-all trades aircraft like the 172.

On the Water: ICON A5

If you are looking to head toward the water with your new certificate, it is worth taking a look at the ICON A5 amphibious light sport aircraft (LSA). Designed with recreational aviation in mind, it aims to provide a simple, fun flying experience even for pilots new to seaplanes. It comes with many safety features, including a whole-airframe parachute.

As of December when the FAA granted it type certification in the primary category, the two-seat ICON A5 is available in certified and special light sport aircraft (S-LSA) versions. Both have a top speed of 95 knots, a 427 nm range, and a useful load of 430 pounds. Certified and S-LSA A5s are powered by the fuel-injected Rotax 912iS engine and come equipped with the Garmin aera 796.

• READ MORE: This 2017 ICON A5 Is a Fun-Loving Amphibian ‘AircraftForSale’ Top Pick

When acting as PIC, the primary difference between the two versions is what you are required to have to fly one. To operate the certified edition in the U.S., you will need a private pilot certificate and seaplane rating. However, the S-LSA model, which ICON began delivering to customers in 2017, will continue to require a sport pilot certificate with a seaplane endorsement. Make sure you know what you need to legally fly the model in front of you.

If a seaplane rating or endorsement is all that stands in your way, the time frame for getting one tends to be about the same as the tailwheel endorsement: typically five to 10 hours of dedicated instruction, with the bar being when the instructor feels you are demonstrating proficiency.

Like most seaplane models, it can be quite difficult to find an A5 to rent. However, if you’re in the market for your own aircraft or one is available to you, it makes for a good launch into the world of amphibious aircraft.

Jet-A Traveler: Diamond DA40 NG

The four-seat Diamond DA40 NG has made a name for itself as a sleek, efficient, and easy-to-fly option for everyone from students to experienced IFR pilots. Its Austro AE 300 engine burns jet-A, making it a great entry-level choice for pilots looking to fly cross-country and/or in areas where avgas isn’t readily available. It is worth noting that the NG’s counterpart, the avgas-burning DA40 XLT, is a significantly different airplane, though worthy of consideration in its own right.

Along with offering great visibility through the bubble canopy, the DA40 NG is a comfortable cross-country machine with good range and reasonable speed for its type. As with the 172, no additional ratings or endorsements are needed to fly one. Once introductory flights are complete and you are comfortable with the aircraft, you’re good to go.

• READ MORE: The Diamond Aircraft Story Continues to Evolve

The newest version of the DA40 NG sports a top cruise speed of 154 knots, 934 nm range, and useful load of 897 pounds. Notably, its fuel consumption comes in at just 5.1 gallons per hour. On the avionics side, it is equipped with the Garmin G1000 NXi flight deck.

In addition to its range, the fuel burn in particular makes the DA40 NG an attractive choice for a new private pilot looking to go places. It can travel a long way on much less than many of its competitors. Another point in the model’s favor is the cockpit noise…or lack thereof. The diesel engine runs on the quieter side.

The DA40 NG is a well-behaved flyer, so transitioning to one shouldn’t be too complicated for most—assuming you didn’t learn to fly in one in the first place.

Fair Winds, Clear Skies

There are a nearly endless number of aircraft models out there, with pathways available straight to the left seats of a great many. While it may take step-ups, additional ratings, or endorsements, make a plan, get the training, and go for your dream airplane.

Who knows? You may even fall in love with a few others along the way.

This feature first appeared in the March 2024/Issue 946 of FLYING’s print edition.

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Today’s Top Pick is a 2017 Diamond DA62.

A lot of pilots who fly high-performance piston singles would like to step up to light twins but have doubts about handling their complexities, especially when one engine quits. Diamond Aircraft’s DA62 twin aims to remove much of the difficulty and potential anxiety from flying with one engine out. Diamond uses electronic engine controls and automation to simplify operation and ease the pilot’s workload.

Diamond’s approach results in a personal light twin that is ideal for cross-country travel with family or business associates. The security of a second engine relieves potential concerns regarding sudden power loss in one engine. The relative ease of securing the failed engine in the DA62, including automatic propeller feathering, helps minimize the disruption of asymmetric thrust that can be difficult for some less-experienced pilots to handle. In addition, the aircraft’s Austro engines are based on automotive powerplants that are likely to feel straightforward and familiar. 

This Diamond DA62 has 593 hours on the airframe and each of its 180 hp turbocharged Austro AE330 diesel engines. The panel features Garmin G1000 NXi-Phase 2 avionics.

Pilots who are interested in moving up to a light twin but wish to avoid some of the complexities of managing two engines—or one in the case of an engine failure—should consider this 2017 Diamond DA62, which is available for $1.5 million on AircraftForSale.

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

• FLYING Magazine: We Fly: Diamond DA62
• FLYING Magazine:Transition Training: The Diamond DA62
• FLYING Magazine: Diamond DA62 to Debut at NBAA Convention
• Plane & Pilot: Ultimate Piston Twin: Diamond DA62
• Plane & Pilot: Plane & Pilot 2017 Buyer’s Guide: Piston Twins
• AVweb: Aeromot to Assemble Diamond DA62s in Brazil

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The powerplant manufacturer, which is a subsidiary of Continental Aerospace Technologies, has submitted its certification package to the European Union Aviation Safety Agency (EASA) and  expects certification by the end of the year.

• READ MORE: AERO Friedrichshafen Encourages Pilots to Arrive in Their Own Aircraft

According to Continental, the CD-170R variant is “an evolution” of its CD-170 for advanced fixed-wing, single-engine aircraft and will feature similar characteristics. The CD-170R, however, does not have a gearbox, shaving its weight by 37 pounds.

“The 170 hp turbocharged engine combines the state-of-the-art, full authority digital engine control (FADEC), resulting in lower fuel consumption and dual redundancy,” Continental said in a statement. “While fuel consumption is application based, this 4-cylinder model is expected to conservatively burn approximately 7.9 gallons of jet-A-1 per hour when in cruise. Similar to its predecessors, the CD-170R will debut with a time between replacement (TBR) of 1,200 hours and will increase with time in service.”

According to David Dörner, vice president of global research and development for Continental Aerospace Technologies, the engine was engineered with pilot needs at the forefront.

“This is a major innovation milestone in Continental’s history that will allow us to serve even more pilots and operators in the [GA] industry,” said Dörner. “Controlled via FADEC with rotorcraft-specific software mapping, pilots can now direct their focus toward the critical phases of flight and mission, alleviating the need to manage both the throttle and the collective simultaneously.”

The post Continental Unveils CD-170R Rotorcraft-Specific Heavy Fuel Engine appeared first on FLYING Magazine.

The new models are the DHK200 and the DHK235. Both will share the same dimensions and weight of the DHK180, which has a rated takeoff power (RTP) and maximum continuous power (MCP) of 180 horsepower.

The DHK200 will produce RTP and MCP of 200 horsepower, while the DHK235 will produce  RTP and MCP of 235 horsepower.

DeltaHawk anticipates the certification and availability of the DHK200 in the third quarter of 2024, followed by certification and availability of the DHK235 in the first half of 2025.

Company officials are hopeful the momentum created by the introduction and certification of the DHK180 will be mirrored by the DHK200 and DHK235. The DHK180 went into production last summer.

• READ MORE: DeltaHawk DHK180 Engine Heads To Production

“Following FAA certification of the DHK180, customer interest and reservation deposits from aircraft OEMs and individual owners in both certified and experimental markets has been extremely high,” said Christopher Rudd, CEO of DeltaHawk Engines. “Our two new engine models build upon the same innovative, pilot-focused technology as the DHK180, while offering even more capability for higher power applications—as will additional engine models yet to be announced.”

About the Engines

DeltaHawk Engines, founded in 1996 and based in Racine, Wisconsin, designs and builds FAA-certified, jet-fueled piston engines for general aviation aircraft and hybrid-power systems.

All the DeltaHawk engines are based upon a clean-sheet design and feature an inverted-V engine block, turbocharging and supercharging, mechanical fuel injection, liquid cooling, direct drive, and, according to the company, 40 percent fewer moving parts than other engines in their category.

DeltaHawk notes the engines produce more usable torque than traditional aircraft engines in their class, all while burning significantly less fuel.

NASA recently selected the DeltaHawk DHK180 engine for its Subsonic Single Aft Engine project, known as SUSAN. Additionally, Ampaire has selected it for a hybrid proof-of-concept aircraft.

DeltaHawk is also working on a new program to develop additional variants of its engine family that will utilize hydrogen fuel in a wide variety of applications, including aviation, commercial road vehicles, and military mobility.

For more information, please visit the DeltaHawk website.

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“We were the first U.S. dealer to deliver a new DA50 RG to a customer during last year’s Oshkosh AirVenture, and now, becoming the first dealer to take delivery of our own DA50 RG demonstrator is another milestone for Premier Aircraft Sales,” said Travis Peffer, CEO of Premier Aircraft Sales. “We are extremely proud that our long relationship with Diamond Aircraft has allowed us to be the first Diamond dealer to offer our customers the opportunity to

fly and buy this incredibly efficient, comfortable, and beautiful airplane.”

The DA50 RG is powered by a 6-cylinder, 300 hp Continental Aerospace

Technologies CD-300 engine that runs on jet-A fuel, which has advantages including lower fuel consumption, reduced emissions, and more reliable worldwide fuel availability compared with avgas.

• WATCH: We Fly: The Diamond DA50 RG

The aircraft’s geared, turbocharged, and liquid-cooled powerplant is controlled by two redundant FADEC units. Performance figures include a maximum airspeed of 181 ktas, cruise speed of 172 ktas, maximum range of 754 nm, and useful load of 1,210 pounds. 

• READ MORE: Diamond Aircraft Receives FAA Type Certification for DA50 RG

“Ever since the DA50 RG’s introduction in 2020, it has arguably been the most anticipated new single-engine piston aircraft in history,” said Jeff Owen, vice president of sales for Premier Aircraft Sales. “Now that we have our demonstrator available, we’re excited to give prospective owners a chance to experience for themselves why it’s earned its place as a truly aspirational airplane.”

The company said the aircraft will be on display during the U.S. Aircraft Expo at the Pompano Beach Airpark (KPMP) in Florida on February 2-3.

The post Premier Aircraft Sales Takes First U.S. Retail Delivery of Diamond DA50 RG appeared first on FLYING Magazine.

According to the company, the test results indicate the new engine will have applications in  multiple markets in addition to aviation, such as commercial power applications, defense platforms, and zero-emission vehicles.

“Environmental responsibility is a foundational pillar of our company” said Christopher Ruud, CEO of DeltaHawk. “In the general aviation industry, our family of engines are creating a highly reduced net-carbon footprint coupled with airborne lead removal, thanks in large part to their fuel efficiency and capability to burn next-generation sustainable aviation fuels [SAFs]. Now with our planned ability to expand our engine family to include variants that will utilize hydrogen fuel in aviation, commercial, and military applications, we’ve taken another major step toward environmental sustainability, climate neutrality, and a zero-emissions future.”

• READ MORE: DeltaHawk Gains Type Certification on Jet-Fueled Piston Powerplant

About the Company

Since its founding in 1996, DeltaHawk said it has been striving to create a cleaner, more efficient, engine for the GA market. The company holds numerous patents for its clean-sheet engine designs.

According to the company, the use of proven internal combustion engine (ICE) technology with hydrogen fuel replaces more expensive, highly infrastructure-reliant fuel cell systems. That allows for a significantly reduced power degradation curve over time compared to current fuel cell technology, providing better fuel economy than fuel cells after the initial period.

DeltaHawk said its compact, lightweight, and durable design, based on patented two-stroke technology, makes this new engine family an ideal solution for hydrogen fuel. 

More information on the company website is available here.

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The campaign is considerably broader in scope than NBAA’s and the General Aviation Manufacturers Association (GAMA)’s No Plane, No Gain advocacy program, which launched in February 2009 in the wake of the big three automakers being skewered by Congress and the media for using business jets to fly to Washington, D.C., to seek federal bailouts to avoid bankruptcy. Climbing Fast now replaces No Plane, No Gain.

• READ MORE: No Plane, No Gain

Climbing Fast seeks to educate the public and promote a positive image of business aviation as an ecological means of flying people where they need to go, when they need to go for the benefit of all sectors in the community. It was announced and explained by Bolen, NBAA chairman Monte Koch, GAMA president and CEO Peter Bunce, and GAMA chairman Eric Hinson at a Tuesday morning press breakfast at NBAA-BACE in Las Vegas. Bolen said that coalition includes the Aircraft Owners and Pilots Association, the Experimental Aircraft Association, the Helicopter Association International, the International Aircraft Dealers Association, the International Business Aviation Council, the National Aircraft Finance Association, the National Air Transportation Association, and Women in Corporate Aviation, among advocacy organizations. 

Bunce said business aviation is under attack by European legislators who seek to prohibit any new investment in corporate aircraft. He pointed to the role that GA agricultural aircraft, converted into water bombers, have played in helping to suppress the 2023 Greek wildfires. Bolen added that helicopter operators volunteered to transport more than 35 tons of relief supplies to survivors in Lahaina in the aftermath of its devastating 2023 wildfires. GA aircraft thus provide benefits to entire communities, not just those who operate them. 

Hinson highlighted business aviation as an “innovation incubator,” citing its being an early adopter of ADS-B In, satellite navigation, and sustainable aviation fuel (SAF/bio-jet). Bolen said that business aviation is well on its way to attaining net-zero carbon emissions by mid-century, noting that business aircraft emissions have been slashed by 40 percent in the past four decades and that today’s new jets are 30 percent more fuel efficient than the aircraft they replace.

• READ MORE: Net-Zero Emissions Target Set By ICAO for 2050

Achieving net zero is critically dependent upon boosting production of bio-jet SAF, the green replacement fuel for fossil jet-A. Currently SAF production stands at about 0.1 percent of all jet fuel consumed, close to 100 million gallons per year of the 100 billion gallons consumed by all aviation users. Hinson suggests that a federal government mandate to blend in a small percent of SAF—for example, 5 percent—into fossil jet fuel by 2030, similar to the federal government mandate to blend in ethanol to auto gas, would provide a strong incentive for fuel producers to increase SAF production. He further suggests that future “blend creep” mandates, increasing the required proportion of SAF in jet-A by a series of deadlines, would enable the aviation industry to achieve 100 percent use of SAF by 2050. As for available bio-jet feedstocks, he cited the U.S. Department of Energy’s Billion Ton Update, a report that provides clear and convincing evidence that the U.S. has well in excess of a billion tons of dry mass biofuel feedstock, part of which could be refined into bio-jet SAF. 

Bunce said U.S. farmers are potential strong allies of SAF advocates, citing U.S. Secretary of Agriculture Tom Vilsack’s September 12 statement urging conversion of part of ethanol production for SAF. Vilsack says 16,700 farms, mostly small family owned, and 6.9 millions acres of arable land have been lost in less than seven years. That land could be used to produce millions of tons of biofuel feedstocks. Bunce says that ethanol-to-jet promises a 40 percent reduction in carbon dioxide emissions, perhaps greater as conversion processes are improved. 

Bolen added that now there are eight, not just six, primary SAF feedstock “pathways,” including ethanol-to-SAF, municipal solid waste, cellulosic waste, camelina, jatropha, halophytes, salt water algae, power-to-liquid conversion, and sun-to-liquid. 

Michael Amalfitano, president and CEO of Embraer Executive Jets, commented that 54 percent of respondents in a recent survey of business aircraft operators say they intend to use SAF, if it’s available. This is up from 31 percent of respondents in Embraer’s 2019 operator survey. 

All panelists agreed that federal government incentives and international agreements will be needed to scale up production to meet increasing demand and reduce the eye-watering price disparity between SAF jet-A and fossil jet-A. Panelists also noted that commercial airlines will be the largest consumers of SAF by wide margins in the future, making it even harder to supply SAF to small GA airports.

The post Climbing Fast Soars Past No Plane, No Gain appeared first on FLYING Magazine.

Today’s Top Pick is a 2023 Tecnam P2010 TDI.

When Tecnam’s P2010 arrived on the U.S market in 2015, many people regarded it as a modernized Cessna 172, and the two aircraft did share several characteristics in basic design, engineering, and performance. The Tecnam’s structure included more advanced materials, though, and its sleek, composite fuselage helped make the aircraft simply better looking overall. Some pilots were disappointed to find that it burned a bit more fuel than the 172.

Several years later, Tecnam installed a diesel engine that runs on jet-A. The new engine  boosts the airplane’s appeal over older high-wing competitors by cutting fuel burn and increasing range while maintaining the higher-speed performance of the previous avgas-fueled model. The P2010 for sale here is the diesel model and is nearly new with 60 hours on the airframe and Continental CD170 engine. The panel features Garmin G1000 NXi avionics with an integrated GFC700 autopilot and Flight Stream 510 database. The cabin also includes an Aerox oxygen system. 

If you are looking for a high-wing, four-seat personal aircraft that offers more speed and range flexibility than traditional legacy models, the Tecnam P2010 TDI could be the right fit. This sleek, like-new aircraft is available for $550,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Financial Group. For more information, email info@flyingfinancial.com.

• FLYING Magazine: We Fly: Tecnam P2010
• FLYING Magazine: Tecnam Debuts Gran Lusso P2010 at Oshkosh
• FLYING Magazine: Tecnam’s P2010 TDI Gains Initial Type Certification
• Plane & Pilot: P2010 TDI: A New Diesel Model From Tecnam
• The Aviation Consumer: Tecnam P2010: Skyhawk Contender

The post Today’s Top Aircraft For Sale Pick: 2023 Tecnam P2010 TDI appeared first on FLYING Magazine.

The liquid-cooled,180 hp, 4-cylinder diesel engine uses an inverted “V” configuration and mechanical fuel injection, along with a slimmer design expected to fit more efficiently into modern aircraft cowling. It’s turbocharged and supercharged, direct drive, and has been assembled with 40 percent fewer parts than other engines in its class.

“We began by completely reimagining what a general aviation engine should be,” said Christopher Ruud, DeltaHawk’s CEO. “And the result is that we now have a certified engine that is a game-changer. It’s been a long time coming but, in engineering, simple is hard. However, this engine’s performance, simplicity, and reliability have made it worth the time and the investment, as it is truly ‘power reimagined.’”

A Long Road to TC

It’s not easy or cheap to bring a new powerplant into the GA market, and the DeltaHawk story proves this to be true once again. Few new designs have surfaced in the past 60 years.

The DHK180 stems from the DH180 originally on display at EAA AirVenture 2014 on a Cirrus SR20. After the Ruud family took controlling ownership in 2016, the path toward certification became clearer: The 180 hp variant showed up at Oshkosh in 2019, also on the SR20, and at that time DeltaHawk expected certification by the end of that year. With a little delay—and pandemic induced slowdowns—the engine has now acquired the TC it needs to move into the production phase.

Good things come to those who persevere, however. According to the company, it has had interest from potential suitors from kit builders to the military—even from NASA to power its Subsonic Single Aft Engine Aircraft (SUSAN) scale flight test vehicle.

DeltaHawk expects to deliver the first of its production DHK180s in 2024.

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This NOTAM can cause a pilot to adjust their flight plan quicker than a building thunderstorm. It can also activate the rumor mill, resulting in waves of social media posts which may or may not be based in fact. This is particularly true when it involves jet-A and the impact that the lack of it can have on Part 121 commercial operations.

Over the weekend, thick fog in the Gulf Coast delayed the sailing of a tanker that was bringing jet fuel to the Orlando International Airport (KMCO). The Twittersphere erupted with concerns about flights being canceled over the lack of fuel.

“We are not out of fuel. We have not seen a major impact,” stated Carolyn Fennell, senior director of public affairs and community relations at Orlando International Airport. “The trucks are moving and delivering fuel now. The delay in fuel delivery is related to maintaining the reserve supply and at this time has had no major impact on flight cancellations or airport operations.”

Ops Update: Weather issues along the Gulf Coast had prevented reserve supply delivery of jet fuel at MCO. The weather has lifted and ships have departed. If flight disruptions occur, airline contingency plans are currently in place. Thank you for your patience.

— Orlando International Airport (@MCO) December 11, 2022

Fennell noted that the concerns over flight delays and cancellations may have been triggered because of the amount of traffic that MCO handles, “more than 1,000 aircraft operations daily,” she said.

“Due to this volume, the amount of jet fuel needed daily at MCO is greater than other airports in the state,” Fennell said. “Both the delay in fuel for reserves and the volume of flights have impacted the reserve supply. The airport has taken proactive steps to offset a bigger deficit in its reserves, including trucking in fuel for the past few days. 

“Additionally, the Orlando International Airport Fuel Consortium, which oversees and manages the aviation fuel for the airport, on Friday requested all airlines to have additional fuel on flights coming to Orlando to minimize the amount needed on return flights,” she added. “Some airlines may opt to make stops to fuel. Each airline makes its own decision depending on individual schedules and crews with safety and efficient operations as priorities.”

Airline Contingency Plans

United Airlines is one carrier that heeded the airport’s warning.

“Because of a shortage of fuel in Orlando that impacted multiple airlines, we added planned fuel stops on Sunday and Monday for a few flights from Orlando,” a United spokesperson told FLYING. “We expect to operate our full schedule to get our customers to their destinations as planned.”

The air carrier noted the fuel stops are made after departure from MCO.

Meanwhile Alaska Airlines, which has flights to Orlando departing daily from Seattle, Portland, Oregon, San Francisco, and San Diego, told FLYING: “We’re carefully monitoring fuel supply and have contingency plans in place should we need to add planned fuel stops for flights returning to the West Coast.”

Delta Airlines replied “While Delta continues to work measures in concert with aviation stakeholders and authorities, we do not expect any operational impact related to jet fuel availability at Orlando International Airport.

As service consideration for our customers who may prefer to move existing booked travel to a later date without facing a difference in fare, we are allowing that per the terms and conditions noted on delta.com.”

Fuel Shortages at the GA Level

General aviation is not immune to weather-delay fuel shipments. All it takes is a freeway blocked by snow and ice, or a mudslide to delay a fuel truck, a power outage at an airport or an equipment malfunction to temporarily shut down fueling operations.

Airport managers and operations staff are in charge of making sure NOTAMs are issued advising the flying public of the temporary lack of fuel. The fuel pumps are also coned off, INOP (inoperative) placards are placed, and, depending on the length of the shut down and sophistication of the airport, emails may be sent to airport tenants notifying them of the situation.

Once the fuel truck arrives and unloads, it may take a few hours before the fuel is accessible, as the fuel put into the tanks needs time to settle. For example, for every foot of 100LL added to a fuel tank you need to wait 15 minutes before putting that fuel into an airplane.

Use Your Smartphone to Find Fuel

Finding fuel used to mean making lots of telephone calls. These days there are multiple apps available that allow a pilot to access information about FBOs and airports—and fuel services provided, along with pricing, are a big part of that.

If an app is not your thing, airnav.com provides information about airports including fuel, with telephone numbers for more information.

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