According to Tecnam, FlyBy, which already has a fleet of 31 aircraft, has placed an order for an additional 10 Tecnam P2008JCs and two Tecnam P2006T NGs. It is the largest order from the flight school and more orders are scheduled for 2025, the manufacturer said.

• READ MORE: Tecnam Unveils P2006T NG at AERO 2024

Located in Burgos, Spain, FlyBy serves more than 350 students from 108 countries. The 14-month program prepares the learners for careers in aviation in Europe. To accommodate its growing enrollment, FlyBy recently opened a new base in Logrono, Spain, that will take delivery of 16 more Tecnam airplanes this year.

“We have chosen Tecnam for our fleet for its modern design and low operational costs,” said FlyBy CEO Alex Alvarez,. “There is nothing comparable to the P2006T in the market. Its quality, capabilities, and total cost of ownership, acquisition and operational cost, are second to none.”

• READ MORE: We Fly: Tecnam P-Mentor

Said Walter Da Costa, Tecnam chief sales officer:“We are pleased to support the growth of modern flight schools such as FlyBy. Commercial operators urgently need pilots trained on modern aircraft with glass cockpits and the latest instrumental procedures.”

FlyBy’s current fleet includes eight Tecnam P2008JCs, three P2006Ts, three P2002JFs, and two P-Mentors.

In the past 10 years Tecnam has been growing in popularity with flight training operations all over the world. The aircraft are built with carbon fiber and equipped with Rotax engines and glass cockpit technology, resulting in a tough, reliable, fuel-efficient design that can withstand the rigors of the training environment.

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Introduced in 2006, the Tecnam P2006T Twin has become a recognized option for flight training globally, serving prestigious institutions and private owners alike. Notably, the aircraft facilitates multiengine piston training at a noticeably lower cost compared to older twin-engine counterparts.

Bartolini Air managing director Bartlomiej Walas, expressed the historical significance. 

“If you are a passenger of Ryanair or another major European airline, it’s quite likely that your pilot made his or her first multiengine IFR flight in a shiny Tecnam P2006T at Bartolini Air,” said Walas.

• READ MORE: Tecnam Celebrates 75 Years of Passion for Aircraft Design

Since the acquisition of the first P2006T in its fleet, Bartolini Air now operates 15 Tecnam aircraft, with an additional five scheduled to join in early 2024. The company said this expansion aims to meet the rising demand for comprehensive training programs, providing more than 12,000 flight training hours annually and producing pilots for leading global airlines.

Walter Da Costa, chief sales officer at Tecnam, attributed the success of the P2006T Twin to the company’s commitment to offering unparalleled value, low operating costs, innovative design, and distinctive Italian styling. Da Costa pointed out that the Rotax engines contribute to the aircraft’s environmental viability, delivering remarkable fuel savings and significantly lower noise emissions.

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The deal was announced by Diamond Aircraft in partnership with the company’s distributor for Australia and New Zealand, Utility Air. As part of the arrangement, Utility Air has also agreed to sponsor the school’s electric vehicle racing development team.

“To be able to sell a fleet of aircraft to UNSW Aviation is wonderful, and to be able to sponsor the development of electric propulsion at the university further enhances our green credentials, something we take very seriously at Utility Air,” said Utility Air managing director Stephen Pembro.

The new DA40 XLTs will join eight DA40s operated by UNSW Aviation. The aircraft will be based out of Bankstown Airport (YSBK) in Sydney, where UNSW Aviation’s flying operations unit is located. Diamond expects to deliver four of the aircraft in 2024 and the remaining two in 2025.

“UNSW Aviation is delighted to continue our strong relationship with Utility Air and Diamond Aircraft Industries with the purchase of six DA40 XLT [airplanes],” said UNSW director of flying operations Malcolm Good. “[It’s] a fantastic addition to our existing fleet of DA40s to enable UNSW Aviation to deliver safe and effective flying training to the next generation of aviation leaders.”

• READ MORE: Diamond’s DA40 NG Just Might Be What the General Aviation Market Is Clamoring For

Introduced in 2013, the avgas-burning Diamond DA40 XLT piston single is powered by a 180 hp Lycoming IO-360 M1-A engine. The aircraft offers a top cruise speed of 142 knots, 847 nm range, fuel consumption of 8.2 gallons per hour, and maximum useful load of 900 pounds. It comes equipped with Garmin G1000 NXi avionics.

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Answer: For this one we checked with none other than FLYING contributor Martha Lunken, a defrocked FAA designated pilot examiner. In 2020 Lunken made the (poor) decision to fly under the Jeremiah Morrow Bridge near Cincinnati. The bridge is 239 feet high and spans the Little Miami River. A drone camera snapped an image of Lunken in the act, and a year later after a lengthy investigation, the FAA pulled her certificates and ratings. She has since regained her private certificate and instrument rating.

• READ MORE: My Life of Crime

According to Lunken, the errant pilot is usually grounded for a year, and that means no flight training during that time. The CFI who will be retraining the pilot needs to see the notice of revocation to know when it went into effect to be sure they are not violating the one-year, no-fly rule.

As far as the client’s assertion there is no paperwork, Lunken scoffed at the notion, saying there is “a pile of paperwork from the FAA and their lawyers” when a certificate is revoked. The applicant will have to retake the knowledge test, which requires an instructor endorsement as well, and he will have to be re-soloed. The good news is previous hours logged for cross-country, night flight, etc., remain, so the applicant doesn’t have to repeat all the training.

As far as the instructions to “fly with him but don’t sign him off for solo flight,” why would you fly with anyone seeking certification if you have no intention of endorsing them for solo flight? 

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FMA is accepting nominees for the FMA Solo Learn to Fly program. The scholarship is open to high school music students who have an interest in aviation. The FMA Solo program provides flight training through solo (approximately 15 hours of dual instruction) and assistance in obtaining flight training materials and flight gear, along with a sponsored student membership in FMA. 

Applicants need to have parental permission if under the age of 18, proof of citizenship, and be able to acquire a third-class medical certificate or state issued driver’s license or the equivalent.

The scholarship is made available in cooperation with FMA’s corporate members and sponsors nationwide. The program is available to junior and senior high school students who have been nominated by their music teacher or director.

FMA members are eager to share their passions of flying and music, growing both segments in society, according to FMA president and CEO John Zapp.

“The program has assisted many students who remain engaged,” Zapp said. “There are now many additional private pilots that have come from this program. We are also looking for those in the aviation and music industry who want to jump on the FMA bandwagon to be a part of this opportunity to inspire future pilots, musicians, and leaders the right way.”

Nominations for the FMA Solo program are due by January 31. Finalists will be notified March 1, and award winners will be notified by May 1.

FMA is also accepting nominees for the FMA Swing Wing scholarship, which enables the winner to attend the New York Hot Jazz Camp. 

The Swing Wing scholarship is open to all members of the FMA between the ages of 18 and 28 (an exception can be made for FMA members under 18 with parent permission) and will allow them to attend the jazz camp, which is described as an immersive experience with New York’s finest traditional jazz musicians and recording artists. The camp is designed to increase the participants’ knowledge of classic jazz. Participants will explore this uniquely American form of music developed in the Southern U.S. and the subtitles gained as it migrated to New York, Chicago, and the West Coast in the 1920s and 1930s. 

The scholarship is open to both instrument and voice musicians. The application requires a 150-word essay and a recommendation from another if able.

The weeklong camp begins on April 28.

For more information, send emails to Education@FlyingMusicians.org.

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Members are invited to apply for more than $500,000 of helicopter training and educational scholarships made possible by the Whirly-Girls Scholarship Fund.

The awards are funded by donations from private individuals and industry leaders, including Airbus, Bell Helicopter, Robinson Helicopter Co., CAE, FlightSafety International, and Garmin. 

• READ MORE: FLYING Media Group Launches Internship Opportunities

To be eligible for a scholarship, applicants  must be a female member of the Whirly-Girls organization in good standing. Funds are available for both experienced and newly certificated pilots and helicopter maintenance technicians as well as those seeking initial ratings.

Scholarship awards cover training expenses for courses including turbine transitions and advanced aircraft certificate, commercial flight training, software use, and advanced ratings and certificates.

In addition to financial need, scholarship winners will be selected based on a wide variety of criteria and achievements in aviation, reliability, motivation and commitment to success, dedication, and the ability to accept responsibility.

Whirly-Girls was founded in 1955 by Jean Ross Howard Phelan, who together with 12 other women helicopter pilots wanted to create an organization where female pilots could share information and camaraderie. The organization offered its first scholarship in 1968.

Applications for 2024 scholarships may be found here. The deadline to apply is October 1.

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The organizations include the Aircraft Owners and Pilots Association (AOPA), the Latino Pilots Association (LPA), the Organization of Black Aerospace Professionals (OBAP), Sisters of the Skies, and Women in Aviation International (WAI). Boeing is donating $500,000 to fund 25 scholarships, the company announced during the recent EAA AirVenture air show.

“The demand for qualified and diverse pilots remains high at airlines worldwide,” said Ziad Ojakli, executive vice president of government operations at Boeing. “While becoming a pilot provides a lifelong career, access to training remains a barrier to entry for many. These organizations are helping the next generation of pilots realize their full potential while also showing communities that are historically underrepresented in the industry that a future in aviation is possible.”

Said Chris Broom, vice president of commercial training solutions for Boeing Global Services: “We are seeing more women and individuals from diverse backgrounds entering the pilot profession because of the mentorship and guidance that aviation organizations like these provide for early career professionals. The work they’re doing to implement changes needed to remove social and financial barriers to entry are critical.” 

• READ MORE: Embraer Offering 50 Tech Scholarships for Women 

The organizations receiving the money are grateful for the opportunity to help members overcome financial obstacles.

“It brings us great joy that Boeing has provided these scholarships to our members,” said Claudia Zapata-Cardone, LPA president, adding that the award will help their members overcome the financial barriers that often keep people from achieving their dreams of flight.

Added Stephanie Kenyon, WAI interim CEO: “WAI members appreciate the longtime scholarship support from the Boeing Company. This year during our WAI2023 conference in Long Beach, California, Boeing provided scholarships for career enhancement, manufacturing skills, and flight training. We know that scholarships change lives and provide our members with the financial resources to continue pursuing their aviation/aerospace dreams. As a nonprofit organization, WAI is thankful for Boeing’s commitment to help train the next generation of female aviators.” 

Noted Samantha Whitfield, executive director of the OBAP: “Funding flight training is often one of the greatest barriers for students of color pursuing a pilot career. Scholarship partners like Boeing provide the much-needed support to fuel the careers of aspiring aviators. OBAP is proud to join forces with Boeing as we seek to diversify the aerospace workforce now and in the future.”

Stephanie Grant, a United Airlines first officer and development director and board member of Sisters of the Skies agreed. The organization of professional Black female pilots committed to improving scholarship opportunities, mentorship, professional development, and outreach.

“Being able to support our members through scholarships like this helps offset the high cost of flight school and ultimately see these women become professional pilots,” Grant said. “With less than 200 Black female commercial airline pilots nationwide, we remain focused on increasing this number through the pillars of our mission.”

Mark Baker, president and CEO of the AOPA, said the collaboration with Boeing was “a true embodiment of that spirit and supports our mission of getting more people into the skies.”   

Workforce Need

Long-term demand for newly qualified aviation personnel remains strong. Boeing projects 602,000 new pilots will be needed to fly and maintain the global commercial fleet over the next 20 years.

In addition to the flight training scholarships, Boeing is also donating $450,000 to Fly Compton, a Los Angeles-based nonprofit organization that provides minority youth with careers in the aerospace industry.

• READ MORE: King Schools Launch New Aviation Maintenance Program

According to Boeing, the money will be used to increase the number of flight training classes offered to students in Compton and provide them opportunities to explore careers in the field of designing, building, and maintaining airplanes and drones.

“We are grateful for the tremendous support from our partners at Boeing,” said Demetrius Harris, Fly Compton president and executive director. “They continue to demonstrate an unwavering commitment to breaking down barriers for minority youth within the aviation industry. At Fly Compton, we know that lack of exposure, access to resources, and the high cost of flight training prevents underrepresented populations from exploring careers in aviation. We focus on eliminating these barriers to entry, and this funding package from Boeing helps us continue this important work.” 

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The initiative is being carried out through a partnership with Gama Academy, a school that focuses on training professionals for the technology sector.

“Embraer Social Tech combines education and innovation to contribute to the development of a more inclusive society,” said Andreza Alberto, Embraer’s vice president of people, ESG, and corporate communications. “We are very proud of this affirmative action focused on quality education for women who want to enter the technology market.”

According to Embraer, participants will have the opportunity to learn how to work with data analysis and the Python programming language, which has applications in data science, artificial intelligence, and automation. The course lasts four months and uses a boot camp methodology through remote immersive training to develop skills required for careers in the technology sector.

Participants who complete the training will have the opportunity to join Embraer and its partner companies’ talent databases in future selection processes.

Applications will be accepted until September 3 and may be submitted here.

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The demand for aviation mechanics is surpassing the well-documented pilot shortage, with an expected projected need of roughly 690,000 jobs in the next two decades, according to a study by Boeing. 

To address this critical issue, King Schools has introduced a new Cleared for Aviation Maintenance program.

“We’ve been growing a lot over the last five to 10 years…and it’s been wonderful to do that, but we’ve been within this domain of pilots for a long time,” said CEO Barry Knuttila at a press conference at EAA AirVenture in Oshkosh, Wisconsin Thursday. “We had mechanics test prep for the general airframe and powerplant for many years. So we had our toe in the mechanics world.”

“Now, we’ve jumped into the water, gone underwater, and come back up,” he continued. “And we’ve come back up with a curriculum that allows…a school to start up a brand new mechanic school and take mechanics…from zero to turning wrenches with a certificate.”

• READ MORE: 3 Ways to Jump-start Networking in Aircraft Maintenance

The Cleared for Aviation Maintenance product is designed for flight schools, colleges, and universities to integrate into their existing A&P programs or establish new ones. With a focus on the new Part 147 requirements and a user-friendly syllabus, the product seamlessly integrates into existing instructional programs. King Schools offers a free concierge service to guide schools and businesses through the setup process.

“We saw a demand that’s there,” Brian Hough, senior vice president of sales and business development, who was instrumental in the development of this program, said at the briefing. “There’s more mechanics needed than there are pilots. If we look at that trajectory, what’s that going to do to us? We’re going to come to a grinding halt because we are falling short of that.”

“There’re maintenance schools that are out there,” he continued, “but they’re just not able to produce [a solution to] the overwhelming demand.”

So he took that idea to the drawing board, asking how we could change that dynamic. “I couldn’t find a commercially-produced syllabus, short of…test prep, which we already had, that would work for multiple entities,” Hough said. 

Aviation maintenance schools are relatively sparse, but Hough and the King Schools team identified a solution in the exploding flight school business nationwide. There are aviation education programs established and growing across the U.S., and those schools have fleets of aircraft. Fertile ground for educating and training new A&Ps: but how could the dots be connected? Enter Cleared for Aviation Maintenance, which allows learners to complete their course of training at existing schools. 

• READ MORE: Maintaining Your Ideal Aircraft: What Can a Pilot Do?

“This year, if you don’t know, the FAA is putting out grants up to $500,000—you have to apply by August 15,” Hough said. “So make sure you do. If anybody has a particular program, this is a huge advantage for you to teach mechanics.”

The curriculum encompasses a fully integrated home-study course, written exam test prep, and a complete syllabus in compliance with the new FAA FAR Part 147 requirements for aviation maintenance technician schools. The program seamlessly aligns with aviation maintenance programs offered by high schools, colleges, and universities, maintenance schools, and flight schools with aircraft maintenance facilities.

There is also a fast-track option for experienced military crew chiefs without A&P certification. These individuals can now benefit from the mechanics training and, in turn, assist the shop while obtaining an FAA certificate more efficiently.

The home-study course is structured into three units: general, airframe, and powerplant. Learners engage with short video sessions, quizzes, flashcards, and practice tests to make the process more enjoyable and improve retention. FAA-style questions ensure students become familiar with the examination format, and interactive tracking helps focus efforts where needed. Additionally, students gain access to the company’s companion and test prep apps, both allowing for offline functionality.

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Prop wash is a ground thing. It is a hazard right up there with running over a chock or tiedown rope. I have been flying since the Reagan administration. In July, I will mark 20 years as a CFI, and I will tell you that with the exception of a midair collision, accidents caused by sloppy ground handling are what I fear the most. Often these are caused by poor training and a lack of attention by the pilot—or a combination of both. Airplanes are awkward on the ground: You have to watch your wings, your tail, your prop—and your prop wash.

Start on the Ground

The situational awareness you are developing as a pilot begins before engine start. You clear the area in front and to the side of the airplane before you start the engine—and yell “Clear prop!” to let people know what you’re about to do—but do you double-check the area behind you? Please say you do.

An acquaintance who is a designated pilot examiner recently told me a story of a check ride when the applicant prepared to start his airplane that was arranged tail to tail with another in the school’s fleet. The aircraft were perhaps 10 feet apart, yet the applicant had no issue starting the Cessna 172 and blasting the snot out of the airplane behind it—the DPE had offered to help him pull his airplane out of his parking space and reposition it, but the applicant demurred, saying this was how they always did it.

I question this practice. The minute the propeller starts turning, that prop wash is a force to be reckoned with. Don’t have anything behind the tail. That includes a closed hangar.

Some older hangar doors can have rickety track fittings and the prop wash can damage them. Also, there is the chance that someone has reopened the hangar door between the time you moved your airplane out and completed the pre-start checklist.

I saw this first-hand one winter. We had moved the aircraft into the hangar for defrosting. One went out, one came in, and we surrounded it with step ladders and took towels to brush off the slushy ice. Usually the de-icing was done by the learners and the more invested CFIs.

I had my back to the door when a cold blast, a yell of warning, and the sound of an engine start made me turn around. The hangar door had been raised and the learner in the Cessna 172—his CFI by his side—started the engine with the tail pointed toward the open hangar. Unfortunately, another learner, a young woman weighing no more than 115 pounds, was up on a ladder brushing the slush off another 172. She screamed as the prop wash knocked her backwards off the ladder. She would have landed on her back on the cement floor had not the hockey goalie reflexes kicked in. I dove and caught her. Several people witnessed the event. It was dramatic for all involved. A rule was made to pull the aircraft further from the hangar and reposition the tails so that the hangar door—or the interior of the hangar would not be blasted in the future.

Watch for the Aviation Impaired

You have probably heard stories about someone who stepped out of an aircraft and walked into a spinning propeller. Often these instances happen at night. The outcome is never good. There are also people who walk into spinning propellers in the daytime because they don’t understand that when the propeller is spinning, it moves so fast it blurs and in essence, disappears. Or they walk in front of a tailwheel-equipped aircraft because they don’t realize that the pilot does not have good forward visibility. 

Some flight schools and FBOs that conduct introductory or scenic flights and ‘hot load’ (exchanging passengers with the engine still running) will make sure each person is escorted to the aircraft and instructed well in advance to stay behind the wing or the strut. When departing the aircraft, they are escorted to the rear and away from the nose. Other businesses avoid the issue altogether by prohibiting hot loading, and instead they perform a complete engine shutdown.

You may have noticed how line service people will not approach your aircraft for refueling until you show them that the key is out of the ignition and the magnetos are indeed off. Respect the propeller like it is a bull, or a large dog you do not know.

Danger, Will Robinson

Many airports have locked gates and signs on the ramps that read something to the effect of “No Unescorted Persons On the Ramp” or “Authorized Personnel Only.” There is a reason these signs are all in caps and usually printed in red—the aviation impaired are a hazard on the ramp, because they don’t realize the danger to themselves or the airplane.

For example, I was working with a pre-solo learner who was about to start the Cessna 172 for the first time. We had gone through the preflight inspection and pre-start checklist. He yelled “Clear prop!” and just as he was about to start the engine, his father appeared outside the aircraft on the pilot’s side. He had his hands on the window and was peering in at his son. I called a warning and stopped the learner from turning the key. There was a quick conversation with the dad—that was a dangerous place to be—did he see the rotating beacon on? That meant we were about to start the engine. Also, there were signs warning that he needed to be escorted on the ramp. Where was his escort?

“I didn’t think that applied to me,” he replied, adding that he wanted to see what his son was doing, therefore he had every right to be there. With the permission of the chief CFI, the learner invited his father along on a few flights after that. We figured it was better than having Dad wandering up and down the ramp.

One of the most experienced pilots I ever flew with taught me never to have my back to an operating airplane. When an airplane is taxiing by you, turn around so you can make eye contact with the pilot. Stand still, and out of reach of the wings and propeller. The pilot may not know you from Adam’s house cat, and he or she doesn’t know if you know your way around the ramp or if you’re going to do something silly, like walk in front of an approaching aircraft. They will appreciate you letting them pass.

Follow the Lines

Never taxi over anything but recognizable surfaces. Stay on the gold lines—they are supposed to keep you from running over chocks, tie-downs, etc. When you remove the chocks, put them someplace where they won’t get in the way of taxiing aircraft. You may even want to curl up the tie-downs and put the chocks on top of them. I have witnessed an operating propeller suck up a tie down strap, cut it in two, and send the steel hook flying. The hook landed a few feet away from me. I kept it as a war trophy and to show my learners what could happen. The airplane, a Mooney, was damaged as well, as the tiedown strap appeared to put some dings in the propeller. 

I teach my learners to be extra careful when taxiing near drains especially in low visibility situations, because for a time there the drain grates, heavy metal objects that they were, were being stolen from the airport. I was told the drug culture was attempting to sell them for scrap iron, despite the fact they bore embossed indications of where they came from, and it was obvious they were stolen. Hitting an open drain or a partially open drain with an aircraft tire would quickly ruin your day.

Don’t Take Shortcuts

Some pilots at non-towered airports go so far as to announce intentions to taxi—for example, “(insert name of airport traffic) (type of aircraft and location) taxiing to the fuel pumps (name of airport)” and sometimes they find themselves being criticized by other pilots who say it’s not necessary and creates unnecessary congestion on the frequency. Perhaps. Perhaps it’s also a good idea to have this communication when the ramp is very busy, remembering that you have to listen as well as talk. This helps keep you from being the pilot pulling out from between the rows of hangars who has to slam on the brakes to avoid T-boning the airplane from the local flight school that is taxing past you at high speed because you didn’t make a  radio call announcing you were about to taxi to the active from the hangars.

Just like in the air, it just takes one moment of inattention or a foolish choice to damage an airplane, either yours or someone else’s, or even airport property. This was drilled home when I watched the chief CFI of a school attempt to pull through a parking spot rather than taxing around it. His airplane ran over a chock and reduced it to kindling. I truly hope learning took place.

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