More than anything else, it was my subscription to FLYING Magazine, beginning with the January 1955 issue, that created a thirst for additional knowledge and achievement. I was not alone. A lot of builders and dreamers were entering the private aviation industry in that era, helping transform it from a time of tube-and-rag taildraggers to sleek transportation aircraft.

In the mid-20th century, America was uniquely positioned for the creation of a modern noncommercial aviation system. There was a need for airplanes that could transport families and business people across the vast distances of North America, we had an airport of some sort in nearly every community, and our personal freedom and finances encouraged the utility of light aircraft. The inefficient war-surplus airplanes and vintage taildraggers leftover from the 1940s no longer sufficed. We were ready for easier-to-fly, purpose-built airplanes.

And experienced, visionary heads of aircraft companies were ready to provide them. As with the automotive industry, we had the Big Three—Beechcraft, Cessna, and Piper—plus eager-to-compete smaller companies like Aero Commander, Bellanca, Champion, Maule, and Mooney. As the 1960s arrived, new models and improved veteran designs showed up in the marketplace. Likewise, a new term, avionics, was coined, referring to a fresh crop of highly capable radios for our instrument panels, thanks to transistors and compact power supplies that shrank space requirements. 

• READ MORE: FLYING Magazine Announces 2025 Ultimate FLYING Giveaway

Powerplants also underwent development. Fuel injection and lightweight turbochargers were added to piston engines, small turbojets encouraged the concept of business jets, and new medium-horsepower turboprops filled the gap between 300 hp opposed recips and burly radials. By 1970, GA shoppers were able to buy anything from aerobatic two-seaters to pressurized, cabin-class twins. Available business aircraft ranged from turboprop executive airplanes to fanjet-powered corporate barges. Airports and airspace routings had been improved to accommodate GA’s growth. This laissez-faire ’60s atmosphere kept the industry’s engineering departments working overtime.

The declared goal during the frenetic ’60s and ’70s was to create “gap fillers.” Every company wanted to provide an airplane to suit every need and keep customers loyal to its brand. Piper had a fleet of Cherokee derivatives, from the 2+2 Cherokee 140, the everyday 180 and beefy 235, and the stretched Cherokee Six, leading to retractable Arrows and Lances, and even twin-engine Senecas and Seminoles. Piper’s earlier high-performance Comanche line was retained through 1972 in single and twin versions, with normal and turbocharged engines. And the company also offered heavier twins in various piston-engine Navajo and turboprop Cheyenne models, all while still building the venerable Aztec twin—not to mention the agricultural Pawnee airplanes and an occasional Super Cub.

Beech Aircraft also tried to fill every gap in the market with a Beechcraft. It expanded its line  downward from the three Bonanza models with a lighter Musketeer series, offered in trainer, cruiser, and retractable variants, and it even fielded a light-twin Duchess, all the while offering Baron twins in as many as five styles, plus the sexy Duke and cabin-class Queen Airs. Meanwhile, Beech’s King Air turboprop line grew longer and more capable, even leading into commuter-airliner variations. To round out its offerings, Beech acquired upscale business jets from Hawker and Mitsubishi. 

Cessna, meanwhile, outdid everyone, developing model after model to plug any sales leak in its line. At one time in the ’70s, I counted 22 singles and 13 twins among its offerings, in addition to the burgeoning Citation business jet lineup. Whatever you needed, from two-place trainer to pressurized single, from push-pull “safe twin” to back-door executive twin, agricultural airplanes and bushplanes, Cessna had them all. There seemed to be no end to the swelling Cessna tide, which amounted to 50 percent of the industry’s unit output during the boom times.

At the same time, little Mooney expanded its basic M20 retractable into longer and more powerful models, Rockwell developed single-engine and ag planes to supplement its piston and turboprop twin-engine line, Bellanca/Champion offered a half-dozen two-seat tailwheel airplanes to compliment its Viking retractables, Grumman was making two- and four-seat airplanes plus a twin-engine model, and Maule tweaked and stretched every possible variation from its tailwheel utility aircraft. 

Present Day Flying

Today, we are still enjoying the fruits of these developments in the 1960s, ’70s, and ’80s.

Refurbished examples of the golden age general aviation airplanes sell for many multiples of their original sticker price, while the limited-production, new single-engine airplanes are astronomically unaffordable. The promised introduction of “light sport” airplanes that would provide economical new aircraft hasn’t worked out. They are priced at about twice the expected figure and often don’t have sufficient payload to accommodate two adults plus full fuel. 

A serious implosion in light airplane production took place during the mid-’80s, closing many production lines and shrinking the supply of available models. This was due to an oversupply of airplanes during economic malaise, coupled with the growth of rapacious product liability lawsuits and concurrent manufacturer insurance costs. Most of GA’s growth shifted into big-ticket aircraft such as turbine-powered business airplanes, utility and owner-flown, single-engine turboprops, and fast-glass, piston-engine singles.

As the new millennium arrived, Cirrus Design brought not only a new sleek composite-construction personal airplane but a fresh approach to marketing it. With its integral emergency parachute, side-stick control, video-screen, GPS-based avionics and automotive interior styling, the Cirrus SR series appealed to a new generation of entrants to GA. The company quickly filled a void abandoned by the traditional airplane companies that had been acquired by corporate conglomerates that were more interested in selling big-ticket business aircraft than entry-level models. 

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The real revolution now stems from the utility gained by effortless navigation provided by GPS data flowing into advanced computing capability, so that panel-mounted displays can not only show current position but flight plan routing, all linked to advanced autopilot technology taking care of most cross-country piloting chores. With uplinked, in-cockpit weather integrated into tablet-based “electronic flight bags” or the avionics suite, there’s no longer any excuse for pressing on into unflyable conditions lurking over the horizon. 

Retrofitting this advanced technology into legacy aircraft is simply a matter of allocating enough money to make the airplane useful. The ADS-B mandate of 2020 has given more flexibility to ATC handling of any size of aircraft—at the cost of privacy and freedom. Yes, we deal with a multitude of airspace rules and restrictions, but we had to negotiate many of those same encroachments in the late 20th century, and with less computing power in the cockpit back then to help us avoid them. 

Airport infrastructure has shifted away from providing accommodations for all comers to building for the biggest user, leaving light general aviation to occupy the corners of the ramp or a remote edge of the airport. Stand-alone, family-operated FBOs have been replaced by chains of opulent palaces catering to the jet set. We can expect to pay for what used to be free services, because our minuscule fuel business is no longer important enough to be willingly subsidized by the big iron customers. 

Expectations are greater in the 21st century—in all aspects of life, not just GA. New entrants to flying expect seamless air conditioning, push-button actuations, plush accommodations, and high levels of service, compared with their more-tolerant parents and grandparents. If passengers can’t have Wi-Fi on board, they don’t want to ride with us. Privileges have their price, reflected in million-dollar sticker prices on new limited-production piston singles and multiple millions for personal turboprops. 

At least we still have options, even though we may have more money tied up in our instrument panel than a first-class traveling airplane cost back in the late 1900s. We’ve lost many airports to housing and industrial developments, but many remain, still giving access to communities via general aviation, providing transportation and utility possible in no other way. 

Flying’s Future

The future, from my jaded perspective, will be different, perhaps not to the tastes of my generation but still suitable and rewarding to those who’ll be doing most of the GA flying.

Accommodations might have to be made for the hyper-promoted electric urban air mobility (UAM) vehicles, manned and unmanned, in various stages of development for a market that may or may not exist. If airspace, bases, and routes have to be carved out for these anticipated thousands of mass-transit conveyances, we may see some disruption of traditional air traffic.

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The big unknown is the impact of governmental and public policy interference on a limited-participation activity like general aviation. Regardless of the facts, the loudest voices get the most attention at law-making levels, and well-meaning but shortsighted regulation can wind up stifling the freedom of flight enjoyed by private citizens. We must continue to support our GA membership organizations, and these associations must link arms with other interests, such as business aviation, helicopter operators, agricultural aviation, flight training, avionics shops, and FBOs, to ward off possible restrictions and bad laws stemming from class-envy and special-interest rhetoric targeting the industry.

I remain eternally optimistic about aviation, because I’ve always observed humankind’s innate desire to fly. From the days of the earliest prehistoric human watching soaring birds, there’s always been something urging us to look skyward, yearning to share the perspective of height. People will always want to fly, and once having tasted the freedom of personal wings, it is difficult to give it up. It behooves us to share flight with as many of our friends and acquaintances as possible, building a coalition to preserve what we’ve been given. 

A love of flying, like all passions, has to be given away if it is to be continuously circulated back to the conferrer.

This feature first appeared in the Summer 2024 Ultimate Issue print edition.

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The 32-page document of official procedures, known as the Oshkosh 2024 Notice, is now available online and required reading for pilots intending to fly themselves to the Wisconsin event. 

According to the EAA, there are a few changes this year that are the result of “pilot feedback and FAA review of arrival procedure recommendations.”

The EAA said the notice is in effect from noon CDT on July 18 until noon CDT on July 29. The document outlines procedures for the many types of aircraft that fly to Oshkosh for the event, as well as aircraft that land at nearby airports.

New Procedures for 2024

This year there are TFRs in the Milwaukee area that have nothing to do with AirVenture.

• On July 15-18, the Republican National Convention will be held in the region, prompting a closure of airspace. On July 25-28, the Milwaukee Air & Water Show will be conducted with a TFR of its own.
• There is a new Fisk holding procedure. There are several pages on it in the notice that include drawings of landmarks and approved routes in addition to textual descriptions called out in boldface and boxes.
• No Fisk arrivals will be permitted before 8 a.m. CDT on Thursday, July 25.

In addition, the ATC assignable transition points located west of Oshkosh will be in effect again. They are designed to reduce holding time and air traffic congestion. The points are at Endeavor Bridge, Puckaway Lake, and Green Lake. According to the notice, they will be announced on the arrival ATIS when ATC activates during times of highest traffic flow.

This year’s AirVenture marks its 71st anniversary, and safety, as always, is paramount.

“The most essential information for any pilot flying to Oshkosh involves reading and thoroughly understanding the 2024 AirVenture Notice to ensure safe operations on arrival and departure,” said Sean Elliott, EAA’s vice president of advocacy and safety. “This FAA notice document states the official requirements and expectations for pilots. We also urge all pilots to log appropriate cross-country time prior to their trip to Oshkosh so they have the proficiency and confidence to fly safely.”

Pilots are advised to study the notice in advance and plan their flights carefully. 

Pro Tips:

• Add an additional 30 minutes to your estimated time en route, and be prepared to divert to another airport if weather, traffic, or an accident creates a delay.
• In addition to having the notice in digital form on your iPad or tablet, print it out and have a hard copy with you in the cockpit as a backup.

Good luck, and we’ll see you at the show.

The complete Oshkosh 2024 Notice is below. For a free, printed copy, call EAA at 1-800-564-6322.

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Electric vertical takeoff and landing (eVTOL) aircraft manufacturer Pivotal this week opened online sales of Helix, a personal flying vehicle for first-time aviators and experienced pilots alike. Like a video game, Helix is controlled by a single pilot using a pair of simple joysticks, plus fly-by-wire controls. For $190,000, Pivotal will train customers to fly it and send them on their way in their very own aircraft.

Pivotal, which is backed by Google co-founder and ex-CEO Larry Page, unveiled Helix in October when it rebranded from Opener Aero. Prior to that, the firm actually sold half a dozen preproduction BlackFly aircraft. In June, it said it was the first company to actually deliver an eVTOL to a paying customer.

Helix, which unlike BlackFly is scalable for production, was designed mainly for personal or recreational use. The aircraft is available in three differently priced configurations, with initial customer shipments scheduled for June.

With an empty weight below 350 pounds, Helix qualifies as a Part 103 ultralight aircraft, meaning the FAA does not require pilot certification to fly it. In lieu of hundreds of hours of flight training, Pivotal requires customers to complete about two weeks of initial training at its Palo Alto, California, headquarters, with recurrent training after they earn their wings.

While more expensive than a typical automobile, Helix’s $190,000 base price tag is at the low end of the range for popular personal aircraft. It costs slightly more than a Texas Aircraft Colt, for example, but less than a Beechcraft G36 Bonanza, Diamond DA40 NG, Piper Archer LX, or Cessna models such as the 182 Skylane or 172 Skyhawk.

“We’re proud to begin selling, and soon delivering, our Helix aircraft,” said Ken Karklin, CEO of Pivotal. “The market is ready for the wonder of aerial recreation and short-hop eVTOL travel. We are ready to provide the beauty and freedom of personal flight to a whole lot of people with a passion for flying and an interest in creating a new generation of aviators and aviation,”

To fly Helix, owners must be at least 18 years old, weigh less than 220 pounds, and stand no taller than 6-foot-5. Customers can place a nonrefundable $250 application fee on Pivotal’s website. To lock up a production slot and receive a forecasted ship date, they’ll need to deposit another $50,000 within five business days of the initial order.

Full Tilt

There’s nothing quite like Helix flying today.

One of the more eye-catching features is its “tilt aircraft” architecture. Tilting rotors or propellers are not uncommon to eVTOL designs, aiding in both vertical and horizontal flight. Pivotal, however, decided to scrap the moving parts and tilt the entire carbon fiber composite airframe between takeoff and cruise—this, it says, reduces weight, complexity, and points of failure.

Helix relies entirely on propulsion for hover but can cruise on its fixed wings, flying quieter than even an electric car. To switch flight modes, users simply push a button on one of the two joysticks and pull back. The transition happens pretty quickly, as seen below:

Ease of use was a central tenet in Helix’s design: It enables both autotakeoff and autolanding, for example. An integrated display and user interface, meanwhile, give the pilot real-time altitude, location, speed, and other measurements.

Helix represents a major upgrade on BlackFly, with a redesigned canopy and flight deck, more comfortable seating, and improved power, propulsion, and performance. But it maintains its predecessor’s portability, capable of fitting into a 16-foot trailer and going from storage to the sky in less than 30 minutes.

Owners will be able to download a free smartphone app that simplifies preflight checks, captures flight history, and manages charging and aircraft service. Aircraft add-ons include a transport trailer; fast charging; aviation and ground radios; ADS-B; and a gimbal camera, which would allow someone on the ground to watch the flight as if they’re in the air with the pilot.

As a Part 103 ultralight, Helix speeds up time to fly in exchange for certain operational restrictions. For example, pilots will be required to fly during daytime and in Class G airspace, far from congested airspace and airports. The aircraft is also restricted to about a 20 sm (17 nm) range and 63 mph (55 knot) cruise speed.

Since the eVTOL is built for inexperienced flyers, Pivotal made sure to load it with safety features. When necessary, it can land on water, for example, and only six of its eight rotors are required for flight and landing, in addition to other fault-tolerant systems. A landing camera, beacon lights, and whole-aircraft ballistic parachute add further layers of protection.

Starting only in the U.S., Helix can be purchased in three configurations. The $190,000 base package includes a digital flight panel, canopy, HD landing camera, charger, vehicle cart, custom marking, comprehensive pilot training, and warranty. A $240,000 package comes with a glossier finish and all of the features above, plus even more. The priciest option, at $260,000, includes everything in the first two packages plus premium features, such as beacon aircraft lighting, and the option to fully customize the exterior for an added fee.

Pivotal may provide a good litmus test for the integration of outlandish new aircraft such as Helix into airspace used by GA traffic. But Karklin told FLYING the company may one day certify Helix as a light sport aircraft (LSA) under updated FAA rules, should they come to fruition. That could enable some commercial applications, and the Pivotal CEO listed public service and defense as possible future use cases.

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The post Personal Aircraft Requiring No Certificate to Fly Hits U.S. Market appeared first on FLYING Magazine.

“Our fuel valve has improved corrosion resistance from the anodized coating,” McFarlane lead project engineer Val Yancey-Jardon said in a release. “They’re precision machined for the O-ring capture cavity, and we fully test each assembly before leaving the facility [in Baldwin City, Kansas].”

The development is part of McFarlane’s broader effort to provide cost-effective and top-quality replacement parts for various Cessna aircraft models, from the 150s through the 190s. With this addition, Cessna owners now have access to a more-affordable alternative to the OEM valves without compromising on quality.

In addition to offering brand-new valves, McFarlane provides comprehensive repair services for Cessna fuel valves. Its inventory includes repair kits, seal kits, gaskets, fittings, and replacement parts. For Cessna fuel valves, McFarlane features long-life, fuel-proof Viton seals, ensuring lasting performance.

McFarlane said it caters to a wide range of aircraft applications with its line of fuel system replacement parts, benefiting various aircraft models, including Piper, Beechcraft, Mooney, Maule, and more.

McFarlane Aviation is a leading supplier of premium aircraft parts, accessories, and innovative solutions for general aviation. The company said its commitment to engineering meticulous products guarantees exceptional quality and extended lifespan.

McFarlane also owns and operates a diverse family of brands, including CJ Aviation, Flight-Resource/MT Propellers, and Airforms.

Editor’s Note: This story originally appeared on planeandpilotmag.com.

The post McFarlane Receives FAA-PMA Nod for Cessna Fuel Selector Valves appeared first on FLYING Magazine.

Unsurprisingly, choppiness also occurs due to updrafts or downdrafts created by storms. In recent years, however, there’s growing evidence that climate change is causing more inclement weather—and by extension, more turbulence.

But what if we could get rid of that bumpiness for good? In a viral video that has racked up more than 3.2 million views on X (formerly Twitter), Austria-based Turbulence Solutions gave a sneak peek of its Turbulence Canceling solution, which got its first customer earlier this year. The Vienna startup plans to use a combination of sensors, lidar, and flight control software to reduce the effects of turbulence by measuring, predicting, and mitigating choppiness.

Andras Galffy, founder, CEO, and head of technology and research at Turbulence Solutions, told FLYING the company first plans to integrate its solution on GA aircraft, as well as electric vertical takeoff and landing (eVTOL) aircraft for planned advanced air mobility (AAM) services.

“Even without climate change increasing turbulence, especially for light and small aircraft flying low and fast, comfort is a showstopper.” Galffy said. “A very limited number of passengers enjoy flying GA aircraft for comfort reasons. AAM and eVTOL will need to provide turbulence-free ride quality and passenger comfort for returning and recommending customers.”

Galffy, who earned his doctorate in flight control from Vienna University of Technology’s Automation and Control Institute, founded Turbulence Solutions in 2018. But the company appears to have emerged from stealth in 2022, when it began circulating the now-viral video on LinkedIn and posting on Facebook and X.

According to its website, Turbulence Solutions has already obtained a U.S. patent for its solution, with a few others in the application process. It also tested the system on board a crewed demonstrator aircraft, which it used to gather in-flight data, in 2021, Galffy said.

Based on that data, the company predicts Turbulence Canceling will reduce the load felt by passengers by more than 80 percent, though the system is a comfort feature and won’t be required for operation. The company said it will use a feedback and “feedforward” approach, combining dynamic lift control with predictive sensor technology.

The solution’s Turbulence Load Prediction component will provide the “feedforward,” anticipating choppiness in front of the aircraft. Pressure sensors and wind lidar technology will combine to measure differential pressure ahead of the wing, predicting vertical acceleration to an estimated 1 m/s/s degree of error, the company claims.

That system will send feedback to a Direct Lift Control system, which dynamically adjusts wing shape within fractions of a second (as a bird does) to reduce inertia on the flaps and stabilize angle of attack. This component will incorporate flight dynamics beyond wing root moments, including vertical acceleration, pitch, roll, and wing bending. It can be integrated on aircraft with conventional flaps or enable wing morphing.

Galffy contrasted this strategy with conventional turbulence avoidance methods, which often involve pitching the entire aircraft via elevator input. This, he said, is simply too slow of a reaction to avoid choppiness.

How Pilots Handle Turbulence

By and large, pilots know what to do when they encounter turbulence, but existing mitigation strategies aren’t exactly ideal.

Chapter 12 of the Pilot’s Handbook of Aeronautical Knowledge introduces the concept of turbulence and educates about its causes and effects. Typically, the initial course of action is to slow to maneuvering speed—fast enough to keep the aircraft in level flight, but slow enough to escape structural damage from choppiness. 

Pilots are required to know this speed, which is specified by aircraft gross weight in the Pilot’s Operating Handbook and is commonly placarded in the cockpit: the heavier the aircraft, the higher the maneuvering speed. 

The strategy is similar to driving slowly on a bumpy road to avoid dents from potholes. For passengers, however, this can cause discomfort or raise concerns about the aircraft’s safety.

Less frequently, pilots will take a different road entirely; that is to say, they will adjust course or altitude to avoid the turbulence altogether. But for large aircraft in particular, rerouting can strain fuel requirements and increase carbon dioxide emissions. And for smaller aircraft traveling short distances at low altitude, it’s a near-impossible task, Galffy said.

In short, there is no simple recourse for pilots who encounter choppiness. On its website, Turbulence Solutions points out that eVTOL designs are also susceptible to turbulence. These aircraft are relatively light but cruise at high speeds, and turbulence could tank customer satisfaction or limit the availability of planned AAM services.

Galffy told FLYING the company has already developed systems to sufficiently reduce turbulence for light and eVTOL aircraft. This year, the startup picked up its first customer: a manufacturer of 1,300-pound ultralights. 

Next up will be adding fail-operational capabilities to integrate Turbulence Canceling on larger models. Galffy mentioned business jets and airliners as potential customers. For now, though, the focus is on a simpler system for GA and eVTOL aircraft, which the CEO said is easier to certify.

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The Aircraft Owners and Pilots Association (AOPA) said it is organizing a flyover of the National Mall designed to showcase more than 20 “chapters” of the GA story in the U.S. AOPA President Mark Baker’s Beechcraft Model 17 Staggerwing will lead the event, representing aviation’s Golden Age. Other chapters will cover general aviation during and after World War II, trainers, vertical flight, seaplanes, experimental homebuilt aircraft, backcountry flying, business aviation, and more. 

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“It’s going to be a special time for AOPA in May of 2024,” Baker said during EAA AirVenture in Oshkosh, Wisconsin. “What a sight it will be to see the history of general aviation flying over the National Mall as GA has given this nation so much over the past many decades. AOPA is uniquely positioned to be able to plan this complex event and execute it safely and professionally.”

The event is part of a celebration of GA’s contributions to society and AOPA’s 85th anniversary. The flyover will be broadcast live on YouTube with commentary from guests including Tom Haines, longtime AOPA editor-in-chief and host of  “AOPA Live This Week.”

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Participating aircraft will fly in the Flight Restricted Zone, or FRZ, above the Lincoln Memorial, down Independence Avenue, and past the Washington Monument, AOPA said. Planning for the flyover includes close coordination with 15 interagency partners, including the FAA, the TSA, Secret Service, and Capitol Police. AOPA said the event also has the support of Congress.

The post AOPA Plans Washington D.C. Flyover to Celebrate General Aviation appeared first on FLYING Magazine.

This year marks the first time GA has a seat at the table as the committee has announced its intention to include a general aviation section in the bill.

Leaders from several GA organizations including the Aircraft Owners and Pilots Association (AOPA), Experimental Aircraft Association (EAA), American Association of Airport Executives (AAAE), and National Air Transportation Association (NATA), testified before the committee during the March 9 hearing.

FAA Reauthorization comes up every four or five years, setting the stage for the FAA and aviation for the coming years. The bill includes all programs and policies by the FAA including airports, airlines, general aviation, business aviation, manufacturers, air traffic controllers, and autonomous vehicles.

• READ MORE: FAA Safety, Aircraft Certification Focus of Senate Hearing

A number of topics including the transition to unleaded fuels, workforce development, staffing shortages, airport funding, and aviation safety were discussed in Thursday’s testimony.

Much of the hearing focused on the overwhelming support of the Eliminate Aviation Gasoline Lead Emissions (EAGLE) initiative—a major priority for the sector. During the testimony, concerns were raised about the rushed ban of 100 low lead (100LL) fuel before a universal alternative is widely available—as was the case at Santa Clara County. Delays in the availability of the currently promoted alternative fuels have created a gap between the supply and demand for those fuels.

• READ MORE: FAA Halts Investigation of Santa Clara County Fuel Ban

During his questioning, Rep. Scott Perry (R-Penn.) took issue with Santa Clara County’s decision to ban 100LL while accepting federal funds, calling it “offensive.” He argued that any airport taking federal funds should provide necessary services for pilots and shouldn’t compromise safety for what he described as “woke ideology.”

When asked what Congress can do to ensure more instances like Santa Clara County aren’t part of a wider trend, AOPA’s president Mark Baker insisted Congress can make sure airports don’t lose the availability of 100LL until there is a suitable, affordable replacement. He also encouraged Congress to allocate funds for supplemental type certificate (STC) holders in order to get fuel in the market faster. Baker also noted that the industry is on track to meet its goal to safely eliminate the use of leaded aviation fuel by the end of 2030.

Thursday’s testimony also addressed staffing shortages, most notably affecting the FAA, which has caused backlogs for things like aircraft certification, medicals, rulemaking, and designated pilot examiner (DPE) availability—a major setback in issuing new pilot certificates.

In his testimony, EAA CEO Jack Pelton called the DPE shortage a “crisis that needs to be addressed” and suggested Congress implement the DPE Reforms working group’s recommendation that DPE’s go to national oversight level rather than at the local flight standards district office level.

Another major takeaway from Thursday’s hearing was the aviation industry’s workforce challenges and how to recruit both qualified and underrepresented groups. Baker took the opportunity to tout the success of AOPA’s high school aviation STEM curriculum which is currently being utilized by 400 schools across the country and consists of 50 percent people of color and 25 percent females. Additionally, Baker noted that 70 percent of the first graduates of the program are actively pursuing an aviation career.

EAA has also been successful with its own Young Eagles program which has flown more than 2.3 million young people—introducing them to their first flights in general aviation.

Additionally, the National Center for the Advancement of Aviation (NCAA) bill was brought up during the hearing which would be instrumental in addressing workforce challenges. The NCAA would help shape a generation of new pilots, maintenance technicians, and aerospace engineers to promote aviation within the United States.

The House and Senate have until September 30 to draft a comprehensive new FAA Reauthorization bill.

The post Transition Away From Leaded AvGas on Track, GA Stakeholders Tell Congress appeared first on FLYING Magazine.

I’d like to share a few that have recently added to my sense of gratitude and admiration for our GA family.

A few months ago, a neighbor from my former hometown of Rome, New York, reached out to see if I knew someone they could contact to take their father, Tom Kenealy, flying on his 92nd birthday. A Korean War veteran, Mr. Kenealy devoted his life to his community and serving others, especially veterans.

Having moved from New York a few years ago, I thought it best to post this request to social media to see who was around at KRME, Griffiss International Airport in Rome. Within minutes, a half dozen willing friends—and friends of friends—had messaged me. John McCormick, a member of the Adirondack Flying Club, generously offered his time, and took Mr. Kenealy into the air for his celebratory flight. As an added bonus, John flew him over the now-closed Sampson Air Force Base, on the east side of Seneca Lake, where Tom had been stationed during the war.

I was recently rescued from what felt like a never-ending, multi-day layover in Atlanta by a friend who works for the Aero Atlanta Flight Center, Glenn Lindsey. He saw my post about being stuck and offered to fly me home. For Glenn, helping a friend in need was simply “a good reason to go flying”—and a great application of GA to solve a problem.

Earlier this year, a fellow aviator launched his jet to the Midwest after a beloved member of the pilot community was killed in an airplane accident. His mission? To fly his friend home to his family and final resting place. For him, it was unquestionably “the right thing to do” and something that only could be accomplished with your own jet.

We could fill countless volumes of FLYING with stories like this, and many more. Rescue animals delivered to forever homes, free flights for cancer patients to attend treatment in faraway medical centers, fighting forest fires across the country, search-and-rescue missions to get folks to help quickly—these are all part of the extraordinary work of our aviation community. It’s like no other.

In every issue of FLYING, our goal is to inspire and guide you along the path of flying and owning whatever aircraft best suits your interest. But more important than what you choose to invest in, is what you do with it when you do. Blue skies to you, whatever that mission might be.

The post General Aviation Is a Community Like No Other appeared first on FLYING Magazine.

“I’ve been in and out of a hangar my whole life. But I’m a late bloomer and learned to fly at 49. The only regret I have about aviation is that I waited too long to get involved with flying. I was the former operations manager of Salina Regional Airport (KSLN) [Kansas], for a number of years. I kept buying horses, buying horses for my ex-wife’s dream, and I finally said, ‘That’s it, I’m buying an airplane!’ I found a 1967 Cessna 172, purchased it, and have owned it ever since.”

Had he become a pilot earlier in life, perhaps he would have become a hangar home owner sooner. Not hung up on the what ifs, though, Wiles is proud to recount his all-encompassing military and airport management career that spanned decades. These experiences ultimately enabled him to pursue his other passions in life. 

“I’ve got family in Eastern Arkansas, family in Tulsa, family in Kansas, and at the time, I had family in Texas. I always dreamed of the lifestyle at an airpark and actually made a down payment on one in Texas that was on a municipal airport. After doing some research, I learned that at a municipal, federally funded airport, the FAA won’t allow anything past [you living there] 180 days at a time. So, I got out of that deal and my brother-in-law was then helping me search. I just happened to be in Eastern Arkansas visiting family and he said that there is an airpark home available just outside of Ozark, Arkansas.”

A Community Like No Other

To put it simply, Winfield Airpark has exceeded Wiles’ initial expectations. He notes that the community boasts a close-knit group of aviation enthusiasts, who came to Winfield from around the country. 

“The odd thing here is that like me, no one is from Arkansas. As I roll down the flight line, you have Illinois, Los Angeles, and then me. I’m from all over, my dad was a retired Marine and I retired from the Marines. Then you have Utah, Michigan, and two new residents from Colorado and Oregon. Then you have another Oregon and West Virginia.”

A surprising aspect to him about the community is how respectful its residents are of each other. Wiles goes so far as to note that the community is eerily similar to an annually held gathering of aviators. “Everybody has keys to each other’s house, for the most part. So, if I get an itch and want to go somewhere for two weeks, then my neighbor will say, ‘Hey, I saw a package on your front porch and put it inside the house for you!’” Wiles states. 

He continues, “It’s like a mini-Oshkosh. One of the most impressive things that I think about Oshkosh is that the shower houses have that shelf going around them with outlets all over. And there are laptops, cell phones, and tablets charging with no one near them. I always thought that was the neatest thing that there was that trust between like-minded people.”

Naturally, aviation is a centerpiece activity at the fly-in community and Wiles is able to fly when he wants. “I fly probably four or five times a month. Since I’m still fresh here at the airpark, I’m still checking out the local recreational grass strips in the area, which there are quite a few of. Yesterday, for example, I took off and then landed in a little town called Paris. I picked up a passenger and took her flying around Mount Magazine, which is the highest point in Arkansas. For me to go out, around Mount Magazine, and come back home is only around 45 minutes’ worth of flying. Most of my flying is just local recreation flying like that. If it’s a great day, it’s a good way to make myself happy. Between flying and my Jeep, those are my two happy places.”

Wiles is able to have easy access to all of his passions, right at his home in the airpark. “As most people would call it these days, it’s a barndominium. It’s a 50-by-100-foot pole barn, basically. The first 30- by 50-foot [space] is the living area and it’s a two-bedroom, one bath place. Within, it’s one big great room that encompasses a dining room, living room, and a kitchen. Every morning, I get my cup of coffee, open my kitchen door, and step into the hangar that’s right there.” 

A Hangar Fit for a Motorhome and an Airplane

Not only does this area serve as the space where he keeps his Skyhawk, Wiles stables his other toys in this double-serving hangar and garage space, as well. “I have got a small motorhome, a Sprinter van Class B motorhome, that I lived in for two years that’s in there. My truck and Jeep are also in there, and I even have space for another airplane if I want one. It’s just an amazing lifestyle to be able to live with your hobbies.” 

And while Wiles enjoys flying his airplane, perhaps what he enjoys more is working on it. This space allows him the flexibility to wrench on his aircraft whenever he pleases. 

“I’m also an A&P as well and went to school at K-State there in Salina when I was living there. I took my airplane with me and taxied my plane right over to the maintenance hangar at the school. It sat there the three years that I was in the program, where it was repainted, the engine was overhauled, and lots of modifications were completed. It was a neat way of upgrading my airplane. Now, I like working on the plane as much as I like flying it and have done everything that I can to this 1967. It’s beautiful and now I’m looking for a project.” 

With an ample hangar home, the company of other aviators, and the space to wrench on airplanes, Winfield Airpark is the perfect place for Wiles to tackle his next aviation goal. 

The post An Airpark Dream Becomes a Reality appeared first on FLYING Magazine.

The past year has been an eventful one. From wallet-crushing engine maintenance to memorable flights with good friends, the challenges have been many but the satisfaction great. 

Looking back, I’ve learned many lessons, both large and small. Here, we’ll explore three underappreciated and least-anticipated lessons that emerged in my first year of ownership.

1. Aircraft Maintenance: It Requires Involvement and Curiosity

As a new owner, your drive to learn about and monitor the various systems onboard your aircraft should be as motivated and as enthusiastic as the intensity with which you follow your favorite sports team or partake in your favorite hobby. You needn’t be able to recite your propeller or engine serial numbers by memory, but you should have a general idea of roughly how much calendar and flight time have passed since they were last overhauled. 

Similarly, you should have a rough idea of the condition of other components like your magnetos, brake discs, etc. An awareness of which items are coming up on the end of their lifespans will help to more quickly identify problems that crop up, and will also help you to plan for their replacement or overhaul.

In my case, I identified a handful of items that were beginning to wear out and began my research early. By the time my annual rolled around, I had done my due diligence and had selected and purchased specific replacement parts for my mechanic to install. This prevented me from having to wait an additional week or more to get my airplane back.

One common way to stay ahead of routine maintenance is to hang a dry-erase board in your hangar with the dates and/or hours listed for each upcoming inspection. Annual, oil change, ELT inspection, GPS data card, pitot-static check, etc. Not only does this help to ensure you never miss a service or inspection, it also helps to keep you engaged and thinking about your systems and their condition.

Similarly, having an idea of which items might need replacement helps with budgeting and cash flow. Equipped with this knowledge, I made sure to save a bit more money every month leading up to my annual to lessen the impact of the final bill. Every little bit helps.

It’s entirely acceptable to own an airplane and take a completely hands-off approach to maintenance. Not all of us have the time or ability to perform basic maintenance or assist in annual inspections. But even if you never turn a wrench, involvement is key, even if it only means monitoring your aircraft systems and staying engaged with your mechanic. The knowledge and familiarity with your airplane and its systems will make you a safer pilot. 

• READ MORE: Prepping for Your First Annual Inspection

2. Don’t Underestimate the Importance of a Good Hangar

Prior to owning an airplane, I thought I knew everything there was to know about hangars. You contact your preferred airport, you request a hangar, and a short time later, you’ve got a place to put your airplane. Problem solved.

In reality, there are many nuances to consider, and not all of them are obvious. Depending on your location, demand for hangars can be fierce. So fierce that people spend several years waiting for their number to come up. Had I known then what I know now, I’d have gotten on my desired airport’s hangar waiting list two or three years ago, and I’d potentially have a hangar there today. 

Location is critical. The closer your hangar is to your residence, the more convenient it is to pop on down to the airplane for an impromptu flight. A conveniently located hangar will help you to fly more often. Conversely, the farther away you live from your airplane, the more likely you’ll find a reason to blow off a flight. 

I learned the hard way how important it is to have a fully enclosed hangar. Aside from the obvious protection from wind, dust, snow, ice, and the rest of the harsh elements, a fully enclosed hangar with snug-fitting doors also keeps the majority of wildlife away from your beloved airplane. Gone are the worries about showing up for a flight and finding nests and droppings adorning your pride and joy. 

A good, well-sealed hangar will have a concrete floor as opposed to dirt or gravel. This helps to keep moisture out of your airplane, keeping corrosion at bay. It also makes it easier to roll your airplane into and out of the hangar. 

Those of us living in northern climates have additional considerations. A hangar door with southern exposure will be less likely to become blocked by snow and ice. A good power outlet gives you a place to plug in your engine heater, and Wi-Fi is a luxury that enables you to turn such heaters on from your phone a few hours before your flight.

When sub-zero temperatures aren’t a concern, a good hangar setup can create a clubhouse of sorts—a hangout away from home. With some additions like party lights, an old couch, a mini fridge, and Boston’s Greatest Hits filling the air, your hangar becomes a general aviation version of Cheers, a place for sharing post-flight beverages and some good laughs. 

When I began shopping for an airplane, a hangar was an afterthought, something to be arranged when a purchase was imminent. Over the past year, I’ve come to realize just how fundamental a good hangar is to being able to enjoy your airplane. 

• READ MORE: Relocating Can Be Complicated When Airplanes Are Involved

3. Engage With Your Local Flying Community

Like a good hangar, a vibrant and active local flying community is something I didn’t think much about until after purchasing my airplane. I figured I’d simply come and go on solo flights and maybe bring an occasional friend with whom to share the experience. It wasn’t that I was opposed to interacting with other owners at the airport, I simply didn’t think about it much.

As it turns out, I happen to live among a pretty amazing general aviation community. From the time I damaged my engine and needed cylinders, to my need for assistance with breaking them in, the generosity of my fellow aircraft owners has been staggering. When they hear of another owner in need of assistance, they sound the proverbial horn and the group comes out of the woodwork to lend a hand and save the day.

The key is to always jump at the chance to return the favor, and perpetuate the goodwill. The second I learned that a hangar neighbor was in need of being shuttled to and from his airplane as he dropped it off for its annual inspection 50 miles away, I assured him that whether in my airplane or my Volkswagen, I’d ensure he would get to and from his airplane as needed. As relieving as it is to find help when you need it, it’s even more rewarding to be that help when the time comes.

A great local group of owners is there for the fun times as well as the challenging ones. Over the past several months, I’ve met up with several great people for spur-of-the-moment mini adventures. Nothing livens up a Friday evening like a text proposing a meetup at an airport diner the following morning.

I’ve also had a great time joining friends on short flights to nearby airports to learn the lay of the land. Maybe it’s learning about a certain grass runway’s unusual quirk. Maybe it’s understanding how certain winds can create specific mechanical turbulence at an unfamiliar airport. In any case, the learning is beneficial and far more enjoyable when shown and demonstrated by others.

Not every area is like this. Like many other communities, cultures vary, and jerks abound. I got lucky and fell into a great local flying community, but now I understand how important and enjoyable it is to seek out good people and engage with them early on. 

• READ MORE: A Mundane Task Turns Fun Thanks to Friends

Checking My Six 

Looking back at the past year, there have been some fantastic highs and some miserable lows. With any luck, the steepest part of the learning curve and most tumultuous times are behind me. But regardless of what the future holds, I’ll remind myself that, if my biggest problem is related to aircraft ownership, well, that’s a good problem to have and I’m fortunate to be in a position to experience it.

Thanks so much for coming along on this journey with me as I experience what it’s like to be a new owner.

The post Three Lessons Learned From a Year of Airplane Ownership appeared first on FLYING Magazine.