• READ MORE: Cirrus Delivers 10,000th SR Series Aircraft

One well-regarded avionics shop—Nexair Avionics in Plymouth, Massachusetts—has been specializing in avionics retrofits for Cirrus models for years and brought one to EAA AirVenture this week. It’s a 2007 SR22T G3 model sporting a fresh panel of new Garmin avionics, and we take a look at the airplane with Nexair sales manager Brian Wolfe.

Editor’s Note: This article first appeared on The Aviation Consumer.

The post AirVenture Video: Garmin Cirrus Retrofit appeared first on FLYING Magazine.

It’s no secret that pilots of complex and high-end aircraft have been dealing with the trend of higher rates and even non renewed policies, especially older pilots and those with limited experience in type. But that doesn’t necessarily mean you have to sunset your flying career once you reach 70—the point in life where underwriters consider you a “senior” pilot. Moreover, with a savvy approach, some compromises and hard training requirements, insurance can be available for younger and green pilots stepping into tailwheels and turbines.

Plus, insurance pros unanimously say to find an insurer you’re happy with and stick with them for the long term because loyalty matters. At the same time, show the underwriter you’re doing everything possible in the name of safety, and that includes sourcing quality flight training and on a regular basis.

Here’s a general insurance guide, with tips and advice from those who write the policies and pay out the claims.

Old Plane, Older Pilot

Making matters worse is that companies are putting limits on insured value. Just because you have $350,000-plus invested in your refurbished piston single typically valued at $125,000 doesn’t always mean you’ll be able to insure it for its full upgraded value without solid proof it has all the upgrades. These days, with avionics, paint, and engine upgrades, it’s easy to get upside down from an insurance standpoint.

Marci Veronie from Avemco Aviation Insurance said the company writes policies based on what it calls “stated” proof of equipage.

“If you can prove to me you have it in what you want covered, and we can agree, that’s what we’ll write the policy for,” said Veronie, noting that clients send photos, videos, and equipment specs that are cross-checked against the company’s reference guides.

• READ MORE: Aircraft Insurance Market Has Stabilized—Somewhat

Essentially, do your best to prove what you think the aircraft is worth. If you sold the aircraft tomorrow, what would you get for it?

The other issue is maintainability. The parts availability issues for some older airplanes are trickling down to the insurance market, which means you’ll be paying more out of pocket for repairs.

In the insurance world this is called a component parts schedule, which means insurers will only pay out a percent of the loss of a flap or wing or tail section, as some examples. It’s a snag for uncommon experimentals and certified aging aircraft alike.

Scott Smith from Iowa-based Scott “Sky” Smith Insurance said that these days it’s not just the age of the pilot but the age of the aircraft that concerns insurers.  Some companies have stopped insuring Cessna piston twins older than 30 years—a major chunk of the fleet. Others have walked away from turbine conversions.

There are a few underwriters who say claims can sit in limbo for many months because of parts shortages. For others, where it’s impossible to source parts, the aircraft becomes a loss, the insurer pays it out and unloads it to the highest salvage bidder. Part of the reason for rate increases is the increasing cost of replacement parts. Think about that before buying something rare, exotic, or classic.

It has taken a while for the underwriting world to sync up with the huge jump in value of used aircraft, though prices do seem to be stabilizing. Still, while an older Skyhawk might sell for big money, that doesn’t mean an insurer will write a policy with limits that match the value. Good insurers will routinely ask what improvements were made to the aircraft, including the big ones like avionics upgrades. Plan on providing proof of equipage (make sure all equipment is registered with the manufacturer) and keep tight engine logs.

Speaking of engine time, one FAA inspector advises that insurers deny claims if the aircraft’s engine is beyond TBO and the National Transportation Safety Board (NTSB) report cites engine failure as a probable cause of the crash. We call that nonsense. Engine TBO is not a requirement in Part 91 ops, but instead a suggestion from the manufacturer.

Who Is This Guy?

Part of the problem that’s frustrating for aging pilots is the stereotype. Not all senior pilots are hobbling around with a cane and short of breath, because in general, aviators tend to keep themselves in reasonably decent shape.

Insurance pros agree that for an underwriter sitting at a desk in Big City USA, it is difficult to evaluate an aging pilot’s risk. As one insurer put it: “How do you know if you are writing [for] the 60-year-old 80-year-old, or the 80-year-old 60-year-old?” The companies really don’t because people age at different rates. Some lag behind their chronological age, and some are way ahead of it. Some are fit enough to compete in endurance events, while others can’t walk a mile without falling over.

Some also argue that with age comes more sound aeronautical judgment, and for career aviators, lots of real-world experience. That may be true, but is it canceled out with declining situational awareness and reaction time? The low-hanging fruit is accident history. Almost every company did tell us that they experienced a slightly higher accident rate among the senior pilot customers. As a result, a 77-year-old pilot with two gear-up landings in the last three years, or who ran one tank dry and made an off-field landing with 40 gallons in the other tank, is probably not a good bet when it comes to risk.

• READ MORE: Airplane Insurance Trend Could Be Bad for Us All

Two areas of human thinking that researchers say suffer the most and the soonest from aging are working memory and reaction time. Working memory is defined in different ways, but we use it here to mean the part of transient memory used to temporarily store and manipulate information, such as reading back an approach clearance or running a checklist from memory. Underwriters have relied upon medical certification to give them some reassurance about the physical fitness of their clients and in some cases require additional FAA medical exams because it’s more data that they can put in the pilot’s files. The annual FAA medical including electrocardiogram (EKG) has been a favorite for years.

Another clue that underwriters look at is how much time a pilot has in the same type of airplane in which they are looking to be insured. Some aging pilots can easily tackle the challenge of a different airplane with lots of new features and complex systems, but many cannot. One underwriter said that while his company insures many older pilots, it tends to avoid older pilots who were making transitions, especially large ones—such as from a piston to a turbine. The required learning of new systems may be a challenge—and insurers know it.

What Scares Them?

Insurance underwriters consistently tell us that assessing the risk factor is easy simply because they have years of data, proving that pilots continue to bend aircraft the same way they always have, despite huge leaps in tech with layers of automated backstop.

We concur. Over at sister publication The Aviation Consumer magazine, we’ve been studying monthly NTSB accident reports for more than 50 years and come up with the same stats, again and again. Whether it’s runway loss of control (RLOC), continued VFR into IMC, loss of control in IMC, botched instrument approaches, low/reckless flying—the list is long—crash patterns are predictable, especially for taildraggers.

For prospective tailwheel owners and current owners 70 or older, the hard market means doing some homework before applying for insurance or renewing an existing policy.

Mike Pratt, an aviation insurance broker with Foundation Risk Partners, a large brokerage with offices in 14 states (he’s been a tailwheel owner and pilot for years) had some good advice. According to Pratt, a high number of claims because of careless prangs and the lack of pilot training are what is driving the insurance market for tailwheel airplanes above and beyond the hard market. There are only about a dozen insurance companies that write for aviation and not all will insure tailwheel airplanes, so it’s up to the owner to put their best foot forward when seeking insurance.

What are red flags to underwriters? In the tailwheel world, it’s little airplanes with very high hull values. That means that if you haven’t yet obtained a tailwheel endorsement, don’t buy a brand-new Husky, Scout, Maule, or XCub, to name a few, and expect to get insurance with one simple phone call. If you can get it at all, it could cost at least $15,000 for the first year.

Moreover, get time in the type of airplane you intend to buy—even if it’s only five hours—before you apply for insurance. Putting down a zero in the time type box in the insurance application means that some of the companies will not even look at you. Also, plan on completing as much dual instruction as the insurer requires in your new airplane before you fly it solo. It’s amazing that some owners don’t want to part with a couple thousand dollars for training after spending a couple hundred thousand for the airplane.

Pratt said he sees pilots become cheap about training way too often and believes it’s one of the most foolish things they can do. Truth is insurance companies have had their financial faces rubbed in the value of training for years. They know it keeps claims down. Plus, do you want to deal with having to repair your new bird when quality training might have avoided it altogether?

If you are 70 or older and have been able to get insurance for your tailwheel airplane, don’t rock the boat. Do not change insurers. Don’t get huffy in response to a big premium increase—the odds are that no one else will insure you, and the insurance company that has been loyal to you may drop you. We hear from senior pilots on a regular basis faced with nonrenewals, regardless of their claim histories. The bottom line with taildraggers is get an insurance quote before making a deal on one, while accepting that at some age, if you want insurance, you’ll have to switch to a nosewheel airplane.

Underwriters also look at what kind of airplane their older customer is flying and the amount of liability coverage they carry. Bear in mind that the insurer has in effect promised to pay for the airplane, and the limit of liability, if things go really badly—as it certainly sometimes does. Underwriters treat this as very real money. So, the older pilot in a Cessna 172 insured for $90,000 who carries $1 million of liability coverage limited to $100,000 per passenger causes an underwriter much less concern than the older pilot flying a Piper M600, as one example, worth $4 million and toting liability limits of $5 million.

Last, senior pilots flying retracts and twins seem to be attention-getting for many underwriters, even though the available evidence is confusing and even contradictory. Many of the studies based on accident analysis include only NTSB-reportable occurrences, which are only a fraction of all aircraft insurance claims. And how do we tell whether a gear-up landing is just an “oops’’ or was caused by age-related factors? Plenty of youngsters have committed the $60,000 slide, and plenty of younger pilots do some pretty stupid things.

Training, Currency, Medical Certification

This includes earning a new rating or two, which underwriters see as a good thing. So is the client who goes out for additional recurrent training on their own. Currency can be a good gauge for risk because the pilot who is flying 100 hours a year, getting periodic training and proficiency checks, plus maybe doing an FAA WINGS phase, should look good to an underwriter concerned about that aging pilot keeping his head in the game.

On the other hand, insurers have said that the mere issuance of a medical certificate does not provide the underwriter with much information about either gradual deterioration of a pilot’s skills, nor does it provide much ability to predict sudden medical incapacitation—as rare as it may actually be. So it’s easy to wonder how belt-and-suspender safety backstops (including Garmin’s Emergency Autoland and other autopilot-based equipment) will affect the insurance underwriting landscape. From what we can tell, it helps sell airplanes to aging pilots.

Avemco offers sizable discounts for pilots who go the extra mile in the knowledge- and skill-building department.

Seaplanes, Turbines, Experimentals

Unanimously, insurance pros admit that rates for these aircraft can be extremely high, and some might not be insurable at any cost. Avemco said it can help ease the pain if the floats are taken off and wheels installed during the offseason, if you operate in northern climates. Yes, skis are the same as wheels in the eyes of Avemco and most insurance companies, so they won’t alter the cost.

Got a fresh seaplane rating in your wallet? Resist going out and buying a high-performance model like a Cessna 206 or big-engine Maule on amphibs. Instead, consider something you can insure yourself for any physical damage. Maybe something pretty simple, such as a Luscombe or even a Cub on floats, until you get some time in your logbook.

Building an airplane from a kit? The advice is to stick with ones with large fleet sizes. Almost every underwriter recognizes models from Van’s, Sonex, and Zenith as being good choices. Replacement parts are a big concern for underwriters, and so is complexity, so it might be best to build a fixed-gear airplane (with a tricycle configuration) and avoid rare or one-off kits. Unless you have serious amounts of turbine time in your logbook, an experimental turbine will have your underwriter laughing.

Speaking of turbines, they’re certainly doable, but be realistic. As one underwriter put it, “the owner-flown jet and turboprop market is where all the hand-to-hand fighting is. Liability limits are being cut in half, premiums are doubling, and it’s sort of a failure of the insurance business to get this far behind the curve that we can’t provide the product at a reasonable price.” Another made a good point: “High-performance aircraft, including turbines, may be the big-buck business insurance companies want, but they may not want the pilot that goes along with the policy.”

Stepping into the world of an owner-flown turbine means you’ll need to spend quality time with your insurance broker to find out whether you can get a policy that covers you in the airplane and limits of liability that you need to protect yourself, as well as the conditions and its cost. Accept that your age and experience are the two drivers that determine your insurability when stepping up to turbine machines.

It may be that you will be unable to buy insurance to fly a dream airplane single pilot at any price. We’ll say it right here: If you are over 65, the current market means there’s little likelihood that you can get insurance for a first-time step-up to a turbine.

Wrapping It Up

Who knows when we’ll see another soft insurance market, but for now the best thing anyone—old or young—can do to stay insured for the long haul is simply don’t crash. That could mean piling on extra layers of training, being realistic with yourself on your skill set, and for aging pilots staring down age 70, accepting that downgrading to a simpler aircraft is the simplest way to keep flying. No matter what you fly, show your insurer that you’re serious about training and proficiency with a well-kept training log.

And simply prepare for the payout. By that we mean keeping all of the aircraft’s maintenance paperwork in order, including sign-offs for annual inspections and airworthiness directive (AD) compliance. While insurers will police it before writing a new policy, you don’t want to be scrambling to get the paperwork in order after an accident.

Last, if you’ve been a longtime customer to one company, keep it that way. Now is not the time for aging pilots to jump carriers, because in a hardened insurance market, loyalty matters.

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

The post Ultimate Issue: Staying Insured Encompasses Training, Loyalty, and Downsizing appeared first on FLYING Magazine.

While these big projects could make sense for some, we suspect the majority of buyers look for ways to keep the budget and complexity in check.

Enter small-screen EFIS, otherwise known as a budget glass upgrade. These are generally two solid-state gyro instruments—an electronic attitude display and electronic HSI. While you’ll sacrifice screen real estate, you’ll also save big on install labor because mini EFIS units can fit the existing 3-inch instrument cutouts without having to cut new metal, and in some cases, even retaining the old-school plastic overlay.

Here’s a primer on the budget EFIS market, where Garmin and uAvionix are two standouts, with some words on the realities of a bare-bones avionics upgrade.

The $15K Upgrade

While that isn’t chump change, the $15,000 price point is a realistic budget to set, though you might have some left over. And it’s possible to come out of the upgrade closer to the $10,000 price point, depending on the equipment and options.

Still, after adding up the equipment costs and typical labor, there are always extras that add to the bottom line once the airplane hits the hangar floor.

Truth is, while the aircraft may go into the shop for a couple of electronic flight displays, you might decide to also install a new GPS navigator—or maybe a new audio system. The list of add-ons is long, especially for aircraft that haven’t seen an avionics upgrade since the Clinton years. And those extras add up quickly.

The good news is that a basic budget-priced EFIS upgrade is a fine opportunity to clean up old wiring and address problems in the supporting systems. This includes working on the pitot/static system (aging systems often have leakage, which needs to be fixed before installing the new instruments), replacing old circuit breakers, and perhaps fixing faulty panel lighting. If the aircraft has been sitting for a while (or sourced outside of the U.S.), it might not even have mandate-compliant ADS-B.

Bottom line: Before upgrading, our advice is to address the basic systems first, including the transponder, altitude reporting system, and audio systems.

And speaking of cleanup, even the most basic electronic flight instruments provide the green light for removing the vacuum system. When the system hits the rubbish bin, you’ll enjoy a generous weight saving, while also making room behind the panel for future supportability. Vacuum lines, fittings and filters take up lots of space, making it tough for techs to get their hands in it to work.

Once the fundamentals are covered, it’s time for some glass. We’ll start with Garmin’s budget-based offerings.

Small-Screen Garmin

A staple in Garmin’s lineup is the 3.5-inch QVGA color LCD display-equipped G5, which started life as an experimental EFIS before Garmin earned STC for retrofitting them in certified aircraft through an AML-STC covering nearly 600 aircraft models. The G5 is a no-frills instrument but a step up from spinning mechanical iron gyros.

The battery-backup-equipped G5 attitude indicator is $2,725, and the electronic HSI version with GPS nav interface adapter (for connecting to select VHF navs and GPS navigators) is $3,675. Two G5 instruments connected together offer reversionary ADAHRS should one fail, plus there’s a four-hour battery backup if the aircraft electrics quit.

The G5 DG instrument can work for IFR approaches with its electronic HSI but is limited to VHF nav and GPS sources with digital databases, mainly Garmin GNS 430W/530W, GTN 650/750, and Avidyne IFD navigators. The G5 can also work with Garmin’s discontinued SL30 nav/comm and the current Garmin digital nav/comm radios through an RS-232 serial interface.

A couple of G5 instruments have some limitations because to keep in line with the STC requirements, they can’t replace the entire six-pack of flight instruments. Legally, they’ll replace the existing AI or DG, or a single G5 attitude instrument can replace the rate-of-turn instrument. In our estimation, the tech built into the G5 is aging and compared to newer displays it shows—there is no synthetic vision and no touchscreen. Think utilitarian, and while the instruments fit in an existing full-sized instrument cutout, the G5s have square bezels. That means modifying the plastic panel overlays (or false panels, as they’re sometimes called) in aircraft still equipped.

Depending on your particular interface, and which equipment you plan to connect to (including third-party autopilots), you might need Garmin’s $525 GAD 26 digital converter box. There’s also the $412 GMU 11 magnetometer required for heading resolution on the G5 DG. Without it, the instrument will display GPS track and not magnetic heading.

Increasingly, shops tell us that Garmin’s GI 275 beats the older G5 in popularity, given the advanced feature set and overall design. With a form factor that directly replaces most 3 -inch round instruments, the GI 275 is aimed at incremental upgrades and not requiring cutting new metal—plus, you won’t have to modify the plastic overlays, if equipped.

The instruments have a modern 2.69-inch diameter (active screen size) color capacitive touchscreen and an extremely flexible electrical interface potential compatible with a healthy variety of third-party equipment. They can function as a primary flight instrument, EHSI, CDI, an MFD with synthetic vision, traffic and terrain display, and an engine monitor. However, when used as an attitude instrument and heading display, these functions are locked in place per the AML-STC requirements. The GI 275 product line can be confusing because these instruments are available in many configurations—including one that displays Garmin’s EIS engine instrument system.

But for a typical IFR installation, you’ll want the $4,195 GI 275 ADAHRS, which is the one for use as a primary and stand-alone EFIS because it has the sensors for displaying all primary flight data. Again, it’s locked to display only the flight data. Synthetic vision is a $995 option and downloadable, so you don’t have to bring it to a Garmin dealer when adding it later on.

In a budget glass upgrade, it’s common to install a second GI 275 ADAHRS to replace a round-gauge directional gyro, and it connects with the GMU 11 magnetometer for heading resolution. It can be configured as an EHSI, works with a variety of third-party nav sources, and has mapping, traffic, and weather overlay. A GI 275 ADAHRS with the magnetometer is priced around $4,700. Visit www.garmin.com.

uAvionix AV-30-C

The $2,299 AV-30-C (the “C” means it’s for certified aircraft) with a 3-inch color display fits in a traditional 3 1/4 -inch instrument cutout. The AV-30 has been slowly maturing over the past couple of years, and a recent upgrade that makes it compatible for IFR flying has kicked the capability up a few notches. In its basic form factor, an AV-30 is capable of serving as a primary attitude instrument. In a dual installation (one as an attitude indicator and the other as an electronic heading indicator), the AI is required to be locked when used as the primary, although it does display a heading tape at the top of the display.

The AV-30 is loaded with standard features. The short list includes built-in angle of attack, audio alerting, altitude alerting, and primary slip indication. The AV-30-C has an STC with approved model list (AML) that blankets a wide variety of single-engine aircraft with speeds below 200 knots. It’s approved as a stand-alone attitude indicator, as an electronic DG, as a replacement for a slip-skid indicator (it doesn’t have rate of turn—just a skid ball), and it can be used as the required backup attitude display for the majority of primary EFIS systems. It can even be used with the company’s ADS-B/transponder systems.

A dual-unit installation is fair game for removing the aircraft’s vacuum system, but that could need extra approvals or paperwork on the shop level since the specifics of removing the vacuum system are outside the scope of the instrument’s STC. A pair of AV-30s—one as an attitude display, plus electronic pitot static instruments (in certified aircraft you still have to retain the originals), and the other as a heading indicator—is a good way to give an old VFR panel a new lease on life.

At press time, uAvionix released a major upgrade to the AV-30’s capability thanks to external smart adapters. The new uAvionix AV-HSI smart converter accessory adds long-awaited utility to the previously lacking AV-30 IFR interface, with support for essentially all Avidyne IFD and Garmin GTN/GNS GPS navigators. It will work with the GPS-only Garmin GPS 175/GNC 355/GNX 375 navigators, plus the legacy GPS 155XL. This means you can finally display lateral and vertical course guidance for GPS approaches—plus, the converter also works with Garmin’s GNC 255 nav/comm, Garmin nav/comms, and Trig’s TX56/57 nav/comm radios.

For autopilot interfaces, another adapter—the $299 AV-APA—is in the works for communicating with S-TEC rate-based autopilots—which includes the System 20/30/40/50 models. It enables GPS track hold, GPS desired track, GPS bearing, and GPSS digital steering when using the EHSI.

Speaking of add-on interfaces, for aircraft where panel space is limited, the $299 AV-Link can be used to stream ADS-B traffic data to the AV-30 for displaying standard ADS-B traffic symbology. Any portable ADS-B In receiver that works via the industry standard GDL90 Wi-Fi protocol can interface with the display just as it’s done with an iPad. The AV-Link, which piggybacks between the main wiring harness and the AV-30 itself, is only available in experimental installations, for now. Visit www.uavionx.com.

Aspen’s Budget Evoution

The $5,995 Aspen Avionics E5 scales back the features and capabilities built into the flagship 1000 Pro MAX but shares the same drop-in, form-fit chassis that fits the existing holes of mechanical attitude and heading indicators. With a 400×760-pixel TFT Active Matrix LCD screen, the E5 is perhaps the largest of the budget EFIS models with its 6-inch diagonal Matrix LCD screen, and it has a built-in, one-hour backup battery. The E5 shows primary attitude information with altitude, airspeed, and vertical speed, plus an EHSI into a single display with a backup battery.

For IFR capability, the E5 needs to be connected to an IFR panel-mounted navigator but doesn’t require a backup attitude indicator like the Pro models do. It does, however, require Aspen’s ACU (analog converter unit) for connecting with autopilots and VHF nav radios—an accessory that kicks up the price to around $7,000, plus the extra installation effort. You can upgrade the E5 to the Pro MAX version without changing the majority of the hardware. Visit www.aspenavionics.com.

How Much for That?

We think an important step in any budget EFIS upgrade is gathering proposals for larger-screen glass as a comparison. That means bringing the aircraft to the potential installer so they can determine what will and won’t fit.

For sure, the buy-in will be higher, especially when the project requires metal work, but for some—especially with aging eyes—the price delta could be worth it. For others, the smaller screens are a trade-off for an easier installation and lower invoice.

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

The post Ultimate Issue: Mini EFIS Units Keep Budget, Complexity in Check appeared first on FLYING Magazine.

For over 42 years, the Corporate Angel Network (CAN) has been quietly working in the background to make this happen for as many cancer patients as possible, regardless of their financial status.

The CAN nonprofit story is an important one to tell, and AVweb contributor Larry Anglisano does just that with a sit-down discussion with CAN president and CEO Bob Stangarone and other volunteers who help make it happen.

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

The post Nonprofit Turns to Jets to Fight Cancer appeared first on FLYING Magazine.

Sporting a crisp, high-resolution display, they are nicely equipped with a variety of handy features and a smart feature set. It was showing the radio off at Sun ’n Fun Aerospace Expo 2024 in Florida and Kitplanes contributor Larry Anglisano got a product tour from Garmin’s Jim Alpiser.

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

The post Garmin Demos New VHF Radios appeared first on FLYING Magazine.

For a deep dive into the future of GNS support, and some tips for dealing with a dreaded failure, Aviation Consumer Magazine editor-in-chief Larry Anglisano sat down with Jim Alpiser, Garmin’s director of aftermarket sales, to set the record straight.

Editor’s Note: This article first appeared on The Aviation Consumer.

The post Garmin GNS 430: Throwaway or Keeper? appeared first on FLYING Magazine.

In this episode of Aviation Consumer Live, Aviation Consumer’s Larry Anglisano and Rick Durden talk about some recent reports (and some older ones, too) they studied in the Used Aircraft Guide and offer some tips on what you should and shouldn’t do if you break an aircraft.

Want more? Look for the Stupid Pilot Tricks annual feature in the January 2024 issue of sister publication IFR Magazine.

Editor’s Note: This video was produced by Aviation Consumer magazine.

The post Used Aircraft Guide Live: Wrecks Revisited appeared first on FLYING Magazine.

FLYING Media Group’s Larry Anglisano recently spent some time behind the scenes with museum restoration lead Bob Vozzola for an exclusive look at the restoration and preservation process, and produced this video.

Editor’s Note: Video produced by Larry Anglisano for AVweb and FLYING.

The post How New England Air Museum Restores Aircraft appeared first on FLYING Magazine.

In this video, The Aviation Consumer’s Larry Anglisano Zoomed up with Audio Authority founder and CEO Jon Sisk, who recently conducted an exhaustive G100UL flight trial in his Lycoming-equipped Van’s RV-14, White Lightning. Sisk made side-by-side engine data comparisons burning G100UL and 100LL and reported his findings, while offering some advice on how you can add this approved fuel to the aircraft’s published operating limitations.

Editor’s Note: This video was produced by Aviation Consumer magazine.

The post Aviation Consumer Live: G100UL Unleaded Avgas Flight Trial appeared first on FLYING Magazine.

Editor’s Note: This video was produced by Aviation Consumer magazine.

The post Panel Planner 101 Live: Cessna T210 Avionics Upgrade appeared first on FLYING Magazine.