First, in April 1996, I had spent an hour in recurrent training in my Skyhawk. We had done some air work, including steep turns and slow flight, as well as some partial panel flying. As we returned to the Purdue University Airport (KLAF), my instructor suggested a no-flap landing, something I had not practiced since primary training nearly 10 years previously. It went well, and I was reminded that no-flap landings are faster and with a more nose-high attitude.

Second, a few days later I went with my daughter’s preschool class to visit the KLAF tower. The day was solid IFR with little activity, so the tower controllers had to be creative to entertain 15 5-year-olds. They brought out the light guns and the kids were captivated. 

The main event occurred a few days later when my wife, daughter and I flew to Kalamazoo, Michigan (KAZO), on an early Saturday morning. We had made this trip many times, and it proved the utility of a small airplane. Instead of spending seven tedious hours on the highway to spend five hours with my wife’s family, we spent three pleasant hours in the air to spend nine hours with her family. The flight was easy, we had a relaxing day with my in-laws, and in late afternoon we returned to the airport for the flight home.

• READ MORE: Everyone Should Pay Close Attention in the Cockpit

The walkaround was normal, the tanks were full, and with a forecast for “severe clear,” we were set for a relaxing flight home. On the run-up pad with the engine to 1,700 rpm, the mags checked out, and the oil pressure and suction were in the green. The ammeter showed a discharge with the landing light turned on and returned to center with the light off—well, maybe not completely center but close enough. After all, many a CFI had complained that these gauges in Skyhawks were not precise. A small voice in the back of my head said, “Hmm, maybe I should investigate that,” but I ignored the voice and we departed. 

On our IFR flight plan, as I spoke with air traffic controllers, the radio seemed scratchier than usual, but this was probably just some random electrical glitch, right? No. Just as the sun was setting, we lost all electrical power—no radios, no transponder, no lights, and, of course, no flaps. 

This happened as we were about 25 minutes from KLAF, but we were directly over a small airport where I had frequently practiced touch-and-goes. I told my wife that we could land immediately—without flaps—but otherwise all would be straightforward, and we could call a friend to fetch us. Alternatively, we could continue homeward. I explained that although ATC had lost our data block when the transponder lost power, the primary return was still visible on radar, moving steadily to KLAF. Chicago Center would tell the KLAF tower that a NORDO was inbound. We would fly 1,000 feet above pattern altitude, looking for the steady green light that meant we were cleared to land.

• READ MORE: Beloved Flight Instructor’s Lessons Continue to Replay in Airline Captain’s Head

My wife said that we should go ahead to KLAF. I was grateful for the vote of confidence. I grabbed my flashlight so that I could see the instruments and on we went. And it worked out exactly as I had told her: We approached KLAF above pattern altitude, saw the steady green light, entered the pattern, and made an easy landing in the dark with no landing light and no flaps. (And it was really dark—when we left KLAF that morning, I was wearing my prescription sunglasses and had left my regular glasses in the car in the hangar). After we had put the plane in the hangar, I called the tower and thanked the folks for their help. They confirmed that Chicago Center had forewarned them of my arrival and that they had alerted everyone in the pattern to be especially vigilant.

On the drive home, I reflected on the evening’s events. On the one hand, I was pleased that I had handled the emergency calmly and by the book. And I was grateful that the event had occurred in familiar airspace with no additional challenges associated with bad weather. On the other hand, I was annoyed that I had misread the signs that led to the emergency. 

What did I learn from the episode? 

First, periodically expand my scan of the panel to include instruments, such as the ammeter, that are on the far side of the panel. Second, receive recurrent training regularly to get feedback from a CFI about skills that may have grown rusty and should be practiced. Third, use the ATC system. These folks provide great service that can simplify a pilot’s tasks and can be a tremendous asset in an emergency. Fourth, when there are signs that something might be wrong, don’t weave a story to explain and then dismiss those signs. Instead, when the little voice says, “all is not right here,” pause to evaluate what’s going on.

Finally, keep a spare pair of glasses in the flight bag! 

This column first appeared in the July/August Issue 949 of the FLYING print edition.

The post Listening to That Inner Pilot Voice appeared first on FLYING Magazine.

The new additions, which were handed over at Textron Aviation’s location in Independence, Kansas, included four new Cessna Skyhawks, one Cessna Skylane, and one Cessna Turbo Stationair HD. The aircraft join a fleet of 540 Cessnas currently owned and operated by CAP.  The organization also has a contract for an additional 14 172S Skyhawks and one 182T Skylane, which it awarded to Textron in September.

“Civil Air Patrol is thrilled to welcome these new Cessna aircraft to the world’s largest fleet of single-engine piston aircraft,” said CAP national commander and CEO Major General Edward D. Phelka. “CAP is proud to continue to partner with Textron Aviation as we utilize their outstanding products in executing complex and varied missions for America.”

• READ MORE: Civil Air Patrol Responds to Wildfires on Maui

Founded on December 1, 1941, as the official civilian auxiliary of the U.S. Air Force, CAP now counts its membership at more than 60,000 volunteers organized into 1,414 squadrons across the U.S. According to its annual report, the organization flew more than 95,000 hours and is credited with saving 151 lives last year. CAP’s missions include joint training and other military operations, assisting federal, state, and local agencies, search and rescue, disaster response, and emergency services.

“From search and rescue to disaster relief and homeland security, the missions CAP undertakes daily are as broad as their footprint across the U.S.,” said Bob Gibbs, Textron Aviation’s vice president for special missions sales. “We are honored that Cessna aircraft continue to be the organization’s platform of choice for these crucial operations.”

The post Civil Air Patrol Expands Fleet appeared first on FLYING Magazine.

Epic, based at New Smyrna Beach, Florida (KEVB), has been training pilots since 1999. Its list of graduates includes thousands of students from more than 80 countries, the company said. 

The Skyhawk is Epic’s exclusive single-engine airplane, and the school has a total fleet of 43 that it has ordered since 2016. Textron Aviation, the Wichita, Kansas-based unit of Textron Inc (NYSE: TXT), designs and builds the Skyhawk, which has been in production since 1956.

“The Cessna Skyhawk has been one of the world’s top training aircraft for over six decades,” said Chris Crow, vice president of Textron Aviation’s piston sales. “We are thrilled to see these aircraft continue to inspire the next generation of professional pilots through this agreement with Epic Flight Academy.”

The Skyhawk’s stable, forgiving flight characteristics and steady evolution and modernization over the decades have made it a perennial favorite for flight training. The new models have advanced features, including Garmin’s G1000 NXi avionics and a standard angle-of-attack display.

“At Epic, our motto has always been ‘Safety first!’ This is why we train our pilots in the Cessna Skyhawk,” said Danny Perna, Epic’s founder and CEO. “This aircraft proves itself with every flight and prepares our students for a successful career. We can’t wait to take delivery and expand our fleet.”

Since the Skyhawk’s first flight in 1955, Cessna has delivered more than 45,000 of the aircraft around the world, making it the most popular aircraft in the industry.

The post Textron To Deliver 15 Cessna Skyhawks to Epic Flight Academy appeared first on FLYING Magazine.

Running from April 5 to 10 at Lakeland Linder International Airport (KLAL) in central Florida, FLYING is there, covering all the aviation news.

In case you’ve missed our coverage this week, here’s a quick roundup.

Sun ‘n Fun’s Hidden Gem

Each year the Sun ’n Fun organization solicits volunteers with medical training to staff an on-site emergency aid clinic. During the show, the clinic sees 60 to 80 patients each day, with injuries and illnesses ranging from heat stroke to heart attacks. There’s also an OB-GYN on the rotation just in case. 

Almost all the physicians and at least one of the nurses are pilots, including Margo Wesley, who enjoys patching up her fellow aviators: “We have fun looking after people.” 

• READ MORE: Too Much Fun at Sun ‘n Fun?

Longtime Sun ’n Fun President Gets a Gala Send-off

Friends, colleagues, and the greater aviation family gathered to honor John “Lites” Leenhouts before his transition to retirement.

• READ MORE: Leenhouts Celebrates Retirement at Sun ’n Fun

Aircraft Updates

Kenai Aviation, an Alaska-based air transport company, took delivery of a P2012 Traveller from Tecnam at this year’s Sun ’n Fun. The nine-passenger, high-wing, turbocharged piston twin was developed with commuters in mind. Its modern amenities, comfort, and ergonomic design help the aircraft bring a high level of service to the communities that Kenai serves.

• READ MORE: Tecnam Delivers P2012 To Kenai Aviation

Textron (NYSE: TXT) chose Sun ’n Fun to show off the latest enhancements to the company’s Beechcraft, Cessna, and Bell Helicopter product lines.

Beechcraft has moved the Bonanza’s useful load up to 1,213 pounds, netting a 155-pound gross weight increase (in a standard configuration with six seats). 

Classic piston singles–the Beechcraft Baron and Cessna Skyhawk–will see updated interiors, including new detailing, plus USB and headset port options. The Beechcraft Baron G58 is still completing flight tests and is in experimental mode at the show. 

• READ MORE: Textron Marks Updates to Piston Lineup

Daher Debuts Data-Driven, Efficient Power in TBM 960

With certification under the European Union Aviation Safety Agency (EASA) in hand, Daher debuted the latest member of its single-engine turboprop family, the TBM 960.

The airplane proposes simplified operations, digital data streams for more thorough analysis—and a level-up in takeoff and climb power of up to 45 shp, according to the company.

• READ MORE: The TBM 960 at Sun ’n Fun

Panel: ‘Single Most Threatening Issue’ to GA

During a sparsely attended Sun ’n Fun GA town hall, heads of the General Aviation Manufacturers Association (GAMA), Experimental Aircraft Association (EAA), and the Aircraft Owners and Pilots Association (AOPA), issued a dire warning: Leaded fuel has left just about every sector of transportation except for general aviation’s piston fleet, so we must be prepared for its departure. There’s a tacit consensus that the Environmental Protection Agency (EPA) will sunset the use of leaded fuel across the GA sector by 2030.

• READ MORE: Sun ’n Fun Panel Sounds Off on Leaded Avgas

New Innovation and Education Opportunities

The Aerospace Center of Excellence (ACE) at KLAL fosters innovation and education through a number of programs and outreach. Latest among those programs is the Elevate Aerospace & Logistics Incubator opening in Hangar A on the grounds of Sun ’n Fun.

The coworking and collaboration space is set to open in June at the Sun ’n Fun grounds.

• READ MORE: ACE Elevate Incubator Unveiled at Lakeland

The post ICYMI: Top Stories from Florida’s Exciting Sun ’n Fun Airshow appeared first on FLYING Magazine.