Tag Archives: 40I

Should I worry about high temperatures?

Q: Paul, I hope you are still answering these questions, as your experience with these engines will help set me at ease or push me to investigate further. I have an 0-320 Aerosport Power engine in my airplane and I put a new prop on it recently, which is a much better performance prop for my plane, but I have seen temperatures higher than what was our norm since that change. But based on your comments I read, maybe this is not a problem.

On a cool day — say 70° to 75°F — I am seeing about 180°F, but on a warm day — like this weekend it was 99° — I see temps around 220° in cruise and bumping into the yellow arc, which is above 220° up to 226°.

I want to make sure I am not doing any damage. Is this what you might expect on a warm day like that? Do you have any suggestions that could help get it down a bit if need be?


A: Tod, I’m still here attempting to answer questions from all our great readers. Your question has a simple answer.

If you were seeing 220°-230° F on a 99° day, I’d say you’re right in the ballpark and should have nothing to worry about.

Not to bore you with specifics, but as I’ve mentioned in the past, the maximum allowable continuous oil temperature for all Lycoming engines is 245° F. So, what you’re seeing on those hot days is typically what I would expect.

The oil temperature you mentioned on a 70° to 75° day is just fine too.

Have fun and enjoy all the flight time you can get, especially since your new prop has improved the performance of your aircraft.

Source: http://generalaviationnews.comShould I worry about high temperatures?

ForeFlight video tips: scratchpad, track-up maps and plates shortcuts

ForeFlight Video Tips part 2

We continue our ForeFlight video tip series this week with 3 new topics from Sporty’s Flying with ForeFlight training course. These are designed to help pilots get the most out of ForeFlight and stay proficient with aviation’s leading app.

Sporty’s Flying with ForeFlight course was recently updated and rereleased to cover the latest version of the app. It includes over 90 minutes of video and is available in two formats, either as a dedicated iPad app or streaming online course.

The new ForeFlight Scratchpad

How to enable track-up navigation

Get more out of Plates

You can review last month’s ForeFlight video tips here.

Source: Ipad appsForeFlight video tips: scratchpad, track-up maps and plates shortcuts

Pictures of the day: Historic flight

Mustang and Jayhawk 2

The Commemorative Air Force Red Tail Squadron, America’s tribute to the Tuskegee Airmen, recently participated in a flyover of San Antonio as part of an air show and open house at Joint Base San Antonio (JBSA).

The flyover, which included a red tailed P-51C Mustang and a red tailed T-1A Jayhawk, paid tribute to the  Tuskegee Airmen, America’s first black military pilots and their support personnel.

Mustang and Jayhawk 2

The 99th Flying Training Squadron (FTS), currently stationed at JBSA–Randolph, traces its origins back to World War II when it was constituted as the 99th Pursuit Squadron on March 19, 1941. Assigned to the U.S. Army Air Corps, it was the first African American flying unit and the first to enter combat.

Mustang and Jayhawk 1

Today, the 99th FTS operates its T-1A Jayhawk painted with a red tail in homage to its historic origins and to the P-51 Mustang, the signature aircraft of the Tuskegee Airmen in World Ware II. The Jayhawk is used in advanced training for students identified to go into airlift or tanker aircraft.

Mustang and Jayhawk 3

“This historic flight was an important way for us to showcase and connect the legacy of the past to the present,” said Doug Rozendaal, CAF Red Tail Squadron P-51 Mustang pilot. “It was an exciting and rare opportunity to close a loop on the legacy of the Tuskegee Airmen and we are very thankful to our friends with the 99th Flying Training Squadron for helping us to make this happen.”




Source: http://generalaviationnews.comPictures of the day: Historic flight

That’s how it happens

Focusing on breakfast instead of the task at hand can lead to trouble. (Photo courtesy FreeImages.com/D. Sharon Pruitt)

So, there I was, high, hot and too close-in for even a chop-and-drop approach. What to do?

I was steaming into a nearby airport situated next to Tampa Bay. The morning’s mission was to meet a neighbor for breakfast at the airport’s quite-capable restaurant. It was a bright, sunny morning, with excellent visibility.

I’d never landed at the field before, but I had it in sight from maybe 10 miles out.

Thanks in part to my unfamiliarity with the airport, the runway I spotted and was planning to land on wasn’t the one the tower wanted me to use. Sad, that, since I was perfectly set up for a base-leg approach. But it was the wrong runway, and I realized my error way too late to recover without the maneuver’s outcome being in doubt.

As the reality slowly dawned on me and the tower controller, he graciously suggested a 360 to lose altitude, which I accepted. I was just about to ask him for the same thing, anyway, but he beat me to it. (How a controller, sitting in a tower cab more than a mile away, can be ahead of an airplane he’s not flying is just one more of life’s eternal mysteries.)

Cleared for the 360 from 1,000 feet agl and about a mile off the approach end of the runway — did I mention I was high and hot? — I rolled left into a standard-rate turn, let the nose drop a bit and focused on making sure I was ready to land. The gear was already down, the selector was on a tank with fuel in it and the engine controls were set. I already had pulled off a bunch of power, anticipating the dive for the runway, but the 360 was a much better choice.

After about a quarter of the turn, I glanced back at the panel, noting with satisfaction I was still in a standard-rate turn to the left. The vertical speed indicator was showing 500 fpm down and I was descending through 750 feet agl. I still had 1.5 minutes of the two-minute, 360° turn to go before rolling back out on the runway centerline.

Wait a sec…

Let me think about this: 500 fpm down, 750 feet agl, and a minute-and-a-half to go. Something about math…what could it be? Soon, I was going to be at 500 feet agl and about one minute into a two-minute turn. At 500 fpm down, I was about 60 seconds from smacking into Tampa Bay, a mile or so off the end of the runway.

Do I know how to make entrance, or what?

It was easily fixed, of course: Add back some power, and let the nose come up to slow the descent rate. Keep the bank in so I don’t embarrass myself further, roll out on the centerline and land, dummy. Which is what I did.

But not before thinking to myself: “That’s how it happens.”

“It” is breaking the airplane, and perhaps injuring myself, or worse. There have been other risks in my flying career, of course, but few of them, if any, had sneaked up on me like this one. I was quite surprised by it all.

Focusing on breakfast instead of the task at hand can lead to trouble. (Photo courtesy FreeImages.com/D. Sharon Pruitt)

Focusing on breakfast instead of the task at hand can lead to trouble. (Photo courtesy FreeImages.com/D. Sharon Pruitt)

A flight that had started out as a literal milk run – this was a $100 breakfast flight, after all – almost became a statistic. I’ve been doing this for a while; how did I let this (almost) happen?

It’s not all that hard to figure out, actually. Let’s look at the chain of events.

First, I was focused more on meeting the neighbor than flying the airplane. I could almost taste the breakfast and was mentally sitting in the restaurant already, even though I still had a few tasks to complete before eating and my chair was moving at around 150 knots.

Then there was my misidentifying the intended runway. The plan I made for the approach had gone south and I was slow to improvise another one. Thankfully, the controller was on his game, even if I wasn’t.

I also had been thinking about trying to look good for the neighbor. Although we had frequent online communication — we fly similar airplanes and are based at the same residential airpark — this was the first time he and were to meet. I wanted to make an impression. I almost did, of course, but not as I intended.

Thinking about looking good in an airplane is not the same as actually doing it.

The final link in the chain was seated in the left front seat, with a great big empty space under the headset: I simply wasn’t thinking about what I was doing.

I’ve done scores of 360s to lose altitude, but most of them were designed to terminate at a higher elevation, perhaps no lower than pattern altitude. Flying a close-in 360° descending turn with the intent of rolling out on the runway centerline in a position from which to land isn’t something I’ve practiced much over the years.

Next time, I’ll know better. For one, I’ll slow down farther out from the destination. I’ll compare the observed runway layout with what my avionics tell me it should look like, and orient both the airplane and my approach plan accordingly. I’ll also keep my head about me, refusing to allow it to taste breakfast before I even sit down in the restaurant.

And the next time I need a close-to-the-ground 360 to get down, I’ll shallow the bank and widen out the turn, and not descend as quickly. Once I’m back around and have the runway threshold in sight again, then I’ll complete the descent.

But mostly I’ll refuse to surrender to the siren song of trying to look good.

Because that’s how it happens.

Source: http://generalaviationnews.comThat’s how it happens

Pictures of the day: The next generation


A group of energetic students from Savannah de Rham’s Pre-K Class at Fisher Elementary School in Arlington, Vermont, recently visited the William H. Morse State Airport in Bennington, Vermont. The students received a tour of the airport and a number of aircraft, including a Cessna 182 used by the Civil Air Patrol for search and rescue operations.

After a question and answer session with pilot Tim Allen, the students built and flew toy planes supplied by Airport Manager Rob Luther. “We have future aviators here,” airport officials noted.

Source: http://generalaviationnews.comPictures of the day: The next generation

Spokane Air Derbies a big hit in 1927


The first and only time that the National Air Races were held at Spokane, Wash., was during the week of Sept. 19, 1927. This was quite an adventurous undertaking for a small town such as Spokane, especially given that the previous two events in Cleveland and Los Angeles were money losers.

However, Lindbergh’s solo flight to Paris in May had raised public enthusiasm for aviation and a Spokane group decided it could support a National Air Race, raising more than $60,000 for the event.

Besides the regular speed contests, aerobatics and pylon races, the major events were the several races — called Air Derbies — that began from New York and San Francisco and finished in Spokane.

Hefty prize money attracted competitors. The Spokane organizers boasted $28,250 cash prize money for the New York to Spokane winners and $5,000 for the San Francisco to Spokane winners. These incentives enticed nearly 60 entries for the Air Derbies.


The Air Derbies consisted of cross-country races from San Francisco and cross-continent races beginning in New York, all ending in Spokane during the National Air Races. The New York races were 2,275 miles, while the races from San Francisco were 925 miles.

SpokaneMapEntries were divided into two classes by horsepower. Class A was open to aircraft over 100 hp, mainly Wright Whirlwind engines. Class B were aircraft under 100 hp, mainly Curtiss OX-5 war surplus engines.

The first place prize for Class A was $10,000, second place, $5,000. For Class B, the first place prize was $5,000, second place $3,000.


The New York contestants departed from Roosevelt Field, Long Island, New York. Of great help in navigation was the fact that the official race course from St. Paul on followed either the Northern Pacific or the Chicago, Milwaukee & St. Paul railroad tracks.

Of the 15 starters from New York in Class A, the first four to arrive were: C.W. “Speed” Holman, in a Laird; 36 minutes behind was E.E. Ballough in another Laird; then N.B. “Nick” Mamer in a Buhl; and J.P. Wood in a Waco. All these aircraft were powered by Wright Whirlwind engines. Holman’s winning time was 16 hours, 42 minutes, 53 seconds.

Holman, a pilot with Northwest Airlines, would become famous in 1930 for winning the Thompson Trophy race in the Laird Solution. In 1929 Mamer set a five-day endurance record in a Buhl Airsedan.

Of the 25 starters from New York in Class B, the first three were: C.W. Meyres in a Waco; E. Dettmers in a Travelair; and J.S. Charles in an Eaglerock. All these aircraft were powered by Curtiss OX-5 engines.

The speed differential between the OX-5 engines and the Whirlwinds was noticeable: The wining Class B aircraft finisher took more than 30 hours for the flight to Spokane, versus the Class A winner time of just over 16 hours.


The Pacific Coast Air Derby entries departed Mills Field, San Francisco’s Municipal Airport, in two groups. The slower Class B aircraft departed before dawn, with Class A departing an hour later. Despite the early hour, more than 2,000 people were on hand for the takeoff.

Of the 11 starters, eight landed safely at Spokane that day. The pilots reported good flying all the way, with the exception of the Columbia River Valley, which had patches of fog.

The Class A winner of the race from San Francisco was M.C. Lippiat, who flew a Whirlwind Travel Air biplane with one stop enroute for a total time of eight hours, 16 minutes, 37 seconds. Lee Schoenhair won second place in an International biplane. Vance Breese finished third in a plane of his own manufacture.

Lippiat was a Travel Air distributor from Los Angeles. Schoenhair was head of B.F. Goodrich’s aviation division and would go on to become a famous race pilot.

First to arrive in Class B was Cecil Langdon in an International biplane with a time of nine hours, 59 minutes, 18 seconds. Second place was D.C. Warren in a Travel Air biplane. Third was Lee Willey in an Eaglerock. All these aircraft were powered by Curtiss OX-5 engines.


In addition to the trans-continental air derby from New York and the Pacific Coast derby from San Francisco, The Spokane Air Races also featured a non-stop race across the continent from New York to Spokane.

This race was open to all type of planes. Contestants were required to fly with sealed barometers to make sure no entries landed on the way to Spokane. There was an entry fee of $100, which was refunded to all who landed at Spokane after the non-stop flight from New York. The first place prize was $10,000, second place $5,000.

There were five entries for the non-stop race, including a National Airways Air King biplane, two Stinson Detroiter Monoplanes, one Stinson Detroiter biplane, and a Cruzair monoplane. All were powered with Wright Whirlwind engines.

Unfortunately only two aircraft were able to depart New York on schedule. They were both Stinson monoplanes. The first off was piloted by Eddie Stinson, president of Stinson Aircraft. He used an artificial hill built as a ramp for Commander Bird’s takeoff for his trans-Atlantic flight in a Ford Tri-Motor.

Stinson was followed by Duke Schiller in a second Stinson, which also used the ramp. The Air King was damaged when the tail end of the fuselage was torn off while trying to use the ramp and the Cruzair was a non-starter.

Unfortunately the Stinson monoplanes ran into trouble after flying more than 1,700 miles and were forced to land in Montana, disqualifying them both.

The idea of the non-stop competition would continue and eventually become sponsored by the Bendix Corporation — thus the Bendix Trophy.


The Spokane Races drew press coverage from around the country, including radio, newspapers, motion pictures and every other known means to broadcast news in words and pictures. An additional nine telegraph lines were installed at the field to dispatch breaking news to every city and town in the country. Local papers along the Air Derby routes covered the arrival of each individual airplane and some even published landing times.

With all this publicity, Spokane became known as a leader for aviation activity.

The Air Derbies also demonstrated the accomplishments of the new Whirlwind powered aircraft. The races also confirmed the consignment of the war surplus Curtiss Jennies to the junk pile with the introduction of new, streamlined aircraft designed around the venerable OX-5 engine, including the Waco, Travel Air and Eaglerock.

Source: http://generalaviationnews.comSpokane Air Derbies a big hit in 1927

Another unintended consequence of ethanol in auto fuel

Even though the settlement accord of the CEH lawsuit in California opened up the opportunity to reduce the lead footprint around California airports, I can find no airports adding unleaded mogas infrastructure and no supplier of ethanol-free auto fuel in California.

I think it is a lost economic and public relations opportunity for GA, but it will also have an unexpected negative economic impact on an emerging technology: Remotely piloted aircraft or drones.

I assume most readers are aware that agriculture is a huge business in California. Even if you don’t live in the state, and possibly never visited it, a cursory glance at the labels put on your food, especially fruit and vegetables, would inform you that a lot of the food you buy is from California.

The three huge valleys in California — the San Joaquin, Sacramento and Salinas — are relatively sparsely populated and are planted in vast orchards, vineyards, vegetables, grains, and fruit. In addition, there are several smaller peripheral areas that are abundant sources of specialty crops, like strawberries from Watsonville and even the Butte Valley in extreme Northern California. There is also the Napa Valley, probably the preeminent viticulture area in the U.S., although several other areas of California, Oregon and Washington might disagree about that.

I am sure readers are also aware that remotely piloted aircraft (RPA) — also known as drones and unmanned aerial systems (UAS) — are becoming a huge commercial business very rapidly. They range from small toys and what we have known historically as R/C models up to modern war machines like the Predator and Global Hawk.

A “mid-sized” RPA got my attention recently. These are not toys or even the new, highly popular, buzzing, multi-engine hovering platforms that can carry cameras and are driving neighbors, law enforcement and the FAA nuts. Granted, some of these are used in commercial enterprises for scientific imaging, gathering data and even spying.

What I am talking about are purely commercial, non-military RPAs like the Yamaha Rmax Type II, an industrial grade, commercial helicopter RPA used primarily in agriculture applications in Japan and Australia. The Rmax has been around for more than two decades, and more than 2,000 of them are flying.


Yamaha would like to establish profitable applications for the Rmax in the U.S., but that is no easy task. The bureaucratic hurdles are daunting, primarily because we are talking about a commercial operation and the aerial application of hazardous materials, commonly known as pesticides.

Nowhere would it be more daunting to introduce the Rmax than in California, having to deal with FAA regulations for aerial application (primarily FAR Part 137, but there a bunch of other FARs that apply, especially for pilot qualifications and ground crews) and the California pesticide use reporting regulations along with a myriad of state/EPA regulations.

And keep in mind, current FAA regulations for aerial application only deal with piloted aircraft or helicopters. They are not designed for RPAs.

However, the rewards could well be worth it to pioneer a new industry in one of the largest agricultural markets in the world. To that end, Yamaha operates its RPA under a Certificate of Waiver or Authorization (COA) from the FAA after it applied for a Section 333 Petition for Exemption and received Exemption 11448 from the FAA, the first one granted for agricultural aerial application.

Turns out I am acquainted with one of the few pilots in U.S. qualified to fly the Rmax RPA in ag aerial application demo flights in California and he was kind enough to give me a demonstration of the rotorcraft’s capabilities.

Coincidentally, it occurred on the afternoon the FAA and California pesticide bureaucrats were meeting with his employer to work out how to incorporate RPAs into the agricultural economy of the state. After a demonstration of the vehicle during a break in the meeting, I got to examine the Rmax closely. What I saw immediately caught my attention … big time.

The Rmax has a gross weight of 207 pounds, can carry a payload of about 65 pounds, has a main rotor diameter of over 10 feet and is powered by a water-cooled, 2 cylinder, 246 cc, 2 stroke engine that develops about 21 hp. It can carry enough fuel to fly for at least an hour. With an advanced electronic stabilization system and complete aerial application hardware package, this is clearly no toy R/C helicopter.

After the flight, the first thing I noticed was that this particular Rmax carried an N number. It is registered in the FAA database with an “unknown” Airworthiness Classification and is “Not Type Certificated.” Exemption 11448 required the N-number even though it granted a waiver for type certification and airworthiness certificate. I can only conclude that the N-number is purely for easy identification of this particular Rmax.

Oddly, there was no request for exemption from one obscure FAR, the one that every pilot should know and every aircraft homebuilder does know. It is the one dealing with placards, found in FAR 23.1541-1567. According to FAR 23.1557, there must be a label at the fuel filler opening:

(i) For reciprocating engine-powered airplanes —

(A) The word “avgas”; and

(B) The minimum fuel grade.

On this particular rotorcraft, there was a placard at the fuel filler opening. However, if you search through the myriad of images online for the Rmax, you will not find a placard at the fuel filler opening of the few pictures that show it, nor did I see any other Rmax with an N-number.

The placard on this Rmax said: “Auto fuel without ethanol.”

Of course, auto fuel without ethanol is an FAA approved “avgas” for STC’d aircraft, so there was no problem there. However, for some reason the placard did not indicate the minimum fuel grade, AKI in this case since it is auto fuel, as required by FAR 23.1557.

Moreover, a bigger problem is for all intents and purposes, you cannot get ethanol-free auto fuel in California. Turns out this Rmax has been flying on 87 AKI, regular E10. (Granted, you can buy small quantities of unleaded auto fuel in Northern California in 5-gallon quantities at some marine dealers, and you might be able to find some Sunoco ASTM D4814 unleaded racing fuel, but it is ridiculously expensive.)

So far, this is only an R&D program. It clearly has a number of hurdles to overcome before it can be commercially viable, not the least of which would be getting the proper fuel in California. That should not be an obstacle and wouldn’t have been except for the unintended consequences of the deeply flawed Renewable Fuel Standard, EISA 2007.

Hopefully, this program will demonstrate to the FAA that there are economic consequences due to the widespread nonavailability of an FAA-approved fuel for GA.

Ironically, it is also the fuel that would reduce the lead footprint of GA and demonstrate that pilots are concerned about the environment and their children’s health.

Source: http://generalaviationnews.comAnother unintended consequence of ethanol in auto fuel

Scholarship winner solos


The Flying Musicians Association reports that its first Solo Scholarship Award recipient, Drew Medina of Vero Beach, Florida, a senior in the Vero Beach High School jazz, symphonic, and marching bands, has completed his first solo flight.

Drew’s flight instructor, director/chief engineer at Piper Aircraft, Buddy Sessoms, noted, “Drew is quiet, focused, driven, and definitely very diligent.”

drew_fmasolo15sSessoms exposed him to a little extra, prior to solo.

“We even did some night flying,” he said. “I was surprised that he had no trouble transitioning — none of the usual ‘flare too high’ reaction; he landed normally.”

Drew impressed him even more, because, “His school time is pretty booked. Drew scheduled three flights a week when he could. Kids, especially seniors nowadays, have absolutely no free time. For someone to do this during the school year and still have high academic accomplishment, he’s really remarkable. FMA picked a really good candidate. He loves music and he loves flying. “

“I was surprised at how focused I was during the whole thing,” Drew said. “I wasn’t really nervous. When he got out of the plane, I kinda smiled; I was excited and surprised that it was finally happening. I was nervous for a little bit, but when I started rolling, everything I learned just kicked in. I was surprised – on the first landing, I was coming in a little high, and so I did a slip. How many people can say they did a forward slip on their first landing?”

“When I started down the runway, I was thinking, ‘Here we go.’ If you look at the video, you can see that for the entire time, I was stone cold and expressionless. I was having the time of my life, but I was so focused.”

Drew flew his club’s Archer III, with a Garmin E500 panel.

“It’s the same model my Dad soloed in, before I was born,” Drew revealed. “It’s really nice.”

Drew’s father didn’t finish he dream of getting his license. “He started having a family,” Drew explained, adding “I plan on getting my license before the end of the school year.”

“Drew was an excellent choice as our inaugural FMA Solo award winner,” said John Zapp Sr., president/CEO of the organization. “As much as I am proud of Drew, my heart sings for the outpouring of support our members gave Drew throughout the process. From gear to training aides, including a First Class Medical exam, FMA showed that our supporters and sponsors are committed to growing the pilot population. We have identified the demographic most likely to succeed. There are plenty of others yearning for our assistance.”

The scholarship is fully funded by Sky-Tec, the makers of the FLYWEIGHT Starter. Learn to Fly Courses were donated by Sporty’s Pilot Shop. A Flight Bag PLC Pro and either an iPad Folio or Sport Case and mount were provided by MYGOFLIGHT.

Source: http://generalaviationnews.comScholarship winner solos

FlightRadar24: The ultimate airline flight tracking app


FlightRadar24 allows you to track flights in real-time around the world.

FlightRadar24 allows you to track flights in real-time around the world.

There are numerous free websites and apps out there that provide near real-time flight tracking. These are useful for keeping an eye on airline arrivals when picking up family at the airport, monitoring airport delay/cancellation trends and keeping tabs on the location of general aviation aircraft.

Most tracking sites rely on the public FAA data feed to display this information. This works well for most users because the feed provides a complete view of all the airplanes in the national airspace system (except for blocked airplanes), but the tradeoff is that the data is delayed by about 5 minutes.

A popular flight tracking app called FlightRadar24 takes a different approach to this and supplements the FAA feed with real-time ADS-B traffic data, based on its worldwide network of over 8,000 ADS-B receivers. This allows you view the exact location of many of the airplanes displayed in the app without the 5-minute delay limitation.

About 70% of all commercial passenger airplanes are currently ADS-B out equipped, so the app is essentially displaying a live radar feed of airline traffic. FlightRadar24 isn’t quite as useful for tracking general aviation flights in real-time yet, since the number of ADS-B out equipped private airplanes is considerably lower. You’ll still see these airplanes in the app, but the exact location may be off a bit since the data is coming in from a combination of the traditional FAA feed and FlightRadar24’s alternate tracking methods.

Augmented Reality

FlightRadar24 takes this real-time tracking a step further by incorporating a technology called augmented reality in the app. This allows you to point your iPhone or iPad at the sky and identify planes flying nearby or overhead using your device’s location sensors and camera.

The app will display a small data tag on top of the live view of your surroundings, showing the airplane flight number, airline, destination, aircraft type and more. You can change the radar radius to limit the amount of targets that appear on the screen, from 1 to 93 miles away.

2015-11-06 16.47.52

3D Pilot View

Another fun feature to check out in the FlightRadar24 app is the 3D view. This takes the GPS position data, ground track, groundspeed, and altitude to display a simulated real-time view from out the front of the airplane using satellite imagery. The quick position updates provide fluid motion in the full screen view, and allows you to watch some interesting approaches into airports around the world.

2015-11-06 16.48.08

FlightRadar24 is available as a free version in the app store with limited functionality, and can be upgraded to the full version for $3.99.

Source: Ipad appsFlightRadar24: The ultimate airline flight tracking app

Frasca installs sims at Metro State University


Frasca International recently installed two Cessna 172 Mentor AATDs (Advanced Aviation Training Devices) at the Aviation and Aerospace Science Department at Metro State University (MSU) in Denver, Colorado.

During the installation, Frasca engineers also upgraded host computers on 10 of the university’s existing simulators and installed projector upgrades to its Cessna Mustang Flight Training Device (FTD).


There are currently 22 Frasca simulators in use at MSU, including three Model 142 FTDs and the FAA Level 1 Mustang FTD. The Mustang FTD features Garmin G1000 avionics, Graphical Instructor Station (GISt), NIFA scoring module, TruVision visual system, TruSound and more.


Source: http://generalaviationnews.comFrasca installs sims at Metro State University