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Select Airparts is one of the largest independent Beechcraft, Hawker and Raytheon parts distributors in the world. Our specialty is supplying quality OEM and PMA parts for the both the Hawker family of business jets and the complete Beechcraft line. This includes the Hawker 400, 600, 700, 800 and 1000 as well as the Beechcraft family of twin-engine corporate and executive aircraft, including the King Air (all models 90 through 350), Queen Air, Beech 99, Beech 1900, Baron, Bonanza, Duke and the Premier.

What Are the Chances...

15:55 UTC / 10:55 local time: KGAI 081555Z 05005KT 10SM OVC032 M01/M08 A3060 RMK AO1 Wind: 050 degrees at 5 knots; Visibility: 10+ miles; Clouds: overcast cloud deck at 3200 feet AGL; Temperature: -1°C; Dewpoint: -8°C; Pressure: 1036.3 mb

Downloaded cockpit voice recorder and flight data recorder preliminary information from an Embraer Phenom 100 that crashed 1 mi. short of the runway at the Montgomery County Airpark outside Washington D.C. on Dec. 8 revealed that the aircraft’s automated stall warning system sounded continuously for the final 20 sec. of the flight, according to NTSB board member Robert Sumwalt.

The accident killed the pilot and the two passengers on the jet as well as a woman and her two children in one of three houses struck by debris.

The pilot, who owned the aircraft, had an air transport pilot rating as well as a flight instructor rating and about 4,500 hr. flight time. In March 2010 he experienced a landing accident at the same airport on the opposite runway in a Socata TBM 700 after having directional control problems on the landing. The aircraft was destroyed but the pilot was not injured.

Sumwalt said Dec. 9 that a passenger in the Phenom 100 was in the co-pilot seat of the aircraft during the 57-min. flight from Chapel Hill, North Carolina, and during the GPS approach to Runway 14 at the airport. He says there was "minimal conversation during the arrival." The Phenom 100 is certified for single-pilot operations.

At 32 sec. before landing the aircraft passed through 500 ft. above-ground altitude with flaps and landing gear configured for landing on a straight-in approach to the runway. At 20 sec. before the end of the recording, the aircraft’s audible "stall stall" warning triggered, indicating that the wing’s angle of attack was approaching aerodynamic stall, which for the Phenom 100 generally occurs at 77 kt. with full flaps and landing gear extended. Sumwalt said the lowest recorded airspeed from the flight data recorder was 88 kt. "At that point, there were large excursions in pitch and roll," he said. Two seconds later, the pilot added power and the engines responded. Standard recovery technique for a stall warning in the Phenom is to add power and lower the pitch attitude (to decrease the angle of attack). He said there was no indication that the engines had been damaged by bird ingestion or had caught fire or suffered any type of uncontained failure. Sumwalt did not have information on when the lowest speed occurred in relation to the stall warning activation.

Three instructor pilots were in the vicinity when the accident occurred, two on the ground and one flying a downwind leg to the runway, preparing to turn on the base leg. Two of the pilots, including the one in the air, told investigators they saw a "series of pitch-and-roll excursions" with large pitch angles. The descriptions match what eyewitnesses in the accident area described seeing, and would appear to match the general behavior of an aircraft in an aerodynamic stall.

Due to the aircraft’s handling in a stall, Embraer was required to install a "stick pusher" system that automatically reduces the pitch angle (by mechanically pushing the yoke forward) at the point where the aircraft reaches aerodynamic stall, typically at 77 kt. The overall stall protection system is designed so that the audible stall warning should occur before that point so that the pilot can recover before the stick pusher activates.

According to the FAA Flight Standardization Board (FSB), the stick pusher "is effective and aggressive." While the aircraft "has no unusual flight characteristics if recovery is initiated at first indication of a stall," and there will be minimal altitude loss, the FSB cautions that if an aerodynamic stall occurs at the same approximate airspeed as stick pusher activation, the loss of altitude during the stall recovery will be 300-500 ft. "As a consequence, flight crews, training personnel and evaluators should be aware of the consequences of low-altitude stalls," the FSB says.

AOPA Member Loves His Comanche

Chooses AOPA Insurance for both his aircraft

Bob Bagwell Loves His Comanche

Bob Bagwell’s aviation story is one familiar to many. After begging his parents for several days, they bought him a ride in a taildragger along with three other children at a local county fair. “After that,” says Bob, “my eyes have always been turned toward the skies.”


He first learned to fly when he was 16 years old, but soon ran out of money and had to content himself with aviation magazines and armchair flying to keep up with the trends.


Years went by, and once his children were out of school and on their own, he could afford to return to flight school. He also bought what he calls “a beautifully maintained 1976 Cessna 150” with a red, white and blue paint scheme and earned his private certificate in 2009.


He currently has 245 hours and flies mainly locally with a few statewide cross-country trips. He bought a 1965 Comanche 260 in 2011 and has been spending a fair amount of money making upgrades to it, starting with a three-blade Hartzell prop in 2012. Last year he started a nine-month project to replace everything on the panel so that “no steam gauges were left.”  By April 2014, Bob says, “I finally have a modern airplane with a triple redundancy.” The total cost of the new glass panel was $81,000 and he and his wife flew coast to coast and back again.


Bob has an 84-year old hangar neighbor who was personal friends with Mr. Piper and helped design the Comanche. The neighbor also took possession and delivered the first Comanche off the assembly line from Lock Haven, Pennsylvania, to Portland, Oregon. Bob says, “He was kind enough to explain to me why he is so biased in his love of Comanches: It has a solid single spar that runs from wing tip to wing tip for strength.  Also he told and showed me how every surface throughout the entire airplane was zinc chromated against corrosion even before they were mated then riveted or bolted together which is to seaplane standards.”


Bob says he confirmed this information with his mechanic who went one step further by saying that annuals are cheaper on Comanches as there is typically no corrosion to inspect for and deal with. He adds, “That also got my attention. Beyond that, I bought the Comanche because they are plentiful and a bargain for what you are getting compared to today's new planes. It is very responsive, downright fun and easy to fly, with no bad habits. It’s fast, roomy, comfortable and a relatively inexpensive fuel burn of 9 to 14 gallons per hour.” He has kept his 150 which he uses for sightseeing and “fun, low, slow flights.”


When it came time to insure his airplanes, Bob, an AOPA member for 20 years, says, “I choose AOPA Insurance because AOPA is the largest and best group of pilot representatives who are working to keep my flying rights protected and promoted. Their rates are also very competitive. They were very upfront and timely in responses and were kind to me over the phone. I would strongly encourage other pilots to give them a fair shake and help support AOPA.”


As for the future, Bob is looking to earn his instrument rating, volunteer for care flights and help introduce young people to the pleasures of flight – to pay back the flight he took so many years ago.


Whether you fly low and slow aircraft or a faster, more complex airplane, AOPA Insurance has the right policy for you. For more information or a quick quote on aircraft insurance, talk to AOPA Insurance. For more information or to apply for a policy, visit online or call 800-622-2672.  Don’t forget: You may qualify for a 5% discount just for being an AOPA member.


ATTENTION CFI'S... We Have Students..Need Instructors

Eagle Aircraft in partnership with Liberty University  are now offering a fully accredited Aviation Degree where you can earn credit for your flight time.


We have plenty of students and a shortage of Qualified CFI's........


Call us today!!!


219-464-0132 or Cell 219-405-1290


Eagle Aircraft & Liberty University Join Forces



Eagle Aircraft and Liberty University have joined forces to provide a Bachelor Program  for all Flight Ratings covered by the G.I. Bill.


You Can Learn to Fly!

Achieve Your Dream, Earn a Bachelor of Science in Aeronautics through Liberty University!


 We now offer an online Bachelor’s Degree Program to our students and you can earn college credits for flight training hours. 


Use your VA benefits starting with the Private Pilot License!  Financing is available through Liberty University!  

Funding for your flight training will cover everything you need:  headset, cessna pilot kit, test fees, Ipad, Sim pack, Ground Work, aircraft rental, study guides, instructor time, etc, etc.

Check out this link to find out more about Liberty.
https://www.facebook.com/photo.php?v=10152991450717222

Apply today at  www.liberty.edu/eaglestudent
*Application fee is waived for Eagle Aircraft students

Special Holiday Packages Available-  click HERE for more information on our specials for the month December. 

You Can Learn to Fly!

VA Benefits

Our VA Benefits include Instrument Rating, Commercial Certificate, Multi-Engine Rating and ATP Ground Course!


Earn Your Wings Through an Accelerated Flight School Program

By  

If you are considering flight school, there are a lot of reasons why you should enroll. You'll have to be prepared to work hard, but it will be worth it when you take all of the advantages you'll enjoy into account. If you want to obtain your certification faster, an accelerated training program may be the best choice.

Getting Your Career Off the Ground

Going to flight school means hundreds of hours in the air and intensive studying. If you're looking to begin a career in aviation, you may not want to wait the amount of time it takes to go through a regular program. The best solution may be an accelerated program so that you can progress quickly and get in the job market.

Accelerated training allows you to condense your training into a few months - or possibly even weeks - instead of years. You may be able to take consolidated courses while taking multiple flying lessons each week. You'll need to treat this as a full-time job, of course - you can expect to spend eight hours a day, five days a week. If you aren't 100 percent certain you can devote this amount of time, you need to consider another option. This kind of course is similar to military training in that you'll be alternating between classroom instruction and time in the air before you embark on longer flights.

Fast Progression

The main purpose of accelerated learning is to fast track students to ratings status. Students taking traditional courses may not be able to obtain an instrument rating or private pilot certificate for six months, where they could achieve those milestones within two weeks in an accelerated flight school.

Again, the reason this is possible is because of the schedule you'll be on - you'll be in class and in the air a combined eight hours a day. This is similar to intensive foreign language classes that are taught in college that compress two years of education into a single semester.

One substantial advantage to this approach is that you'll not only learn faster, but also be better able to retain what you learn. The vast majority of students can't help but learn a great deal because they're fully immersed in the subject.

Finding a Job

More than likely, you'll be able to find a flight school in your area that provides job placement to graduates. Many of these institutions have arrangements with airlines and can place students immediately once they're done training. Others can offer guaranteed interviews. Either alternative can be an incredible opportunity for someone who wants to start an aviation career as quickly as possible. You may also be able to start a career as an instructor, if you prefer.

While attending an accelerated flight school will require a substantial time commitment and the willingness to work extremely hard, many prospective pilots find the benefits to be well worth the effort.

To learn more about New Jersey flight school visit http://www.airfleettraining.com/.

Article Source: http://EzineArticles.com/?expert=Andrew_Stratton


The Differences Between Part 61 and Part 141 Flight Training

Guest Article

By  

Flight training programs come in two varieties: Part 61 and Part 141. If you've never encountered these terms before, here's some information on what they mean as well as the pros and cons of each.

Part 61

This program provides extra flexibility for both you and your instructor. While the Federal Aviation Administration (FAA) strictly regulates what topics must be covered and the amount of hours in the air that are required, the Part 61 option allows the teacher to adapt to your pace and style of learning. Your instructor can pull materials from a variety of sources, and he or she has sole discretion of which ones are used in class. The benefit to you is the ability to schedule your classes in the most convenient manner.

One of the drawbacks is that Part 61 flight training is typically more expensive in the long run because the regulations are less structured. Unless your instructor closely monitors your flight time, you may wind up with more hours than you need.

Part 141

This option has to use not only FAA-approved lesson plans but also strictly follow a pre-approved syllabus and curriculum. You'll also have consistency among your instructors because, again, the FAA determines the course material. The course moves quickly and is designed more for a student who wants to make a career out of being a pilot. The program is the fastest and most efficient way to get your training, as you will only be required to complete 35 hours compared to the 40 needed to get through Part 61. If you're looking to earn a commercial pilot certificate, you can earn it in only 190 hours versus 250.

As with Part 61, there are a few drawbacks. For one, you will not have as wide a variety of choices when it comes to your teachers. If someone is not the best fit for you personality-wise, you may not have many other options. In addition, many students may find that the pace is so fast it becomes overwhelming. There is also not much flexibility in regard to your schedule.

Which Option is Right for You?

There really is no right or wrong answer regarding which flight training program would be the better choice. That's why it's so important that you decide for yourself what you really want out of your educational experience. If you want a more casual, flexible program, Part 61 would likely be better for you. However, if you are ready to immerse yourself in learning, Part 141 will be the better option. Carefully weigh the pros and cons of both programs and then decide for yourself which one will do a better job of setting you up for success.

Looking for resources for flight training in New York? Learn more by visiting http://www.airfleettraining.com/.

Article Source: http://EzineArticles.com/?expert=Alfred_Ardis


ATT: GA Aircraft Owners ......Aircraft Maintenance & Repair Station Software

Aircraft Maintenance and Repair Station Software



Cloud or Server Based Modular Software Suite 

AvPro Software is a powerful software suite including aviation inventory database software and so much more. . .
Its unique modular design that allows users to select stand-alone maintenance functions or have any of them integrated in a single application, as needed.

Designed with the capability to work with Repair Stations on Customer Work Orders / Task Cards using bar codes with 'serialized'  inventory or with Corporate Fleets to maintain all Component / Inspection Maintenance & Event Forecasts.

Choose the configuration of operations modules and the delivery methodology (Cloud or Server) that best suits your business.

Contact us for a demo of our $995 LITE version: A Component Maintenance Management application for owners of (1 -2 ) Air Frames

Compare Computerized Maintenance Management Systems



Wicks Now Offering 4130 Chrome Moly Tubing

4130 Chrome Moly Tubing

4130 Chrome Moly Tubing from Wicks Aircraft is a through-hardening, chrominum-molybdenum alloy tubing used extensively in the aircraft, and anywhere light strong structural tubing is needed. It is resistant to oxidation and scaling and has smooth, clean interior and exterior surfaces. 4130 is produced by the cold drawn seamless process from electric-furnace processed steel.

For your home built and experimental aircraft needs, the weldability of 4130 Chrome Moly Tubing from Wicks Aircraft is excellent and therefore it finds popular utilization in aircraft type construction where welding is a requirement.

The specifications from 4130 Chrome Moly Tubing from Wicks Aircraft include MIL-T-6736, AMS -6360 Revision (Magnaflux Quality) UNS G41330. 4130 "seamless" tubing (MIL-T-6736) is interchangeable with 4130 "welded" tubing (MIL-T-6731). 

We stock both Chinese and American/German. Need an American/German size that is not listed, please give us a call.

To learn more about 4130 Chrome Moly Tubing from Wicks Aircraft and to shop our online catalog, please click on this link.




Sebring Expo Announces

2015 Premier Partners

The U.S. Sport Aviation Expo is delighted to welcome two new and nine returning Premier Partners to the 11th annual Expo, set for January 14-17, 2015.
 
Sebring Expo            Dynon Avionics and Sonex Aircraft LLC have signed on as Premier Partners for the first time in 2015, joining returning partners American Legend, Arion Aircraft, Arising Custom Aircraft Trailers, CubCrafters, Inc., Czech Sport Aircraft, Hansen Air Group, Jabiru USA Sport Aircraft, Lockwood Aviation, and MATCO Mfg.

            Jana Filip, director of the Expo, called the Premier Partners “important members of the team that makes Expo successful.” She added, “We greatly appreciate the continuing support from our Sponsors and Partners. Without those exhibitors who provide extended support, we would not be able to continue to improve our infrastructure for our exhibitors and visitors.”

            Jeremy Monnett, president of Sonex, stated, “Sonex is pleased to be exhibiting at Sebring again this year. We believe in the Expo’s future as something that is worth an investment from our industry for our mutual success. The Expo’s growth has been conscientiously managed to keep the event focused as a sales-oriented trade show for light-sport aircraft owner/operators, and that’s what makes the event stand apart from the rest.”
 

            More than 150 exhibitors participated in the 2014 Sebring Expo, and Filip is prepared to accommodate a slightly increased number of exhibitors in 2015, with the event expanding to include light-sport aircraft, homebuilts, refurbished certificated aircraft, and ultralights…and all related component and accessory suppliers. Filip is finalizing exhibitor requests now, including positioning of this year’s indoor exhibitors, which will be housed in a large temporary tent structure. Complete exhibitor information is available at www.sportaviationexpo.com/exhibitor-information.


           More than 18,000 visitors from throughout the United States and several foreign countries attended Expo in 2014 and enjoyed the educational forums, workshops, keynote speakers, and demonstration flights both at the Expo and at the Seaplane Splash-In. New this year will be an Aircraft Sales Lot. More details about the Sales Lot will be released soon for potential buyers and sellers.         
  
          For more information about the Expo, including discounted online admission tickets through November 1, visit www.sportaviationexpo.com.





Preferred Airparts Owner Helps Evacuate Charity's Volunteers

Preferred Airparts

One of Preferred Airparts owners, Brian Stoltzfus, flies a turbine DC-3 as part of his work with the charity Samaritan's Purse, an international relief agency based in Boone, N.C. Recently, he has been involved in supporting SP’s team in their work in Liberia, Africa. One of their volunteers, Dr. Kent Brantly contracted Ebola and was flown back to the United States to receive experimental, lifesaving treatment. Brantly was airlifted inside an airtight plastic pod to a Georgia military base and then by ground ambulance to Emory University Hospital in Atlanta, according to an NBC report.

He has since recovered and Dr. Brantly stated upon being released from the hospital: “Today is a miraculous day. I am thrilled to be alive, to be well and to be reunited with my family. As a medical missionary, I never imagined myself in this position. When my family and I moved to Liberia last October to begin a two-year term working with Samaritan’s Purse, Ebola was not on the radar. We moved to Liberia because God called us to serve the people of Liberia.

“I did not know then, but I have learned since, that there were thousands, maybe even millions of people around the world praying for me throughout that week, and even still today. And I have heard story after story of how this situation has impacted the lives of individuals around the globe - both among my friends and family, and also among complete strangers. I cannot thank you enough for your prayers and your support. But what I can tell you is that I serve a faithful God who answers prayers.

“Through the care of the Samaritan’s Purse and SIM missionary team in Liberia, the use of an experimental drug, and the expertise and resources of the health care team at Emory University Hospital, God saved my life - a direct answer to thousands and thousands of prayers.”

Thank you to Joyce Rondos from Airboating Magazine for publishing this article!