This question is being asked at flight schools across the country as the CFI world and the nonaviation media are sharing the story of 36-year-old Philip Everton McPherson II, from Haddon Township, New Jersey. McPherson faces one count of involuntary manslaughter for the crash of the Piper PA-28-140 on September 28, 2022, that killed student pilot Keith Kozel, 49.

A federal grand jury indicted McPherson on August 1. He was arrested at his home on August 5.

• READ MORE: NTSB Releases Prelim Report on Fatal Oshkosh Accident

McPherson’s commercial and CFI certificates were surrendered to the FAA more than a year before the accident because he had failed a 44709 ride (reexamination for airman privileges).

FLYING Magazine obtained a copy of the 11-page indictment that said McPherson “acted with gross negligence because he knew that he was not competent to safely fly an aircraft as the pilot in command.” According to the indictment, his commercial pilot and instructor certificates were surrendered to the FAA in October 2021 after he failed a reexamination ride.

McPherson was employed by ProFlite Aero Services in Easton, Pennsylvania. FLYING’s attempts to contact the flight school for comment were unsuccessful. The website for the business is no longer in operation.

According to the indictment, in 2021 the FAA received a hotline complaint about McPherson’s alleged poor airmanship that included going off the runway on two different occasions while flying with a student, resulting in substantial damage to the aircraft.

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The first off-runway event was on November 18, 2020, when during the second attempt to land a Cessna 172 in a gusting crosswind the aircraft went off the side of the runway and the nosewheel failed, and the aircraft flipped onto its back. The winds near the site were reported as 13 knots gusting to 25.

The second event was on March 6, 2021, but FLYING was unable to locate the National Transportation Safety Board (NTSB) accident report for it.

The indictment notes the FAA made several attempts to reach McPherson—first by letter then by telephone—as part of its investigation to set up a reexamination ride. When he finally did the reexamination flight with the agency, he botched a go-around and the FAA safety inspector had to take the controls to prevent a crash, per the indictment.

After surrendering his commercial and CFI tickets, McPherson was granted a temporary certificate that allowed him to fly by himself or with another instructor in order to gain the skills necessary to regain his certifications. The temporary certificate carries the warning: “Carrying of Passengers Prohibited.”

McPherson did not request another reexamination ride, nor did he ask for an extension of the temporary certificate, which expired on November 8, 2021. But he continued to serve as a flight instructor carrying passengers.The indictment includes two pages of the initials of students and dates of flights.

He faces an additional 40 counts of serving as an airman without a certificate as he continued to fly with passengers and as an instructor between October 12, 2021, and September 2022.

The Fatal Flight

According to the NTSB, the fatal flight took off at 1:40 ET. McPherson told the agency the purpose of the flight was to go to a towered airport nearby so Kozel, the student who had 51 hours, could practice towered-airport operations.

McPherson instructed Kozel to perform a soft field takeoff. The aircraft was sluggish during the takeoff roll and had trouble obtaining airspeed. Kozel flew the airplane in ground effect trying to build up airspeed, and at least once the aircraft settled back on to the runway.

• READ MORE: NTSB Releases Details on 2 Lockheed 12A Crashes

McPherson allowed the takeoff to continue, but when the aircraft had trouble climbing above 200 feet, he took the controls. He told NTSB investigators that the engine was not producing full power, and there were trees ahead of them and no open places to land.

The Piper struck the trees and became inverted, coming down hard and catching fire. McPherson told investigators that Kozel was unresponsive after the crash. McPherson claimed he was injured but was able to drag himself away from the burning airplane. He told investigators he saw people approaching him and begged them to get Kozel out of the wreckage, but the fire was consuming the aircraft.

A witness account of the accident differs. The witness said he pulled McPherson from the wreckage and then tried to rescue Kozel, but the flames drove him back.

It should be noted that the Piper Cherokee only has a door on the right side of the fuselage. The instructor traditionally sits on the right side of the aircraft.

The NTSB ruled the cause of the accident to be a “partial loss of engine power for undetermined reasons.” The investigation noted that the weather conditions at the time were conducive to the “development of serious icing at glide power and was between the range for icing at glide and cruise power and serious icing at cruise power.”

According to the investigative docket, at the time of the accident McPherson reported having 1,350 hours total time of which 700 was in Piper Cherokees, with his last flight review or equivalent happening in March 2021. He also reported having flown 40 hours in the previous 90 days.

McPherson was arrested at his home in Allentown, Pennsylvania, on August 5. He pled not guilty to all the charges and was released the same day after posting a $50,000 bond and surrendering his passport.

If convicted he could face a maximum possible sentence of 128 years in prison and a $10.25 million fine, and a $4,100 special assessment. He has been assigned a public defender. 

According to the Office of the Inspector General, the case is being prosecuted by assistant U.S. attorney Robert Schopf and special assistant U.S. attorney Marie Miller.

The post Illegal CFI Faces Charge of Involuntary Manslaughter appeared first on FLYING Magazine.

Today’s Top Pick is a 1970 Piper PA-28-140 Cherokee Cruiser.

Cessna is famous for making a splash in general aviation in the mid-1950s when the company rolled out its 172, a stable, high-wing, all-metal four-seater with tricycle landing gear that eased handling on the ground. It took Piper a few years to come up with a competitive reply named the PA-28 Cherokee, but the low-wing design, while economical and easy to fly, like the Cessna, was a sleek, racier-looking airplane that many customers preferred.

PA-28s evolved to use larger engines with as much as 235 hp, which gave the airplane a lot more speed and load-carrying capacity. Piper even developed a retractable version called the Arrow, which became popular with flight schools as a complex trainer. Although the standard Cherokee 140 is an entry-level model with a relatively modest 150 hp, the aircraft for sale here has been modified using an STC that boosts the engine to 160 hp—a small but noticeable increase that significantly boosts the airplane’s performance. This particular Cherokee Cruiser also has a paint scheme, interior, and panel that characterize the styling and technology of the 1970s.         

This Cherokee 140 has 7,034 hours on the airframe and 1,520 hours on its Lycoming O-320 E2A engine, which has been upgraded with an STC modification that increases the engine’s output to 160 hp from 150 hp, a significant difference in thrust that one can feel when flying the PA-28-140.

The panel features a King KMA 24 audio panel, dual King KX170B Nav/Coms, one with glideslope, Garmin 496 panel-mounted GPS, Garmin GTX 335 transponder, and Davtron digital clock.

Pilots who want a straightforward, economical, and fairly simple aircraft for training, time building, or travel should consider this 1970 Piper PA-28-140 Cherokee Cruiser, which is available for $65,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Piper Archer
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• Plane & Pilot: 1966 Piper Cherokee 140
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• AVweb:  Buying a Used Aircraft: Piper Warrior

The post This 1970 Piper PA-28-140 Cherokee Cruiser Is a Period-Perfect ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1966 Beechcraft A23-24 Musketeer Super III.

Beechcraft designed the Musketeer to compete with other entry-level aircraft, mainly the Cessna 172 and Piper PA-28. The Beechcraft was late to the party when it rolled out in 1963, but it offered a roomier cabin than its rivals, and many buyers considered it a more comfortable, better-built airplane than others in that category.

Over its 20-year production life between 1963 and 1983, the Musketeer morphed into a range of models, including the standard 160 hp Model 23, 165 hp A23, the 150 hp trainer Model 19, and the higher-performance 200 hp A24R Sierra, a retractable version of the same basic airframe. The Sierra was Beechcraft’s answer to the Piper Arrow. The aircraft for sale here, the Super III, combines the retractable model’s extra power with simpler, rugged fixed gear and trailing link struts that can make even fairly rough landings feel smooth.

This 1966 Musketeer has 1,787 hours on the airframe and 334 hours on its 200 hp Lycoming IO-360 engine. The panel includes dual Garmin G5s, Garmin 175 WAAS GPS, dual Garmin 225 VHF comms, Garmin 320 transponder, and 340 audio panel, Skybeacon ADS-B, USB charging ports, and EGT gauge.

Pilots looking for an economical four-seater with a roomy cabin, fixed gear, and extra power should consider this Beechcraft A23-24 Musketeer Super III, which is available for $114,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Approachable Aircraft: Beech Sundowner and Musketeer
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• Plane & Pilot: Beechcraft Musketeer Sport II

The post This 1966 Beechcraft Musketeer Super III’s Big Cabin and Extra Power Make It an ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1965 Piper PA-28-180.

The PA-28 was Piper’s answer to the Cessna 172, and for pilots on a budget who prefer a low wing, it was the answer for which they were waiting. The airplane had a sleeker, more modern look than the 172 but was still stable, forgiving and easy to fly. Still, some felt it lacked verve. That sentiment faded in 1963 when the PA-28 met the 180 hp Lycoming O-360. The extra 20 to 30 horsepower over O-320 powered PA-28s boosted the airplane’s performance but the biggest difference was in how it felt accelerating on the runway and climbing away from it.

Several years back my flying club had a PA-28-180 that I took on a few long trips including a flight from New Jersey to Rhode Island to pick one of our sons up from camp. After years of flying a 160 hp Cessna 172 I could appreciate the Piper’s added muscle.That airplane also sold me on the low-wing format, and I have rarely looked back.

This 1965 Piper PA-28-180 has 2,490 hours on the airframe and 293 hours on its Lycoming O-360-A3A engine since overhaul. The panel includes a King 97A com, AirGizmos iPad docking station, Narco VOR, Narco AT150 transponder, uAvionix ADS-B, Davtron digital clock, and an Electronics International EGT/CHT.

Pilots seeking a sharp-looking, straightforward personal aircraft with satisfying speed and carrying capacity thanks to its 180 hp engine should consider this 1965 Piper PA-28-180, which is available for $105,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

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The post This 1965 Piper PA-28-180 Is an Economical, All-Around ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

According to the report, the pair flew into a thunderstorm. The event has received national attention because the CFI, Timothy McKellar Jr., 22, made several social media posts during the flight that included demeaning comments about the learner, Connor Quisenberry, 18. McKellar also posted an image of approaching thunderstorms along the route of flight. McKellar acknowledged the storms and the flight continued.

The Timeline

On September 27, McKellar and Quisenberry were attempting a night cross-country flight fromOwensboro/Daviess County Regional Airport (KOWB) to Bowling Green-Warren County Regional Airport (KBWG) in Kentucky on a VFR flight plan. The aircraft, a Piper Warrior, belonged to Eagle Flight Academy in Owensboro. According to social media accounts, McKellar completed his solo at the school in 2020, then finished his training at ATP. McKellar’s Facebook profile lists him as a flight instructor employed at ATP. McKellar had a significant social media presence, and often the posts were about flying.

The NTSB notes that, according to the operator of the aircraft and Quisenberry’s regular instructor, this was the first time he had flown with McKellar. In his Snapchat, McKellar remarks “me and this student should not get along if he was my full-time student. I’ve seen faster at the Special Olympics,” then the camera angle is reversed to show Quisenberry, flashlight in hand, performing what appears to be the preflight inspection of the Warrior. The time stamp of the Snapchat shows 8:39 p.m. as McKellar is heard saying, “C’mon.” He posts that the pair have a three-hour flight ahead. McKellar is eager to get the three-hour flight completed because he has to be up at 4:30 a.m. the next day.

According to the NTSB, automatic dependent surveillance-broadcast (ADS-B) data shows the airplane took off from KBWG around 21:55 local time, climbed to an altitude of 4,500 feet msl, and proceeded on a northwesterly course toward KOWB, on a VFR flight plan. According to SkyVector, the distance between the two airports is 58.6 nm. McKellar posted video of the night takeoff and a portion of the in-flight cruise.

McKellar refers to Quisenberry as “Forrest Gump” and posts that he is “just giving it to him straight up,” to which Quisenberry allegedly replies to the criticism by saying, “I don’t mind you being hard on me. I know I need it.” 

The Weather

METARs from the area at the time of the flight show severe weather with lightning in all quadrants. Additionally, the TAFs from earlier in the day indicate the possibility of convective weather.

At 22:15, approximately one hour after takeoff, McKellar posted an annotated weather image from a mobile-device-based aviation navigation tool. The image shows the airplane’s  position northwest of Bowling Green, Kentucky, along with the planned route of flight to KOWB. Weather radar imagery was also displayed in the image, which had been annotated with a circle around the flight track and nearby weather radar returns and a comment from McKellar about the storms approaching like “angry hornets.”

A screen grab of the post is included in the NTSB report, with attention called to the location of the approaching storms, airplane’s position (blue airplane icon), the planned route of flight (magenta line), and the depicted weather radar imagery with the storms circled in red.

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The report notes the pilot contacted ATC at 22:44, and the controller advised the flight of heavy to extreme precipitation at the airplane’s 9 o’clock position, roughly northwest of the planned route. ADS-B data showed that the airplane continued its course, and about two minutes later, McKellar requested an “instrument flight rules clearance.”

The controller issued the clearance and assigned a turn to the east to get out of the weather.

McKellar advised ATC that the airplane was “getting blown around like crazy.” The airplane’s flight track showed a turn to the northwest, followed by a right circling turn. The controller reiterated the heading of 090 degrees. McKellar replied that they were in “pretty extreme turbulence.”

The flight track showed a continuing descending turn to the right. There were no further communications. The last ADS-B position was recorded at 22:49 at an altitude of 2,200 feet. The wreckage, described by the NTSB as a “debris field,” was found spread over 25 acres in a hilly, densely wooded area.

The Wreckage

The NTSB noted that all major components of the airplane, with the exception of the left portion of the stabilator, were located in the debris field.

The aircraft had been torn in half with the forward fuselage, including the cockpit, engine, and right wing located together in the most westerly portion of the debris field. The left wing was located 800 feet away.

The empennage with vertical stabilizer intact was located over a ridge about 200 feet north of the forward fuselage. The rudder was torn diagonally from top to bottom, with the lower portion remaining attached to the vertical stabilizer and the upper portion separated and located near the empennage in the debris field.

The stabilator was torn chordwise just outboard of the hinges, with the right side located 1,500 feet away from the fuselage. The wreckage was recovered and sent to a salvage facility for further examination. The engine displayed impact damage, but the NTSB did not uncover any preaccident anomalies or malfunctions that would have precluded normal operation.

The final report will be issued in a few months after the investigation is completed.

The post NTSB Preliminary Report on Kentucky Fatal Crash Released appeared first on FLYING Magazine.

Today’s Top Pick is a 1975 Beechcraft A24R Sierra.

When pilots get together for long chats, the conversation often turns to training experiences, including the airplanes in which they took their check rides before receiving private pilot certificates. There are Cessna people who trained in 150s and 172s, and Piper people who trained in PA-28s. But there is a third group whose primary training came in fixed-gear Beechcrafts like the Musketeer and Sundowner, which are close relatives of the more advanced A24R Sierra for sale here.

To compete with the likes of Piper’s Arrow and Cessna’s retractable 172s and 177s, Beechcraft improved its basic trainer airframe with more power, retractable gear, and a constant-speed propeller. The changes gave the aircraft extra speed, carrying capacity, and overall utility. Fans of the model point to its roomy cabin and build quality that set it apart from some competing models. The Sierra is known for details such as extra space for six seats and trailing-link landing gear that help smooth out landings. It also sits impressively high on the ramp.

This 1975 Sierra has 4,143 hours on the airframe and 1,620 hours on the engine. Its IFR-certified panel includes a Garmin GTN 650, dual Garmin G5s, a GTX 330 ADS-B transponder, GMA 340 audio panel, Century II autopilot, JPI 700 engine monitor, and King KX 170B nav/com. Paint and interior are original.

Pilots looking to step up to a roomy, economical, four-seat retractable for faster-paced personal or family travel, or to build time in a complex aircraft, should consider this 1975 Beechcraft A24R Sierra, which  is available for $119,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Financial Group. For more information, email info@flyingfinancial.com.

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The post Today’s Top Aircraft For Sale Pick: 1975 Beechcraft A24R Sierra appeared first on FLYING Magazine.

In May, at the National Business Aviation Association’s European Business Aviation Convention and Exhibition (NBAA-EBACE), Bombardier unveiled its new flagship model, the Global 8000—and it wasn’t just a concept, it had already flown. With a pair of GE Passport turbofans first used in 2010 by its stablemate, the 7500, Bombardier projects the 8000 to be the fastest jet on the market, with a top speed of 0.94 Mach. But plans don’t stop there: The OEM is gunning for the longest range as well, at 8,000 nm for a standard passenger load and NBAA IFR parameters. 

Bombardier expects a maximum take-off weight of 114,850 pounds, with a full-fuel payload of 2,275 pounds. The 8000 will seat up to 19 passengers in a host of configurations—and at a cabin altitude of 2,900 feet while cruising at 41,000 feet. The airplane’s maximum operating altitude will be 51,000 feet. With a fully loaded airplane, takeoff distance required is projected to be 5,760 feet, and landing distance will be around 2,237 feet, according to specs released by the company. That short-field performance coupled with the extended range should enable city pairs like Dubai to Houston, Singapore to Los Angeles, or London to Perth. On the flight deck, Bombardier’s proprietary Vision integrated avionics suite will provide pilots with a host of display and monitoring options. The fly-by-wire flight control system will enable envelope protection too.

Gulfstream G800

Just three weeks after making its first flight, the G800 reached another milestone in its flight test plan— flying across the pond to go on display at the Farnborough International Airshow on July 15 in the U.K. With development spurred by the myriad of commonalities between it and the G700 nearing completion, the G800 is poised to launch soon after its predecessor. 

While the Global 8000 targets an 8,000-nm journey, so does the G800—see the parallel there? The two ultralong-range jets stand head-to-head in the quest for the top end of the bizjet market. But differences abound between the two platforms, starting with the G800’s Rolls-Royce Pearl 700 engines rated at 18,250 pounds takeoff thrust each—which will propel the jet through that extended range ring at Mach 0.85. Coupled with a revisioned wing, the G800 promises improved fuel economy and reduced emissions. The speed ticks up at 7,000 nm to Mach 0.90, with a maximum Mach number of 0.925 already made in flight test. 

Gulfstream’s Symmetry Flight Deck provides commonality with the other members of the fleet, and a unique fly-by-wire flight control system has benefitted from significant input from flight-test pilots. The panel houses 10 touchscreen displays in flexible configurations, working with the OEM’s Phase-in-Flight algorithms to reduce the number of switches overall. 

At the maximum takeoff weight of 105,600 pounds, Gulfstream reports a takeoff distance of 6,000 feet—and a full fuel payload of 6,200 pounds. After initially leveling at 41,000 feet, you can climb to a maximum cruise altitude of FL 510—flying high and fast to meet your destination.

Gulfstream G700

Gulfstream is finishing up its G700 flight test program and is expected to debut the step up from the G500/ G600 by the first half of 2023. That’s exciting news for pilots and customers alike, as the G700 represents a sweet spot in the market for ultralong-range jets—going just as fast and almost as far as the G800. In May, one of the flight-test articles secured a speed record between the company’s headquarters in Savannah, Georgia, and Geneva, Switzerland, where the G700 went on display at EBACE. The 7 hour, 37 minute flight spanned the Atlantic Ocean at an average speed of Mach 0.90, making good on expectations for the model. 

With the same Rolls-Royce Pearl 700 engines delivering power to the G800, the longer G700 carries up to 19 passengers in up to five flexible living areas. With a 7,500 nm maximum range and a maximum cruising altitude of 51,000 feet, the G700 maintains 100-percent fresh air and views through 20 panoramic windows. 

The airplane was designed under an overarching philosophy—by pilots for pilots—apparent in the updated Symmetry Flight Deck in the front office. One critical parameter? Be able to walk up to the “cold” airplane and taxi away in about 12 minutes—to the delight of both pilots and customers. Coupled with the company’s Enhanced Flight Vision System and predictive landing performance, information is elegantly presented to the pilot while simultaneously helping protect the flight envelope in the background.

Gulfstream G400

Not to be outdone by its larger brethren, the G400 is poised to fill the niche in the large-cabin midsize market with its best-in-class passenger cabin cross section—and the benefit of technologies developed for the G700 and G800. 

A stretch, literally, from the G280 currently offered by Gulfstream, the G400 not only extends the cabin to 36 feet 4 inches, but brings in the Symmetry Flight Deck of its larger peers as well, with features such as predictive landing performance and active-control side sticks. The commonalities drive the shared type rating Gulfstream is aiming for across the new series. 

The G400 features twin Pratt & Whitney PW812GA engines, rated at 13,496 pounds of thrust each, with a maximum takeoff weight of 69,850 pounds and a full fuel payload of 4,050 pounds. In configurations flexing up to two and a half living areas, up to 12 passengers can ride along, or relax in berths for up to five people. 

The G400 is projected to hit its max range of 4,200 nm at Mach 0.85, allowing for a flight from São Paulo to Miami, and a takeoff within a 5,000-foot distance. High-speed cruise will hit Mach 0.88, with a max M_MO of 0.90. At an altitude of 41,000 feet, the cabin altitude is 3,255 feet—perhaps the lowest in the class.

Dassault Falcon 6X

Dassault Aviation’s 6X program enters the final stretch this year with minor delays, the result of pressures from the supply chain, workforce issues, and the lingering effects of the COVID-19 pandemic. However, the 6X looks to see first deliveries early next year—and with those, Dassault will be fielding the next generation in its ultra-widebody, long-range jet lineup, a clear upgrade from the 7X and 8X. 

The Falcon 6X is powered by new Pratt & Whitney PW812D engines rated up to 14,000 pounds of thrust. Dassault has seen a maximum range of 5,500 nm (at Mach 0.80, eight passengers and three crew) and an MMO of Mach 0.90 in flight test, with a typical mission at 5,100 nm and Mach 0.85. 

Carrying a partial fuel load, the 6X can use runways less than 3,000 feet long, while balanced field length for takeoff will be 5,480 feet (sea level, ISA, maximum takeoff weight of 77,460 pounds). 

The digital flight control system (DFCS) ties into the advanced aerodynamics of the 6X, commanding the flaperons and other control surfaces that present an evolved way of flying for Falcon pilots. Flight envelope protection keeps safe margins from high- and low speed excursions, while maintaining good feedback to the pilot flying. 

The electrical and hydraulic systems have also been revised in the quest to simplify operations and reduce pilot workload. The company’s FalconEye combined vision system marries enhanced vision with synthetic vision to improve situational awareness. 

Dassault Falcon 10X

Dassault Aviation introduced the Falcon 10X in May 2021, and its new top-of-the-line ultralong-range jet still promises to be the largest ever produced by Dassault and the biggest purpose-built business jet on the market—with a projected maximum takeoff weight of 115,000 pounds. 

With a range in the neighborhood of 7,500 nm and a top speed projected to be Mach 0.925, the 10X will contest well with its competitors in the category. The Rolls-Royce Pearl 10X engines—the largest in the Pearl series—can deliver up to 18,000 pounds of thrust apiece, enabling the 10X to meet its targets in fuel efficiency and endurance. 

The 6-foot-8-inch-tall, 9-foot-1-inch-wide cabin features a pressurization system that maintains cabin altitude at 3,000 feet up to FL 410. The cabin can be configured without limitations by zone, and the baggage compartment is the largest in the class, according to Dassault. Up front, the 10X will offer the DFCS pioneered in the 7X, as well as the FalconEye combined vision system. As for continuing the manufacturer’s reputation for short-field capability, Dassault projects a balanced field length of less than 6,000 feet for the 10X, and the ability to land within a 2,500-foot ground roll under certain conditions.

Textron Aviation Beechcraft Denali

The Beechcraft Denali took what is most likely one of the most anticipated test flights of a turboprop since the original TBM 700 flew, when it lifted off from Wichita’s Eisenhower International Airport (KICT) in late November 2021. Powered for the first time by the General Electric Catalyst engine, the Denali is clawing back some of the time lost to delays in that engine program. A second test airplane was added to the mix in June, with the platform testing new altitudes and expanding the speed envelope. 

Certification is projected now for later in 2023, with Textron Aviation logging more than 350 flight test hours so far since the flying began. The FADEC-controlled 1,300 shp Catalyst will spin a five-blade composite McCauley prop that spans 105 inches, and help the Denali make its range targets of 1,600 nm in high-speed cruise (with one pilot and four passengers), and a speed of 285 ktas. The Catalyst is set to run on sustainable aviation fuel out of the gate. Full-fuel payload for the new turboprop is predicted to be about 1,100 pounds. 

The flight deck features the Garmin G3000 avionics suite with an automatic flight control system and flight management system. Digital engine management will allow for on-condition maintenance and trend monitoring. 

The cabin—which offers a front refreshment station as a novel perk— can be set up for six to nine seats, with an optional belted lavatory in the rear. 

Daher Kodiak 900

How do you improve on a beast-mode turboprop already resonating with a loyal pilot/owner fan base? You make it faster. 

Daher introduced the Kodiak 900 at EAA AirVenture with a new monster of an engine—the biggest PT6 yet, the PT6A-140A—rated at 900 shp. The Kodiak can tap into an extra 150 nominal horsepower throughout its range, making for grand application in the hot and high environments in which the Kodiak 100 has excelled. 

And at what speed? According to the company, 210 ktas at 12,000 feet and 58 gph, with an endurance of 4.3 hours with 45 minutes IFR reserve fuel. The five-blade Hartzell prop takes its heritage from the TBM line, but maintains 15.6 inches of ground clearance, critical for rough-field operations. The pairing of engine and prop results in a TBO of 4,000 hours. 

As you walk up to the 900, however, it’s not the new engine that you see first—it’s the new lines of the highly faired fuselage and belly. Daher’s engineering team gained many of those extra knots (nearly 30 more at max cruise) by streamlining the Kodiak’s cargo pod. The team also crafted new wheelpants—evocative of the deco age—to trim more drag from the 900’s profile. 

Customer feedback drove upgrades inside as well, with an interior that brings to mind a Range Rover more so than a Jeep. In the panel, pilots will find the Garmin G1000 NXi avionics suite, including synthetic vision and weather radar.

Diamond DA50 RG

With FAA validation just around the corner, the anticipation for the new Diamond DA50RG is mounting stateside. Several DA50s are already flying in Europe and Canada, and the company hopes for the blessing to come soon to enable deliveries in the U.S. 

Powered by a 300 hp, FADEC-controlled Continental CD-300 (270 hp maximum continuous power), a six-cylinder, turbo-diesel powerplant, the DA50 RG will operate on jet-A1 at burn rates as low as 9 gph. The maximum range is roughly 750 nm (with a 30-minute reserve) at the 9 gph burn rate. The DA50 RG offers a spacious cabin—among the top in its class—with seating for five and generous baggage capacity. 

In the panel, the DA50 RG hosts the Garmin G1000 NXi integrated flight deck with the GFC 700 three-axis autopilot. Options include electric air conditioning, a GCU 476 keypad, and a TKS anti/de-icing system. 

The DA50 RG makes a high-speed cruise of 172 ktas (at ISA, 10,000 feet msl and 4,407 pounds). It can climb to its maximum operating altitude of 20,000 feet at a rate of up to 1,050 fpm. 

The DA50 RG features a useful load of 1,232 pounds, a takeoff distance (at sea level, over a 50-foot obstacle) of 2,427 feet, and a landing distance of 2,224 feet (again, at sea level, over a 50- foot obstacle), helping it to utilize a wide range of runways. 

Tecnam P2010 Gran Lusso

Tecnam Aircraft aims squarely for the luxury market with the latest version of the P2010 single-engine piston airplane, powered by the Continental CD-170 powerplant. The Italian OEM selected all of the high-end options from the P2010’s portfolio and dressed up the works with buttery smooth, hand-stitched leather seats and a covered control yoke. 

What does the retail price get you? For starters, a new panel layout to house the Garmin G1000 NXi suite, plus the GMC 707 autopilot, and GCU 475 flight management system keypad in the center console. A polished aluminum trim wheel lies there as well, with a dual housing for mobile phones. Tecnam has relocated the electric rudder trim and improved the parking brake, and detailed the wingtips with integrated LED lighting. One feature unique to the P2010 that hasn’t changed? The third passenger door, allowing for easy access to the cabin’s roomy rear seats. Despite an addition to the empty weight of 39 pounds, according to the company, they don’t expect any penalties in performance. The CD-170 sips fuel, and in economy cruise, it can run as low as 5.2 gph average—on either diesel or jet-A. Want to speed things up? For a little more juice, the Gran Lusso will make 140 knots true airspeed.

Piper Aircraft’s ‘Electrified’ PA-28 

In an announcement at EAA AirVenture, Piper made it known that it has joined forces with CAE and Safran in the pursuit of a supplemental type certificate for an electric version of its PA-28-181 Archer model. Safran’s powertrain will provide the thrust for the updated single, and CAE will provide the training and support services that flight training organizations will need to operate the airplane. 

The heart of the conversion pack revolves around Safran’s EngineUS 100 motors, providing a maximum output of 150 kW and an integrated controller. The powertrain’s petite profile is optimized for light aircraft applications such as the Archer. Juice for the motor will be stored in customized battery packs from H55, a Swiss company spun off from Solar Impulse, which will collaborate with CAE on the design to ensure its serviceability in the training environment. 

With more than 30,000 PA-28 variants produced—like the Piper Archer TX shown below—the consortium sees an ample market for the STC once it becomes available. The potential to take a proven model, like the Archer, and fly it into a more sustainable future is appealing, though many details remain to be sorted out.

Van’s RV-15

In celebrating its 50th year, the Van’s family of homebuilt and light sport aircraft goes high wing. The prototype of the new model flew to Oshkosh this summer after a mysterious debut last year at the show. The RV15 showed up in 2022 in bare aluminum, with a host of features obvious to the discerning eye, but a lot of questions left up in the air. 

The RV-15 looks to be one of the bigger Vans, with room for baggage and beefy landing gear struts with internal shock absorbers to match. It’s a bid for the backcountry market, according to the company, so it makes sense for the RV-15 to be able to carry more than an RV-4. But not a lot of other specifications were shown, though elements like the baggage door carried dimensions (22 7/16- inches-tall by 19 3/4-inches-wide). 

The prototype is being flown with a Dynon’s affiliated-brand Advanced Flight Systems avionics suite and an autopilot, with the control stick coming out of the floor between the pilot’s knees. 

A fuel tank was riding shotgun in the right seat for the journey to Oshkosh from the company’s headquarters in Aurora, Oregon. 

While Van’s began test flights of the high-wing design in June, it put no timetable on when it will start taking orders—or when it plans to make first deliveries. 

What they will say is that the current tailwheel version shown by the prototype will come first, followed by a tricycle-gear version. Ready for the backcountry, fat tires will come as an option as well, depending on where the builder—and eventually, its pilot—wants to take it.

Waco Super YMF-5

A lot has happened in the past three years since Dimor Group Inc., a subsidiary of German company Dimor Aero—backed by Dieter Morszeck, the grandson of the founder of Rimowa—took over the assets of the Weaver Aircraft Company of Ohio, better known to pilots as WACO. And, the group shows no sign of stopping in its quest to bring a full lineup of these beautiful machines back into the skies. 

Making a splash at EAA AirVenture this year was the latest version of the legendary WACO YMF-5 biplane—and a real splash, since the model comes with a float option. 

The fixed-gear “Super” version marries all of the best features of the original YMF, from the 300 hp Jacobs R755A2M radial engine (overhauled to zero time) to the open cockpits lined with leather, to the modern age, all-weather rain-resistant fabric covering and options for a lot of glass panel up front. 

WACOs have always been hand-crafted affairs, and the new versions are no different. However, the future output of the company will benefit from the investments made in quadrupling the manufacturing space at the company’s Battle Creek, Michigan, location. The year the new owners took over, only four units were built. For 2022, WACO’s up to 8 units, and has plans to go to 12 units a year, soon. 

If your dream is to lope along the sky at 115 mph (100 knots) or ease through light aerobatics with a +5.2/-2.1 G limit range, the standard YMF-5 may call your name. If you want to customize the airplane with Aerocet 3400 composite construction floats, you can add water landings to your portfolio of fun in a true classic.

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I remember bristling a bit and thinking, “Doesn’t this guy know that I have my complex and high-performance endorsements?” Something about his tone seemed to suggest I lacked the right stuff necessary to handle an aircraft with retractable landing gear, a constant speed propeller, and 200-plus hp. In fact, he was simply telling the truth.

The Meaning of “Complex”

For the typical pilot who has spent years flying basic aircraft like Cessna 172s and Piper PA-28s, moving up to almost any model with more power and speed—and complex systems—can be challenging, sometimes surprisingly so. Keeping up with a new aircraft that cruises at speeds roughly 50 percent faster than the one you flew previously can seem nearly impossible at first and might make you feel like you should have stuck with something slower and simpler. 

However, taking on such challenges is an essential part of pilot development that can lead to truly rewarding experiences.

After recently completing a few hours of insurer-mandated dual instruction in our newly acquired 1992 Commander 114B I began several additional hours of solo flying required before I am insured to carry passengers. At first I thought the required total of 15 hours was excessive. But almost as soon as I took off for my first solo flight in the Commander I realized that 15 hours might not be enough.

Everything Happens Faster

I managed to overshoot my first 45-degree traffic pattern entry after underestimating the airplane’s speed, as if I had never flown it before. I wound up way too close to the runway on downwind so I had to angle away before making the base turn. Another pilot was behind me in the pattern and no doubt had me in sight. I must have put on quite a show. 

No matter how many hours you fly with an instructor in a complex, high-performance aircraft that is new to you, the first time you fly it solo is likely to bring a mix of feelings from joy to shock and surprise. The big difference is that you are on your own. No one is there to remind you to raise the flaps or turn off the auxiliary fuel pump after takeoff, or where to set the power for cruise. It is up to you to determine how far out to begin your descent when approaching your destination airport.

While these arguably are basic procedures, they tend to overlap in a high-performance airplane where they did not in the 172. At 10 miles out I used to key the radio to announce my pending arrival. Next I would start thinking about descending. Now I’m typically halfway through the descent when I make that call, trying to maintain a stabilized approach while also reducing airspeed—slowing down while going down. What used to be a sequence of separate events has turned into a juggle, or at least a balancing act. And much of it is happening around 140 to 150 knots instead of the 90 to 100 that I was accustomed to for years.

Take Advantage of Every Hour 

I was fortunate to have perfect weather last Friday and was able to fly for several hours nearly nonstop, quickly getting a feel for soloing the Commander. After numerous approaches, my pattern work sharpened and apprehension turned to the kind of elation I last felt on my first cross-country solo flights as a student pilot.

As the shadows grew long and I headed back to Sussex Airport (KFWN) I realized the insurance company had really done me a favor. There is something special about flying solo, one-on-one with a new airplane, taking as much time as necessary to get acquainted. Although I piled on the hours last week I still have another five to go before taking any family trips. I resolve to make the most of them. 

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