Flight training standout Redbird Flight Simulations announced its newest training offering—a mixed reality simulator—at EAA AirVenture Oshkosh 2024. The product utilizes innovative technology to create a truly modern training option in a format that is already somewhat familiar to people with virtual reality experience. 

The new training device will make it possible for current and future pilots to experience a livestream version of what is happening outside the cockpit of an aircraft, while still being able to see their own hands manipulating the training device when looking down. 

During AirVenture Redbird Flight Simulations CEO Todd Willinger and vice president of marketing Josh Harnagel talked about the new product, which is slated to be commercially available by the end of the year.

“It is like virtual reality and augmented reality had a baby, and now it’s mixed reality,” Willinger said.

Schools across the nation are taking an increased interest in preparing students for futures in flying, and Redbird has a growing presence in the K-12 school environment, including career technical education.

“High schools are starting to invest in flight simulation to build the pilot pipeline,” Willinger said.

Many children have experience with virtual technology through video games, making the new mixed reality simulator a natural and attractive training tool for learning. 

“Kids are using these devices at home, so it becomes a natural expansion into the training environment,” Willinger said. 

Redbird hosted a Sim Lab for middle and high school students attending AirVenture. The company offered daily classes covering a wide range of aviation topics—from aerodynamics to weather. The demand for this type of offering further illustrates the next generation’s growing interest in flying. 

“Education is really important and we want to get people interested in aviation as early as possible,” Willinger said. 

Beyond educating tomorrow’s pilots, Redbird’s new mixed reality device offers a wealth of benefits for those already in the field. For many adults, however, the technology behind this new way of learning is more foreign. 

“It will be interesting to see what sort of adoption occurs in the traditional flight training environment,” Willinger said. 

Many organizations—including the U.S. military and commercial airlines—have already started to incorporate mixed reality into the training protocols. This early adoption points to a continuously growing demand for mixed reality flight training options across all different pilot demographics.

Redbird has been on the cutting edge of simulation technology since its inception in 2006. This is largely because the company was created by flying enthusiasts with a passion for making aviation more accessible via modern technology.

“Those of us that started the company didn’t have a background in aviation business, and I think that helped us,” Willinger said. “We looked at things differently than a traditional aviation would have.

Redbird leadership’s nontraditional viewpoints have helped the company stay dedicated to their mission and continue innovating for almost 20 years. 

Click here to learn more about how Redbird is working to make flying more accessible.

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Overall, the process can seem fairly simple: fill out the online application (MedXPress), schedule your exam with an Aviation Medical Examiner (AME), and get your certificate. But like in so many other areas, simple does not mean easy. Rather than thinking of the FAA medical as “going to the doctor,” realize it is a physical examination. There isn’t much you can do about your past medical history. There may not be much you can do about what the AME finds during the exam. So beyond filling out MedXPress, choosing an AME and sitting for the exam, what can one do? You can prepare and have a plan.

The very basics of a plan are:

1. Put your best foot forward. Do not show up to your exam with an acute illness or injury.
2. Be prepared for questions. For any significant medical conditions, bring up-to-date documentation from your doctor that shows they are well controlled.
3. Be honest. Addressing your problems openly with the FAA will dramatically increase the chances you will be able to keep your medical certificate in the long run and will probably reduce the amount of time it takes to get it in the first place. 

The Devil Is in the Details

If you have any significant medical issues, the FAA will want to know about them. More than that, they will want to know that your health conditions do not pose a risk to you, your passengers, or bystanders on the ground. One of the best things you can do to prepare for your FAA medical exam is simply to have a good, consistent relationship with a primary care physician.

If you and your doctor have a good grasp of what medical conditions you have now or have had in the past, what medications you take and why you take them, when and why you went to physicians or medical facilities, you probably have 90 percent of the information you need to pass your FAA medical exam. In fact, a well written note from a doctor who is familiar with your condition will avoid the majority of problems pilots encounter when it comes to getting their medical.

The challenge is packaging the information in a way that your AME and the FAA can process efficiently without resorting to supplemental information requests that could leave you grounded for months. Many times, pilots with the same medical conditions could receive their medical certificates on the day of their exam, receive their certificate after a lengthy review by the FAA, or even have their medical certificate denied or revoked. Most of that variation depends on how well they prepare the information to bring to their AME or to send to the FAA. That is where we come in.

The Best a Pilot Can Do Is Break Even

In a humorous take on the pilot profession, “Rules of an Aviator,” posted on atcmemes.com, says Rule No. 7 is: “The medical profession is the natural enemy of the aviation profession.” It is also commonly said that “the best you can do at a flight physical is break even.” While usually said in a joking manner, many a pilot would attest to the validity of these statements. We want to ensure that you at least break even—and get your medical. Who are we?

We are Wingman Med and we keep you flying! We are pilots and doctors with qualifications that allow us to address FAA medical certification challenges like no one else. Many doctors also fly, but what sets us apart is that we all started our careers as professional pilots and spent over 30 combined years with at least a mild degree of anxiety—OK, maybe fear—in the days leading up to our annual visits to the flight surgeon or AME. It doesn’t matter how healthy you are. It doesn’t matter if the doctor in question is a personal friend. Rule No. 7 is a constant and undeniable threat. You use a checklist for every takeoff and landing. Why not use one for your FAA medical exam?

As pilots, the physicians of Wingman Med are combat tested Naval Aviators who have flown aircraft such as the F/A-18 Hornet, F-16 Fighting Falcon, F-5 Tiger, and SH-60 Seahawk. We have landed on aircraft carriers, conducted transoceanic crossings, flown across international borders around the globe, and even graduated from TOPGUN. Our FAA flight qualifications include ATP, CFII, and MEI. As doctors, not only are we AMEs, we have all completed dedicated specialty training in aerospace medicine—something that is extremely rare even among AMEs. We spent the same amount of time learning about aerospace medicine as your family physician did in their specialty training. Along with our training in aerospace medicine, we also have other medical board certifications, including family medicine and occupational medicine.

The Ability To See Both Sides

What sets us apart is that our vantage point as doctors is informed by decades of experience as professional pilots. Most doctors are well-meaning and want to help people—even pilots! Not only that, the FAA is reasonable when it comes to medical flight standards. They will consider your case on an individual basis and for most medical conditions—even some that were disqualifying only a few years ago —it is still possible to get your certificate. Where most stumble is by misinterpreting the nuances of the FAA’s medical certification requirements or by failing to obtain or submit the right medical documents at the right time. We specialize in guiding pilots through that process. As pilots, we understand the imperative of maintaining your FAA medical certificate and the urgency of getting it back when you lose it. As doctors, we specialize in getting it done.

What Does Wingman Med Do?

Wingman Med is an aviation medical consulting service. In a sense, it is all in the name. In military aviation, pilots fly with a wingman to provide mutual support and make the mission more effective. The flight lead is generally responsible for planning the flight and directing the mission, while the wingman is there to help watch out for any inflight hazards and take care of the more mundane aspects of flying.

When it comes to obtaining your FAA medical exam, you are the flight lead and we are your wingman. When faced with a new diagnosis, or any issue affecting your FAA medical certificate, you have a lot to worry about. Your aviation career—whether as a profession or just for the joy of flying—is on the line. Navigating the FAA system can be difficult and time-consuming. Often, you need a large amount of required documentation to submit and the process can involve multiple requests for additional information from the FAA. From start to finish, it can sometimes take six months or more from your visit to the AME to finally receive your certificate.

At Wingman Med, we specialize in taking the guesswork out of the medical certification process. You are responsible for making sure you stay healthy and keep up with any treatments recommended by your physicians or medical providers. You are responsible for gathering all the information that the FAA needs to determine that you’re safe to fly. But, just like a good wingman in the air, we are here to make sure you avoid anything that could threaten your goals. We make sure that everything you submit to the FAA is done right the first time so you stay in the air or don’t stay grounded any longer than absolutely necessary.

The Services We Offer

We do this in several different ways. Our blog discusses a variety of aviation-related medical topics. We post new articles every two weeks to keep pilots informed. We also have a medication search tool where you can look and see if there are any issues flying with your current medications, or new ones your doctor may recommend. Another tool on our website is a MedXPress simulator. For those who are new to the game, or returning from a long absence, you can use the simulator to get a preview of what questions the FAA will ask, re: the medical. There is also an option to have us review your answers and provide some feedback.

We are also developing a limited network of AMEs who are familiar with complex medical certification. They may not be nearby, but they could be worth the trip. Depending on where you live, just finding an AME, much less a good one, can be difficult. We know from personal experience how frustrating it can be to call multiple AMEs, only to find out that one retired, another moved, and a third stopped doing the exams, yet they are still listed in the FAA directory. We created the Pilot Doctors directory to solve that problem. By soliciting feedback from pilots and working with AMEs to confirm their current level of service, we have created the premier directory to help you find the best AME for you.

Full Consultation

While we offer a free 15-minute consultation to any pilot, our premier service is a comprehensive consultation to guide you through the process of obtaining, or regaining, your FAA medical certification. With our service, you are not assigned to a supporting staff member. You will work directly with one of our physicians. We will have multiple discussions and review how you would answer the questions on MedXPress. We may request medical records to ensure we know exactly what you are dealing with. Then we will provide you with a personalized plan that lays out what you and your physicians need to do.

You use a checklist for every takeoff and landing. Why not use one for your FAA medical exam? We are with you to help answer any questions that you or your physicians may have to ensure you are ready for your next FAA medical exam.

Navigating the FAA medical exam process can seem daunting and unpredictable, especially when faced with a new medical diagnosis or letter from the FAA. Unlike your pilot’s certificate, your medical certificate always has an expiration date. Our experienced staff is here to help you get your FAA medical certificate with efficiency and peace of mind. At Wingman Med, we are pilots helping pilots achieve FAA medical certification with confidence! Don’t stay grounded for longer than you have to. We keep you flying!

The post Preparing for Your FAA Medical Exam appeared first on FLYING Magazine.

At 1,000 feet, we are fully configured and on speed. The PFD shows us heading right for the runway, with a small tailwind component. At 300 feet, we’re at minimums. I see the runway through the murk. As I flare, I feel the airplane float. We are a foot or two above the runway, but it feels like the airplane is accelerating.

Well past the runway aiming point and aware of the comparatively short runway, I call for a go-around. I push the go-around button, advance the throttles, raise the flaps to take off, call out “positive rate,” flick the gear handle up and sequence the FMS climb to 2,000 feet, and head for the hold at MATHW.

“OK, not too bad,” our instructor says. “I gave you a 20-knot tailwind at the decision altitude, but you were looking outside and didn’t catch it. Let’s try that again.”

So it goes in the Mustang simulator at FlightSafety International in Wichita, Kansas. The experience is in a level-D full-motion simulator: Advanced software, high-speed computer processing and high-resolution glass visuals make the feeling so real, you are surprised when the instructor stops the sim, removing you from the immersed realism of the virtual world to start her critique in real time.

Replicating reality is a thing at FlightSafety International. A big thing. The VITAL 1150 visual system projects ultra-high 4K resolution graphics onto an integrated CrewView wrap around glass display. The field of view in these CrewView simulators extend up to 300-by-60 degrees with a single collimator, which is the largest in the industry providing an immersed landscape of reality. A high frame rate of 120 Hz provides crisp, realistic imagery.

The visuals include comprehensive airport lighting systems and dynamic and enhanced shadowing for detailed topography. Dawn, dusk and five levels of precipitation are simulated. Not that I ever want to need it, but the system can generate realistic views of overwater flying. There are settings for 13 sea states, two swell states, and ocean wave and spray effects. When you think about the basic trainer developed by Edwin Link in 1929, you get a sense as to how far simulation has come.

When it comes to rare but dangerous real-world situations, innovative methods and immersive technology are the best tools for teaching pilots upset prevention and recovery training (UPRT). In the simulator, the consequence of trying to climb over weather at high altitude without careful management of airspeed can be safely, and memorably, demonstrated. Loss of control in-flight (LOC-I) is frequently cited as a major cause of aircraft accidents. This makes upset prevention a critical part of operating a modern jet. Just imagine trying to safely demonstrate situations that can result in loss of control in a real jet—it would be disastrous.

Speaking of in-airplane training, the reality replication of FlightSafety simulator programs has some obvious advantages. I know this from personal experience. As an ATP with five type ratings, one of which was obtained in an actual jet, I can attest to the superiority of simulator training. When being trained in a live, honest-to-goodness jet, small nuances are easily missed in the heat of instruction. Even big lessons can get lost in the fog of repeated approaches with no time to reflect because you have to maintain control of the airplane throughout the session. It is very difficult to process a comment about max engine performance while you’re trying to wrestle a one-engine-inoperative airplane on a single-engine go-around.

Not only that, but some in-airplane maneuvers are cause for anxiety. Yes, the instructor just pulled one engine to idle at V1. As you overcorrect the rudder input, you think, Did he really just do that? In the blur of flight, lessons flash by unprocessed. In the simulator, “freeze mode” allows one to see exactly what the abnormal situation is and how it affects the conduct of flight. Furthermore, simulator-data collection has multiple positive contributions to safety. It is a way to identify aviationwide issues and emphasize those issues in recurrent training.

FlightSafety works with corporate flight departments to develop training initiatives for their crews. Companies that collect flight operational quality assurance (FOQA) data can share these findings on a de-identified anonymous basis. This allows training to be tailored to that specific flight department’s needs. If your home base is an uncontrolled field in mountainous terrain, the number of unstable nighttime approaches flown by your team will be of obvious and immediate concern.

FlightSafety has started to use aggregated FOQA data to identify areas of focus called “spotlights.” Spotlights are incorporated into the training curricula and don’t add additional training time to the sessions, be they initial or recurrent. This benefits the entire fleet.

Let’s face it: Replicating reality starts in ground school. To prepare for emergency and (the euphemistically labeled) “abnormal” situations, pilots need to understand aircraft systems, avionics, flying characteristics in various flight regimes, and emergency procedures before hopping in the sim. FlightSafety’s desktop simulators, graphical flight-deck sims, and avionics procedure trainers get them ready.

In FlightSafety’s MATRIX integrated training system, the same logic and software found in the level-D simulator is accessible in a desktop training format. Virtual preflight walkarounds are becoming available for some initial training courses. Pilots can walk around the airplane, open panels, and check system operations in a virtual 3D simulator. (These 3D simulators are also starting to play a big role in maintenance training programs at FlightSafety International.)

None of the whiz-bang simulator graphics or 3D virtual walkarounds would be of much use without first-rate, knowledgeable, experienced and approachable instructors. Sitting behind the pilots, the instructor controls an FS1000 simulator station with intuitive interface, scalable graphics and large displays with touchscreen controls. The instructor can gin up adverse weather, systems failure or airspeed conditions. The “pause” capability of these simulators is one of the most useful features in all of training. The instructor can then reset the condition, position and configuration of the aircraft, and you can “fly” the airplane again, based on the feedback you just received. In the in-airplane training situation, there is an opportunity to discuss these conditions only once you have landed and are in a debriefing room.

FlightSafety has worked closely with airplane and avionics manufacturers for decades. Courses and curricula are designed with their input. Actually, FlightSafety simulators are often used by OEMs to flight-test crews or develop flight-test procedures. It is not uncommon for FlightSafety’s training materials to be developed ahead of OEM aircraft material on a new program. This allows both the FSI and the OEM to benefit from thorough testing. A pilot’s operating handbook may be written from FlightSafety training materials.

Recently out of recurrent training myself, I was flying my CJ1 from Santa Fe, New Mexico (KSAF), to Pittsburgh (KAGC) with three pax and lots of luggage. After heading east on the TAFOY2 departure, a curtain of dark clouds threatened our path. I could see on Nexrad, on the onboard radar and out the window that a turn to our destination would be possible if we were cleared to a higher altitude. I watched as our angle of attack gradually increased. With the autopilot in flight level change mode, I carefully monitored our airspeed. Unusually high temperatures resulted in a slow climb. All the while, the lessons of high-altitude stalls were in my mind. When we leveled out at FL390, a brisk tailwind soon freshened our route. The pax were oblivious. Thanks to recurrent training, they sat back there reading newspapers and a novel.

The post Replicating Reality appeared first on FLYING Magazine.

Savannah Raskey started flying after college and went from a DA40 to flying acrobatics to getting her tailwheel. Now with over 600 hours and a Piper Cherokee Six, she is currently an undergraduate pilot in training at Vance AFB.

Watch Savannah share her flying story and tips on her favorite SiriusXM Aviation features in this video. Then follow her adventures on Instagram at @thesavytraveler.

The post Getting Sucked Into Aviation with a Piper Cherokee Six Owner appeared first on FLYING Magazine.

King Air 350 Pilot, Cody Pierce, details his experience flying the World’s Fastest King Air with the Blackhawk XP67A Engine+ Upgrade. With a max cruise speed of more than 332 KTAS, a 60% increase in climb rate, and 62% greater payload than a CJ2, the XP67A transforms the King Air 350 into a true power player. Contact Blackhawk today to secure your delivery position and take advantage of the limited-time $150,000 discount.

The post Customer Experience | Blackhawk’s XP67A Engine+ Upgrade appeared first on FLYING Magazine.

The master caution light started throbbing its insistent message—something was wrong with the airplane. Our pilot looked up at the annunciator panel and saw a yellow light: “Door Seal.” Did our pilot get excited, become distracted or, worse yet, panic? No. She reached down for the “Emergency/Abnormal Procedures” checklist. Calmly turning to the back cover, which pictured all the possible annunciator messages, she matched the offending light to Page Z3 of the checklist. “Better a flashing yellow caution light than a red master warning light,” she mused.

With a knowing sigh, but not much more than that, she read the following: “‘Door Seal’ indicates cabin primary-seal pressure is too low to maintain door-seal integrity. Secondary seal should maintain pressurization.” Thus reassured—and reminded of a similar scenario she experienced in the jet’s simulator just two months ago—our pilot complied with the initial instructions to descend to 31,000 feet, don her oxygen mask, and activate the passenger-advisory switch.

The airplane, which was close to its destination, descended to a safe altitude and landed minutes later.

The calm attitude and demeanor exhibited by the pilot wasn’t intuitive. A sudden warning light blinking in a jet at 41,000 feet (about 8 miles high) is not a naturally calming event. Years of training and recurrent training had produced a careful, steady pilot—one not rattled by much. She was prepared.

Being prepared is the cornerstone of training philosophy at FlightSafety International. Since Brad Thress was named President and CEO in February 2020, FSI has embarked on changes that reflect a transition from training according to regulatory standards to training for competent preparedness. Even the logo at the venerable company is transitioning from the blocky font to a sleeker look. The letters appear to lean forward, as if inviting you to come along and get prepared for your next flight. “When the marketing folks came to me and recommend these changes, I hesitated because our brand has been so iconic for 70 years” Thress says. “But then I realized we do want to signal change and make new and younger pilots feel welcomed to our training.”

Being prepared is not really a new concept. In 1907, Robert Baden-Powell, an English soldier, coined the Boy Scouts’ motto: “Be Prepared.” When asked, “Be prepared for what?” Baden Powell replied, “Well, for any old thing.” In surgical operating rooms, nurses are taught to prepare for emergencies, though they might never see one. Why won’t they ever see one? Because if you prepare for an emergency, it won’t feel like one when it happens.

Jack Tessmann has been director of training at FlightSafety’s Cessna Learning Center since 2007, yet he has still managed to accumulate 7,850 hours in the air. This real-world experience is evident in the structure of FSI training. Ground school features colorful examples of the integration of systems training with real-life scenarios. “Matrix” classrooms have three screens that the instructor references, one displaying the visual cockpit indication of a malfunction. A second screen shows a specific system schematic so the trainee can understand exactly what has happened and how the airplane is designed to deal with the problem. The third screen allows a detailed view of the panel, with the ability for the instructor to zoom in to certain regions of the cockpit.

Speaking of preparedness, simulation training in high-fidelity simulators provides experiences that could never be safely reproduced in an actual airplane. Though in-airplane training programs are available from some outfits, they all suffer from the inability to really simulate dangerous conditions. “In the simulator, we can set it up for the pilot to experience a catastrophic engine failure that results in a fire just after takeoff in blowing snow,” Tessmann says. “If you are training in an aircraft, there is a point at which you have to say, ‘That’s enough.’” Other examples include engine-start malfunctions. You don’t want to actually experience a “hot start” in your own airplane if you are responsible for the maintenance bills.

The other advantage of simulator training compared with in-aircraft training is the “freeze mode.” An instructor can stop any maneuver and point out mistakes. Then the pilot can be reset to fly the maneuver or approach again. In an actual airplane—burning actual fuel and experiencing actual noisy flight conditions—nuances fly by with such speed that no one could process and absorb the information.

I’ve had personal experience in the process of getting five jet type ratings. All were in the simulator except one. That one in-airplane type rating was a disaster. After calculating the cost of fuel, instructor time, and wear and tear on brakes, tires and engines, I concluded that the simulator training was much more efficient and safer.

It isn’t just the actual moving simulator that gives fidelity to the training experience at FSI. Often, graphical flight-deck simulators are used to orient pilots to location of switches and controls. In the past, rudimentary devices, called cockpit trainers, were used for this purpose. Not much more than a picture of a cockpit, they are nothing compared with the GFS. When a switch is moved by touch on an interactive screen representation of the cockpit in the GFS, you can see the effect of moving that switch. It is almost like being in the actual Level D simulator.

Perhaps the most rewarding event during initial or recurrent flight training is the “debrief.” After a simulator session, pilot and instructor convene in a small room to provide a quiet and confidential space to review what the pilot did well and what could use improvement. It is here that the lessons sink in. Free from the distraction of the simulator, points can be repeated until the pilot gains clarity.

FlightSafety is known for its instructors. The qualification process for them is extensive and highly structured. It is likely that a training center has been training on a specific aircraft model since its certification. So, in many cases, the instructor has the same tenure as that certification. These folks know that airplane—and in that knowledge, they enhance your own preparation.

Tessmann says that large flight departments tend to commit more resources to safety. They tailor their training to ensure all their pilots are trained the same way to the same standards, making a safer flight deck. Callouts and checklist responses are customized. Other flight departments opt not to do this, completing the minimum regulatory requirements and sometimes using less-frequent training sessions. In these situations, “there’s a sense that one needs to just check the boxes in order to comply with regulations,” Tessmann says. “But when operators need it the most—in real situations and real challenges—it’s expert-taught, expansive training that will actually prepare them.”

When asked about owner-operators and single-pilot jets, Tessmann points out that these individuals didn’t get where they are without being motivated to high achievement. Curricula are tailored to the pilot and airplane. What are common flights anticipated by the pilot? What weather and airport challenges will they encounter? These factors are customized to achieve maximum preparation.

Our pilot in the door-seal example reported the abnormality to maintenance and just learned that a sensor switch had become cold-soaked at altitude. It will be replaced tomorrow. Meanwhile, her sense of accomplishment has added to her appreciation for her job and the company for which she works. She’s well-trained, yes, but more important, she’s prepared. As FlightSafety’s vice president for safety and regulatory compliance, D. Richard Meikle, likes to say, “Proficient is capable; prepared is unshakable.”

The post Be Prepared, Not Just Proficient appeared first on FLYING Magazine.

As an airplane taxis in, onlookers spot the distinct “green domes” on the pilot and passenger’s heads, and even before the engine is shut down, everyone knows this is a pilot who demands quality when it comes to their choice of headsets.

Since the mid-1970s, David Clark Company has been designing headsets for high-noise environments, beginning with the introduction of the H10-13.4 passive noise reduction headset. Over the years, this legendary headset model has undergone many significant improvements and remains one of the best-selling headsets in aviation, having logged millions of flight hours for thousands of pilots.

The H10-13.4 is a smart choice as an introductory headset for those learning to fly, based on the model’s well-earned reputation for comfort, performance, and unmatched durability, all at a price that fits a student pilot’s budget. The model is so well-designed, many student pilots that learn to fly with the H10-13.4 continue flying with it for years after receiving their pilot’s license.

Available in standard mono, stereo, and helicopter models, the H10-13.4 has double foam head pads, universal flex boom for perfect microphone placement, and ‘Comfort Gel’ ear seals, providing hours of comfort. For those Young Eagles in your family who may want to fly someday, a smaller youth model of the H10-13.4 is upgradeable to the full-sized version when needed.

Building on the long history of quality, comfort, and performance of the H10-13.4, the DC ONE-X headset features Hybrid Electronic Noise Canceling ANR technology that utilizes two microphones to provide state-of-the-art Active Noise Reduction for crisp, clear audio. The DC ONE-X weighs just 12.3 ounces and is engineered for long flights with a rugged yet lightweight alloy headband and suspension system, Outlast® vented fabric head pad and plush, leatherette ear seals with premium ‘slow recovery’ foam cradle the ears for comfort and a snug, secure seal.

The DC ONE-X has the features quality-minded pilots want from a premium ANR headset such as Bluetooth® wireless technology, backlit, compact, in-line user interface control module for night use, and up to 50 hours of use from two (2) AA batteries. An auto-shutoff feature prevents accidental battery drain if the control is inadvertently left “ON”.

Many pilots shopping for headsets may not know that David Clark company has been manufacturing air and space crew protective equipment since 1941, such as Anti-G Suits for fighter pilots during World War II, X-1 rocket plane pressure suits, the G-4C space suit for Ed White’s first U.S. spacewalk, full-pressure suits for U-2 and SR-71 Blackbird pilots, and NASA Space Shuttle Crew Escape suits.

The design of a David Clark Company space suit is literally a matter of life and death, so you know their quality control has to be right. This decades-long dedication to delivering a superior product shines through in their aviation headsets, which is why it is not uncommon to see seasoned pilots pass their cherished green domes down to their sons or daughters as they pursue their own dream to fly.

The post David Clark Brings a Legacy of Aviation and Space Innovation to Every Headset appeared first on FLYING Magazine.

When a pilot rents an airplane from an FBO or flight school, they often assume that adequate insurance coverage is in place. It’s only after an incident or accident that the renter gets hit with the devastating and expensive news that the airplane owner’s policy exclusively covers… the owner. With the average cost of an aircraft insurance claim at $30,000, regardless of fault, a renter can quickly find themselves on the wrong end of that claim.

While aircraft renters insurance has been around for decades, many renters who realize they need “non-owner” coverage can find the market confusing and hard to access. That’s why Starr Insurance Companies, a global leader in aviation insurance, has developed a transformative new buying experience for aircraft renters insurance with their Starr Gate iPad app.

Available through Starr’s brokerage network or Apple’s App Store, the Starr Gate app helps pilots fly safer and save money, and gives renters peace of mind knowing they are covered should a claim need to be made. The ability to buy airplane renters insurance by the month means pilots can take control of their coverage to fit the way they fly. If only training or flying occasionally, pilots can use the app to buy coverage when it’s needed — even just for one month — and not have to pay for coverage when they’re not flying. With a sign-up process that takes less than five minutes to complete, pilots can buy their airplane renters insurance and fly covered that same day.

The Starr Gate app can save renter pilots money, and it can also contribute to safer flying habits. Fixed-wing pilots can earn discounts up to 35% off their renters insurance premium for participating in the flight-scoring option offered through Starr Gate’s collaboration with CloudAhoy, the top cloud-based, post-flight debriefing tool for pilots. With the available 35-day trial of CloudAhoy Pro, Starr Gate app users can choose to score flight safety by leveraging the CFI Assistant tool. By challenging pilots to improve on each flight, the CloudAhoy app helps to build pilot skills, leading to reduced accident statistics. “With CloudAhoy data, we can write coverage in high definition. It’s customized insurance that can help make you a better pilot,” says Jim Anderson, a Cirrus pilot and senior vice president of Starr Aviation.

The Starr Gate app is an elegant and modern solution for buying the aircraft renters insurance you need, with the terms that work best for you. Coverage can be tailored for single-engine, multiengine, and piston-powered rotorcraft. Additionally, coverage for single-engine seaplanes is also available. Whether your logbook is empty or filled with 30,000 hours, the Starr Gate iPad app will have you covered when the sky calls and your favorite rental plane is up for grabs.

The post Starr Gate iPad App Makes Buying Aircraft Renters Insurance Effortless appeared first on FLYING Magazine.

Back in 1956, anyone who had plans to build an experimental aircraft that called for premium-grade spruce wood knew that Bob and Flo Irwin had built a solid reputation as the best source for that specific type of wood for aircraft applications. Over the next nine years, the Irwins grew the company to include the pilot gear and parts the aviation community was asking for.

As the company grew and the couple’s oldest son, Jim Irwin, advanced from sweeping the floors to managing their ever-expanding parts catalog, the company’s name was changed to Aircraft Spruce & Specialty Co. By 1980, Jim and wife Nanci had acquired the company and have since developed Aircraft Spruce into one of aviation’s top sources for everything a pilot or experimental builder could possibly want to order. Today, their sons, Mike, Jeff and Rob, all serve in management positions with the company.

Under the Irwin’s family management, Aircraft Spruce has become a vast network of eight distribution centers to provide fast and efficient shipments, with their main 62,000-square-foot distribution facility in Corona, California. To better serve its customers with the kind of personalized service for which the company is known, parts are now distributed from centers in Chandler, Arizona; Fort Worth, Texas; West Chicago; Harrisburg, Pennsylvania; Peachtree City, Georgia; Wasilla, Alaska; and Brantford, Ontario.

The one attribute that the Irwins have built Aircraft Spruce around is the idea that it is critically important to listen to their customers, find out exactly what they need, carefully vet those products, and then keep approximately 10 million separate items in stock. Because of this, anyone who has ever built a plans-built or kit-built experimental airplane surely has a large stack of Aircraft Spruce invoices in their shop—because they know it is the one source they can trust to have the parts they need in stock in order to keep their build moving forward.

With a full selection of pilot gear—including headsets and flight bags, avionics from all the top manufacturers, training materials and books, a full array of common and specialty tools, and even full airplane kits and plans—a lot of effort has gone into keeping Aircraft Spruce’s distribution system growing as their catalog exploded in size over the years. “With hundreds of thousands of [stock-keeping units] and millions of individual items,” the company says, “the complexity of our inventory system has increased in recent years as we have expanded from two distribution facilities in the USA to seven, plus Canada. The goal is to have the entire product mix a customer would order in the warehouse that is nearest them, and our inventory system takes constant management. We have a very experienced and skillful team in our purchasing department, and their expertise is critical to properly maintaining our inventory levels to meet our customers’ needs.”

Aircraft Spruce understands aviation because the company’s owners have always been pilots. The company’s aircraft, such as their current Cessna 425 Conquest (for business) and Vultee BT-13B Valiant (for fun), have given the Irwins the advantage they needed to take important face-to-face meetings with vendors and customers.

To learn more about Aircraft Spruce or purchase pilot and aircraft supplies, visit aircraftspruce.com.

The post The Go-To Source for Everything an Aviator or Aircraft Builder Needs appeared first on FLYING Magazine.

The career path that takes a “zero-time” student pilot to their dream job of flying for the airlines is more of a journey, one that can be made easily when each step is clearly defined. At AeroGuard Flight Training Center, a progressive curriculum has given over 7,000 students the opportunity to combine the aviation skills and knowledge needed to qualify for an airline position with additional training in professionalism and leadership that makes an AeroGuard graduate a more attractive candidate to commercial airlines.

When enrolled in AeroGuard’s Pilot Pathway Program, students will get an accelerated and seamless start on their airline-pilot career, giving them a direct path to AeroGuard’s partner, SkyWest Airlines. Designed in three cohesive phases, students first build skills, experience and confidence in AeroGuard’s fleet of 70-plus single-engine and multiengine aircraft based across five campuses in Arizona, California, Florida, and Texas. Graduates of this 10-month phase will receive training for seven FAA ratings and pilot certifications including private pilot, instrument rating, commercial single-engine, commercial multi-engine, certified flight instructor, CFI-I and multiengine instructor.

After completion of Phase One, students will have the opportunity to become a working CFI at AeroGuard in Phase Two, earning a salary, teaching others and building the experience and flight hours required to be eligible for a career at the airlines. As an AeroGuard CFI, instructors not only receive a steady flow of income, plus benefits, but they also continue to learn while building their flight time to ATP minimums. In a structured environment pilots learn what it means to be a professional pilot, enhance their skills by training others, and also benefit from additional classes in leadership training, interview preparation, and mentorship from SkyWest all positioning an AeroGuard graduate for long term career success.

As a strategic partner with SkyWest Airlines, the largest regional airline in the country, AeroGuard’s Pilot Pathway Program is aligned with SkyWest’s standards, procedures and expectations, as such, graduates from AeroGuard’s Pathway program are guaranteed a First Officer interview with SkyWest in Phase Three. During this phase they will complete their airline transport pilot training to begin a career as an airline pilot and also receive an industry leading $17,500 Tuition Reimbursement on completion of their Initial Operating Experience. AeroGuard graduates are of course free to work elsewhere, applying in a hiring market where they will stand out from the crowd given their skills and experience in a culture that puts quality and safety above all else.

The program at AeroGuard gives zero-time students the tools they need to succeed, in an open-door atmosphere where questions are encouraged, with plenty of support available on every level. Enrollment advisors walk new students through the process of getting started and can arrange financial aid from numerous reputable lenders as well as the Department of Veterans Affairs or their accredited university partnership.

From day one, an AeroGuard Pilot Pathway Program student will see their complete journey laid out before them, with each benchmark clearly identified. The success of the program is based on a structure similar to those found at the airlines, and each student knows what to expect and what is expected of them. A graduate of AeroGuard Flight Training Center emerges ready to continue down the path toward a long and gratifying career as a commercial-airline pilot.

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