Category: Flying

Stories about flying planes and helicopters, discussions of technique and teaching.

United Airlines at Oshkosh

by philg

First time at the Oshkosh airshow for United Airlines. Their senior captains did some yanking and banking in a 777 in front of the crowd. The most frightening maneuver was approaching the crowd (west side of the runway) from the east in a dive and then climbing over the crowd. Some years ago I was in one of the jump seats of an empty Boeing 757 being ferried out of JFK and the captain put the plane into a 40-degree bank so that a friend on the ground could get a photo. The avionics were unhappy, shouting “bank angle, bank angle” repeatedly.

As the plane carved up the sky, the United announcer proudly disclosed the quota-based hiring policy for the company’s new flying school. Only 20 percent of the slots would be available for white males while 80 percent would be allocated to “women” (however that term is defined by the airline’s team of biologists) and “people of color” (however that term is defined by the airline’s team of diversity consultants). Curiously, there is no quota for student pilots who identify as 2SLGBTQQIA+. Numerous folks sitting near me grumbled angrily on hearing the airline’s plan of sex- and race-based discrimination. It is unclear why United thought that this message would be warmly received by the audience at Oshkosh. General aviation is overwhelmingly white, male, old, and conservative. The young people there who talked about pursuing a dream of professional aviation were also overwhelmingly white and male (i.e., they’d have to fight for the 20 percent scrap at the United school). Here’s the United AVIATE booth within the “EAA Career Center”:

It seems that United has taken over Lufthansa’s old school in Goodyear, Arizona, perhaps because Lufthansa could no longer get students in and out due to coronapanic. Cirrus SR20s with air conditioning are used for primary training.

If United were serious about diversifying its pilot group, the company would offer a “no-overnight” schedule (see Ryanair: airline that is not a hotel customer for how the world’s lowest cost airline does this). Right now, the only people who can consider flying for the U.S. airlines are people who are willing to be away from friends and family up to 22 days per month (trending down to 10 or 11 for the most senior pilots in a seat, but it can take decades to reach this level of seniority as a captain at a major U.S. airline). This makes it a terrible job for anyone who might become a parent. When the mostly-at-home spouse files the inevitable divorce lawsuit, he/she/ze/they is a slam-dunk winner to obtain primary custody, a free house, and a river of child support cash under a typical U.S. state’s family law that looks to see “who was the primary historical caregiver of these now-lucrative children?” How many women want to fly around for a few years and then spend the rest of their lives paying a former husband to hang out at home with what used to be her kids plus some new sex partners from Tinder?

If we visit the EAA official merchandise market, we can learn that pilot and astronaut are already jobs held exclusively by females.

Airplane constructor is also exclusively a woman’s job, according to EAA’s merchandise selection. Here is the only plane-builder featured:

Pilots identifying as “women” can get a free T shirt and participate in a variety of exclusive events at Oshkosh under the rubric of WomenVenture, a 15-year-old event started just in time for the term “women” to become undefined. As a measure of progress, what had been the “innovation” pavilion at Oshkosh, showcasing new technologies, is now the “WomenVenture Center” (complete with pink theme).

Meanwhile, gender ID is somewhat less fraught at the SOS Brothers tent, “BeerVenture” until some litigation with EAA forced a re-titling. Here are the “bikini bartenders” that EAA complained about in its lawsuit:

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Glacial pace of innovation in non-electric aviation slows due to coronapanic

by philg

Certified fossil fuel-powered aviation has been notable for the slow pace of innovation. As the world of the consumer has been transformed, the typical aircraft flying is a refined version of what pilots operated during World War II. Through 2019, it would not have been unfair to characterize the pace of innovation as glacial. Coronapanic, however, has slowed the pace to geologic. Garmin, the 500 lb. gorilla of general aviation avionics, had nothing new to show. “All of our engineers have been working on getting certification to use substitute parts in existing designs,” explained a senior sales exec. “Even with the substitutions, we had a 9-month backlog that is now down to 90 days.” Three months to get an 11-year-old nav/com doesn’t seem like a great situation for consumers, but the sales guy said, “It takes 4-6 months to get a slot at any avionics shop, so our lead time doesn’t slow anyone down.” (This does not seem to be true for autopilot installations; Garmin has been shipping partial kits and, if the shop starts work based on Garmin’s forecast delivery dates for the lagging items, the result is that airplanes are grounded for months waiting for the full kit to arrive.)

(The good news is that Garmin bought a container full of displays for the ancient 430/530 nav/coms, so if you like 25-year-old technology they will keep supporting it!)

Small competitors such as Avidyne and Dynon did not have anything new at Oshkosh either.

The electric “super drone” companies don’t have certified products and they do not seem to have been slowed down as much by coronapanic, at least if we measure by hype. Back in 2018, Uber said that customers in Los Angeles would be fleeing the traffic-clogged streets in electric aircraft by 2023 (post). Maybe the electric super drone is always 5 years in the future? Joby came to AirVenture with a sim and no aircraft. They predict Uber using their 5-seater the day after certification in 2024.

The experimental aircraft folks seem to have maintained their work efforts while everyone else pretended to work from home. The RV-15 was conceived in 2019 and flew in 2022:

(There are more than 10,000 Van’s Aircraft kit planes flying today, which exceeds the number that Cirrus has built.)

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The flying-to-Oshkosh part of flying to Oshkosh

by philg

I am back from EAA AirVenture (“Oshkosh”) in the Cirrus SR20. It took only 4 days to get from Wisconsin to South Florida by air, a trip that would have taken 22 hours by minivan. The route as mapped by SkyVector:

With forecast winds, this should be 16 hours of round-trip flight time according to SkyVector. How long did it actually take? 18.3 hours in the air, according to the meter in the plane.

Amazingly, the 2.5-week trip was done entirely VFR and proceeded almost precisely on the originally planned schedule. A student pilot could have flown all of the legs that we did and been challenged only by a 25-knot crosswind landing at Appleton, Wisconsin (simultaneous landings on two intersecting runways for maximum capacity) and a 25-knot crosswind landing in Cedar Rapids, Iowa (no runway there is oriented into the wind that we encountered). We delayed our departure from Indianapolis up to Appleton (one airport north of actual Oshkosh (KOSH)) due to a line of thunderstorms, but our friend who came in via Southwest to Chicago was delayed over 3 hours due to the same weather. Our family had a good time at the Indiana State Museum while hoping to avoid a long detour around the cells (we ended up adding about 20 minutes of meandering). Instrument flying skills would have been unhelpful to us, just as they were to Southwest, because flying through a thunderstorm isn’t a practical transportation strategy.

Most of the trip happened between 7,500′ and 11,500′ due to trying to stay over the bumpy cumulus clouds and avoid roasting to death in the unairconditioned Cirrus.

KDNL in Augusta, Georgia is a great stop due to the Morris Museum of Southern art. If you follow Science and are from Massachusetts or California, you’ll like KMWA in Illinois. According to the FBO, the on-field marijuana shop was open every day that the Chicago Public Schools were closed.

I had a 10:30 am brisket breakfast at Rob’s Pit BBQ, which was superb.

The stops that are not self-explanatory are KPDC (Effigy Mounds National Monument; an afternoon hike accessed via the crew car) and KCID (the Amana Colonies; two nights and one full day to tour).

I’ll write more about Indianapolis. There are a lot of great museums, especially for kids. We spent two nights there.

Pilot friends will appreciate that the cheapest fuel purchased was from Signature(!) in Cedar Rapids, Iowa where leaded dinosaur blood was dispensed at $6.90 per gallon with the “Oshkosh discount”. On the third hand, though I had reserved a “car” at Cedar Rapids, Hertz delivered a Ford Expedition Max:

What I saved on 100LL I paid out at the local BP station to feed this uncomfortably bumpy monster.

Thanks to all of the jet charter companies having their best years ever (they and their clients all standing under a shower of federal cash), the level of staffing and service at FBOs is high anywhere that a Gulfstream might land. Air Traffic Control was operating smoothly and provided VFR advisories for the entire trip except for the last 40 miles into the Oshkosh area. The rental car crisis seems to have abated as long as you’re willing to pay 100 Bidies per day for a car that used to be $50 per day. Ubers, too, were plentiful (Indianapolis and Chattanooga).

The view out the front approaching our home airport of Stuart, Florida:

Best views on the trip: Mississippi River climbing out of KPDC; crossing the Appalachian Mountains; approaching to land at Chattanooga; the marshes around Amelia Island, Florida (KFHB).

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The true spirit of Oshkosh

by philg

I’ll be writing about EAA AirVenture (“Oshkosh”) over the next few weeks, but today is the last day of the actual gathering. The true spirit of Oshkosh, I think, is best captured by this story from EAA:

Ken Swain, EAA 102241, flew his VariEze, N4ZZ, into Oshkosh for the 45th year in a row this year. From life in the Air Force to flying for United Airlines, and now in retirement, Ken’s aircraft has been a constant.

Ken has proudly owned his VariEze since Burt Rutan first released it, even flying it into Oshkosh just two years after the prototype was shown.

“In 1976, Burt showed up in the homebuilt prototype,” Ken said. “Once, again, he was mobbed. The plans were out there, and a couple of really fast builders showed up in 1977 along with Burt, and in 1978, there were at least 14 … and I was one of them. That was my first time [at Oshkosh].”

“The first three years I stayed [at UW-Oshkosh], and every year since, I’ve stayed in the campground,” Ken said. “I’ve seen the way the campground has evolved …. That’s changed a lot, and yet it hasn’t changed. The society of campers is its own extra convention separate from the daytime convention. It has to be experienced, and not just one or twice, but over a number of years to understand. It’s a whole other vibe.”

This guy hits every note. He built his own airplane from plans. The plane is a Rutan design. He camps with his plane. Let’s just hope that he came in on Sunday rather than a day early. The weather for the event was perfect, sunny with highs around 80 degrees every day. Saturday, July 23 was a different story:

What it looked like in the Garmin Pilot app around 7 pm Central:

I’m not sure when they arrived, but here are a couple of guys who got two tents and two full-size bicycles into an A36 Bonanza:

Also a candidate for the True Spirit of Oshkosh award, a family that rebuilt a 1938 Staggerwing… twice (second rebuild necessitated by a hangar fire):

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Oshkosh begins; let’s celebrate the Miracle on the Quinnipiac

by philg

Captain Sully, the single-pilot hero of the Airbus A320 protagonist of the Miracle on the Hudson, may have to move over because no dog was saved during the river landing. By contrast, in the Miracle on the Quinnipiac, a Bonanza pilot did a beautiful water landing after an engine failure and a Great Dane was able to exit the aircraft onto a sandbar.

From a photo album:

06/30/22 New Haven, CT – A plane flying over the city had to make an emergency landing into the Quinnipiac River near Front and Pine Sts. The plane came to rest about 200 yards from the Waucoma Yacht Club. There were two people onboard as well as a Great Dane. All were able to exit the plane and were rescued by members of the yacht club using their boats. The people and pet were uninjured. The Coast Guard also responded with a boat. New Haven firefighters made a search of the plane and found no other people on board. The plane was submerged half way and had to be refloated and towed to the dock for further investigation. The cause of the crash is being investigated by the NTSB and FAA.

From a Fox TV station:

Late Thursday afternoon, the pilot of a single-engine plane made an emergency landing on the Quinnipiac River in New Haven, which resulted in no injuries, to any of the three occupants aboard, including a Great Dane

The pilot of the Beechcraft Bonanza, whose name was not released, was calm when he realized he wasn’t going to make it to Tweed New Haven Airport for an emergency landing. … . But, while the plane landed on the edge of the channel, on a sandbar, where the water is only a couple of feet deep, the tide was rising quickly.

EAA AirVenture starts today in Oshkosh, Wisconsin. So it is a great time to celebrate the hero of the Miracle on the Quinnipiac!

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Meet at Oshkosh? (I’m teaching two classes)

by philg

Almost time for EAA AirVenture (“Oshkosh”), a safe space for pilots of light aircraft where nobody will say “That is a stupid hobby.”

I’m giving two talks:

  • introduction to helicopter aerodynamics and operations (targeted at those with some airplane flying experience), at 8:30 am on Wednesday, July 27, Forum Stage 6
  • Instrument Flying Ground School, Lesson 1 (using the materials previously offered here) where lessons 2 and 3 will follow as free Zoom classes. Wednesday, July 27, at 10:00 am, Forum Stage 6.

For background on the event, see a lunchtime talk from our MIT ground school class:

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A hero flies the Cessna Caravan to Palm Beach

by philg

Tom Cruise is a pretty good pilot in real life and an even better one in Top Gun: Maverick, but my vote for pilot of the year goes to Darren Harrison, the passenger whose journey from the Bahamas is covered in “Air traffic controller guides passenger to safe landing at PBIA after pilot has medical emergency” (WPBF). The audio is available at liveatc.net (search for KFPR, then KFPR Tower, then click the “archive access” link and finally May 10 at 16Z. The action starts at 11:21 into the clip (the passenger’s full phone number is on the tape so you can text him congratulations!).

The aircraft is N333LD and here’s the path from flightradar24:

The passenger’s task was made more difficult by modern avionics. This ad for the plane shows that it is equipped with the Garmin G1000 flight deck. So the controller asked the passenger-turned-pilot to press the IDENT button, but there is no button labeled IDENT as there would have been with a discrete transponder. (With the advantage of 20-20 hindsight, what the controller should have said was “press and hold the button that has two arrows on it to tune the emergency frequency of 121.5” and then the talk-down wouldn’t have had to occur via mobile phone (good thing the passenger’s phone battery did not run out!).)

The turboprop-powered Caravan is pretty slow,, but it is not a beginner’s plane. Fortunately, the float gear had been removed! Here was what the plane used to look like:

What did he have to deal with at KPBI? The good news is that the big runway is 10,000′ long and there were just a few scattered clouds 4,200 and 4,600 feet above the airport. The bad news is that it is 10/28 (east-west) and the wind was reported from the north at 11 knots gusting 17.

KPBI 101553Z 02011G17KT 10SM SCT042 SCT046 26/15

A student pilot with 20 hours of training probably wouldn’t have been signed off by his/her/zir/their instructor to operate in that kind of crosswind.

liveatc.net also has the KPBI Tower archived (May 10 at 1630Z). Almost everything that we desperately want to hear was being said on a mobile phone call directly between ATC and the newly minted Caravan pilot. (Contrary to popular belief, the typical controller does not know how to fly a plane. My sources suggest that the phone call was between the passenger and Robert Morgan, who is a controller but also an FAA certificated flight instructor (“CFI”).) Perhaps worth a listen to PBI Tower starting around 5:00. At 8:45, a few minutes after the landing, we learn that the winds were 050 at 10 gust 16 (not quite as bad a crosswind as indicated by the METAR of 40 minutes earlier, but still more than a soloing student would likely be signed off for).

Update: interview with Robert Morgan… “a Jupiter resident”! (Trigger warning for Californians: the page shows Morgan and “the passenger” (still anonymous) without masks and less than 6′ apart.)

Loosely related, “you should be sitting back with your slippers and pipe”…

Garmin tooketh away to some extent with the G1000, but Garmin giveth back with Autoland, which would have been perfect for this situation.

Related:

  • Talk-down aircraft landing (Wikipedia), in which we learn that many of the people described by the media as “passengers” turn out to be either student pilots or rusty but fully certificated private pilots.
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Return of reasonably pleasant commercial air travel will devalue small airplanes?

by philg

The value of little airplanes has soared in the past two years, more like South Florida real estate than inflation in general. Planes that are reasonably good for transportation, e.g., the Cirrus SR22, are up 50-100 percent in value as used aircraft. There have been substantial price increases on the new ones, but it is unclear what they’re worth because they’re impossible to buy without at least a one-year wait.

If a Cirrus, which has no pressurization, no ability to climb over thunderstorms, no kitchen, and no bathroom is “reasonably good for transportation” what is “excellent for transportation”? JetBlue! At a price that is essentially free compared to operating the Cirrus, JetBlue has pressurization, the ability to fly over weather, a kitchen where coffee is brewed, and three bathrooms on every Airbus. In the unlikely event that JetBlue’s plane is broken, there are spares that are rolled out within a few hours.

Commercial airline travel in 2020 was perceived as unsafe. You were informed that SARS-CoV-2 would probably kill you. Commercial airline travel in 2021 was correctly perceived as unpleasant, with constant announcements regarding masks and a constant reasonable fear that a mask dispute would break out on the plane, potentially leading to a diversion and not getting to your destination on time. Maybe it wasn’t so bad to pay $1.2 million for a piston-powered airplane, endure the noise, vibration, and uncertainty about whether one would reach one’s destination (weather, mechanical, fatigue?). And the $10,000 per year hangar bill? A small price to pay to avoid a killer virus. Another $20,000 per year for data subscriptions, maintenance, and insurance? Where do I sign up?

Could a little downward nudge from the stock market decline combine with rediscovery of the pleasantness and practicality of commercial air travel to make people rethink whether they want to elbow their way past 15 other people and be the high bidder for a Cirrus, Bonanza, or turboprop? A friend who owns a jet charter business says, regarding airplane valuations, “they follow the stock market triple leveraged”. The market has already declined quite a bit in 2022 and it is unclear that his formula is in operation yet, but there might be a precedent for a General Aviation Winter caused by the airlines.

The glorious years of mass production for generation aviation were 1960s and 1970s. Upper middle class people thought it was a reasonable idea to buy a Cessna or Piper for family transportation. Gerald Ford began the deregulation process for the airlines and it was completed by Jimmy Carter in 1978 (history). By 1986, fares for leisure travelers had fallen dramatically and Cessna stopped making little planes. Part of the justification for the shutdown was liability, but there was a glut of small planes that lasted until roughly 1996 when Cessna started up again. Piper was similarly afflicted, but never shut down completely. See “Airplane production to resume June 1” (UPI, May 1986):

Floundering Piper Aircraft Corp. will resume production of its entire line of small airplanes June 1, having sold off more than half of its oversupply of new planes, the company said Friday.

Piper, which like other small aircraft makers has suffered from a severe downturn in sales since the 1970s, suspended production of eight of its nine models of small piston-driven planes in February and laid off 630 workers.

The company has laid off several thousand employees as it trimmed operations. It now has 1,800 employees, down from 8,000 a few years ago.

I’m not expecting a mid-1980s-type crash due to the restart of mask-free airline flights, but that’s only because the piston aircraft industry is already so tiny that it can’t shrink much. The question for this post is whether the return of reasonably pleasant $200 airline flights will cause small planes to revert to their historical values, adjusted for Bidenflation.

Related:

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Commercial air travel in the Mizelle Age

by philg

This is a report on a trip from PBI-DCA-PBI, April 21-24. Judge Kathryn Kimball Mizelle struck down the Biden Administration’s mask order on April 18. (Friends on Facebook have been continuously posting reminders that Judge Mizelle is “not qualified.” In other words, a confused 80-year-old is well qualified to be President of the U.S., but a sharp-minded 35-year-old cannot be a judge.)

The PBI airport still had a few “masks required signs”:

Most of the advertising at PBI was geared toward selling real estate to those fleeing the Lands of Lockdown:

I estimate that 15 percent of the waiting passengers were masked here in majority-Democrat Palm Beach County. Contrast to a friend who was simultaneously flying SFO to EWR (he’s been a righteous supporter of masks, Biden, lockdowns, etc., but somehow is still participating in COVID-19-spreading activities such as travel) who reported 85-90 percent voluntary mask compliance at SFO and only 10 percent masked in Newark. Being in the airport was, despite the lack of audio announcements and signs regarding masks, not as relaxing as it might have been. The PA system was freed up for frequent reminders regarding unattended baggage and TSA liquid policies.

We were welcomed onto the plane by an unmasked flight attendant. The Followers of Science row was directly behind me, but even though were going from mostly-Democrat Palm Beach County to all-Democrat Washington, D.C., only a small minority of passengers chose to wear masks. (In other words, they voted for politicians promising to impose mask orders, but when given the choice won’t wear a mask themselves.)

The flight was on time and passengers, except maybe for the two behind me and their brothers, sisters, and binary-resisters in Science, cheered when the flight attendant announced that masks were optional. I witnessed no air rage.

I don’t remember any real estate ads in the D.C. airport. Here’s one for the central planners, though. All that they have to do to beat inflation is picture themselves winning:

The percentage of masked passengers and workers at DCA was no higher than at PBI, despite DCA being located right next to the twin hearts of Science (Anthony Fauci’s office at NIH and Dr. Jill Biden’s office).

On the return trip, I noticed a legacy “face coverings required” sign at DCA as well as a depressing Chick-fil-A (closed due to it being a Sunday):

Once again, JetBlue was on time and everyone was in a good mood. The lady sitting next to me had moved from Bethesda to Florida two months ago “for the freedom”. She and her husband (in “wealth management”) had returned for a wedding. They were not wearing masks.

We’re still left with a big question regarding each masked traveler. If he/she/ze/they is concerned enough about COVID-19 to wear a mask voluntarily, why isn’t he/she/ze/they concerned enough to stay home? Nobody held a gun to his/her/zir/their head and forced him/her/zir/them to travel by commercial airline or, indeed, to travel at all. The answer can’t be “an N95 mask protects against all viral attacks” because (1) not all of the masked travelers are wearing N95 masks, and (2) countries that imposed forced N95 masking, e.g., Germany, still had exponential plagues (i.e., two-way N95 masking failed to stop COVID-19 so what hope is there for one-way masking?).

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Sun ‘n Fun 2022 report

by philg

We made a family trip to Lakeland, Florida’s answer to Oshkosh, i.e., Sun ‘n Fun. It was a great experience with much more manageable traffic, hotels, food, etc. The U.S. Air Force Thunderbirds were the main airshow attraction and the USAF also brought a B-1 bomber, of which roughly 45 continue to fly. (Happy Tax Day and, if you’re one of the minority of Americans who pays income tax, thanks for your contribution to the B-1!)

The fun starts in the parking lot:

The Florida Air Museum’s Boeing 727 (converted to classroom and conference room spaces) was open for a walk-through, prompting the 6-year-old to note “We just came out of the plane’s butt.”

There were about 75 classic and antique cars just inside the gate, including one that is perfect for a Jacksonville Jaguars specialty plate”

A Jacksonville-based U.S. Navy unit also uses the “Jaguars” name:

The most unusual planes from World War II at the event were the Boeing B-29 and PBY Catalina. Both were giving rides and drawing crowds.

The B-1 cockpit was open for tours:

I wonder if these Harley-Davidson of Brandon, Florida hats are more popular in the Let’s Go Brandon age:

Try to go with a friend who owns a Cirrus because the company provides a nice lounge and observation deck. The Thunderbirds were awesome, but I wonder if they should kick off the air show rather than start at 4 pm when people have already been sitting since 1:30 PM.

One of the announcements during the airshow was from a person who said that she identified as a “Black woman” (however Ketanji B.J.’s team of biologists might define this term) and also that, despite what she characterized as an obstacle/hardship, she could fly an airplane. Within the crowd of 50,000 aviation nuts there were no doubt quite a few who were familiar with competent 12-year-old pilots. Thus, the effect of the message was that one should ordinarily expect a person who identifies as a “Black woman” to be less capable than a 12-year-old (I happen to disagree with this expectation, but if we do credit the expressed concept, why do we limit important jobs such as Supreme Court justice or Vice President of the U.S. to people in this category?). No other gender or race ID was advertised during the airshow as an obstacle to learning to fly.

At dusk people get ready for 7:30 pm night airshow (Kyle Fowler in the background of the center picture doing aerobatics in a homebuilt Rutan Long-EZ).

In contrast to an underwhelming experience with a coordinated drone show as Oshkosh, the one organized by Great Lakes Drone Co. for this year’s Sun ‘n Fun was amazing. There was also a powered parachute aerobatic night demonstration! Nathan Hammond in the fireworks-carrying Super Chipmunk was a favorite, but Manfred Radius delivered something new in a sparkler-trailing sailplane. The fireworks at the end of the night airshow made the typical city’s July 4th fireworks look like three 10-year-olds running around with sparklers (fortunately this is strictly illegal in Massachusetts, perhaps because there is too much risk that an “essential” marijuana supply will be ignited and thus put human health at risk until a trip to the dispensary). There is a massive fireball at the end. During the minivan debrief session, extended by only about 15 minutes due to the crush of getting out of the parking lot and out to the Interstate, the 6-year-old asked the 8-year-old if he’d seen it. “Of course I did,” was the response. “I’m not blind.”

Due to the fact that Lakeland, Florida is so far from the center of the U.S., there aren’t as many interesting airplanes as at EAA AirVenture. That said, if you have any reason to want to come to Florida in early April and you have any interest in aviation, Sun ‘n Fun is a rewarding destination. Budget two days to see everything and one more if you want to hang out and chat with people or take homebuilding seminars.

Related:

  • Sun n Fun (2014)
  • Sun n Fun report (2017)
  • combat history of the B-1 (bombing Iraq in 1998, about 30 years after development was funded; bombing Yugoslavia to help Kosovo separate into its own country; bombing Iraq some more in 2003; bombing Muslims in Afghanistan and Syria at least through 2018)
  • TBM 960 introduced at Sun ‘n Fun, a $4.8 million FADEC (finally!) turboprop that might be the first example of an airplane that can update its own navigation database via mobile data (like an Android phone circa 2008!): “It is also the first application for the Garmin GDL 60 data transmitter, which allows automatic database uploads and links with mobile devices.” (but maybe not? perhaps it requires the pilot-owner to download updates first to the phone or tablet?). The plane was introduced in 1991 for $1.3 million (Flying), which corresponds to $2.6 million in 2022 Mini-Dollars according to the BLS calculator. Thus the official rate rate of inflation since 1991 is 100 percent while the actual rate for anyone in the TBM market is 270 percent.
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