IFly 700 GPS Customer Review

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IFly 700 GPS customer review

By: Tommy Eldridge


Discovery Flying Club


Discover the freedom of flying at Discovery Flying Club. Visit www.DiscoveryFlyingClub.com

The Cessna Super Hawk is one of the most technically advanced aircraft of it’s kind. All of the instruments installed

in the Suoer Hawk was performed by Hawk Avionics of Calhoun, GA You can visit them at www.hawkav.com

I want to invite you to leave a commit below to let us know what you think of the Super Hawk.


Deer Causes Small Plane Crash

LAKE GENEVA, Wis. — A deer on the runway caused a plane to crash at a Lake Geneva resort.

The single-engine plane was attempting to take off from the Grand Geneva resorts private airstrip on Friday morning.

The pilot told investigators he swerved to avoid a deer while the plane was moving down the runway.

The plane left the runway and hit a wooded area.

No one was injured.

The Federal Aviation Administration is investigating the incident.


A QUESTION FOR YOU: Have you experienced a animal or any other obstacle on the runway? Comment to this article and let me know.

Thank you,

Tommy Eldridge


Residents call on county to drop Gwinnett airport plans

By Patrick Fox

The Atlanta Journal-Constitution

The nays had it Tuesday night as residents told Gwinnett County officials to ditch plans that could lead to commercial flights at Briscoe Field.

Chris Elvis, of Lawrenceville, holds a sign to boycott the possible expansion of Gwinnett Countyís Briscoe Field before the Public Hearing outside the Gwinnett Justice and Administration Center in Lawrenceville on Tuesday, Sept. 21, 2010.

Hyosub Shin, hshin@ajc.com Chris Elvis, of Lawrenceville, holds a sign to boycott the possible expansion of Gwinnett Countyís Briscoe Field before the Public Hearing outside the Gwinnett Justice and Administration Center in Lawrenceville on Tuesday, Sept. 21, 2010.

Susan Murrah, of Lawrenceville, holds a sign to boycott the possible expansion of Gwinnett County's Briscoe Field during the Public Hearing at the Gwinnett Justice and Administration Center in Lawrenceville on Tuesday, Sept. 21, 2010.

Hyosub Shin, hshin@ajc.com Susan Murrah, of Lawrenceville, holds a sign to boycott the possible expansion of Gwinnett County’s Briscoe Field during the Public Hearing at the Gwinnett Justice and Administration Center in Lawrenceville on Tuesday, Sept. 21, 2010.

Gwinnett Board of Commissioners Chairman Charles Bannister speaks to audience who mostly opposite the possible expansion.

Hyosub Shin, hshin@ajc.com Gwinnett Board of Commissioners Chairman Charles Bannister speaks to audience who mostly opposite the possible expansion.

Bill Bostock, of Lawrenceville, speaks while hundreds opponents of a possible expansion of Gwinnett County's Briscoe Field

Hyosub Shin, hshin@ajc.com Bill Bostock, of Lawrenceville, speaks while hundreds opponents of a possible expansion of Gwinnett County’s Briscoe Field

About 400 people stayed late at the county courthouse in Lawrenceville to tell county commissioners they do not want operations at the airport expanded. Most of those who spoke were from Lawrenceville, but others from Dacula, Buford and other parts of the county were represented. All spoke against commercialization of the airport.

“You’re not given us the comfort that you’re looking out for our best interest,” said Ray Rodden of Buford. He accused the commission of having “a deficit of credibility.”

Commission Chairman Charles Bannister assured the crowd, amid repeated interruptions, that the county was only in the early stages of the process, and that no decisions would be made without extensive public input.

But many were unconvinced.

“We don’t think it’s preliminary work and we want it stopped,” said Terry Sosebee of Dacula.

The Federal Aviation Administration approved Gwinnett County‘s preliminary application in May to sell or lease Briscoe Field to a private firm. The move could lead to commercial passenger service at an airport currently limited to small private planes and corporate jets.

Briscoe Field, the state’s fifth busiest airport, sits on 500 acres northeast of Lawrenceville. Its lone 6,021-foot runway accommodates small aircraft, the largest of which seats up to 19 people.

Three private firms have expressed interest in taking the airport off the county’s hands. One firm, Propeller Investments, has proposed building a new terminal with 10 gates and expanding the runway to allow as many as 20 commercial flights a day to Briscoe Field. The planes would be as large as Boeing 737s, which can accommodate 140 passengers.

Many hurdles remain, and county officials said they have not decided to privatize the airport. They said they plan to select a private partner by the end of this year, then study the impact of any specific plan on surrounding neighborhoods and the entire county.

Supporters of the idea, including the Gwinnett Chamber of Commerce, have said a small-scale commercial airport would provide a convenient alternative to Hartsfield-Jackson Airport to residents along the northern arc of metro Atlanta. It would also produce thousands of jobs in travel-related industries and help qualify Ga. 316 for transportation improvements, they argue.


Private plane makes emergency beach landing.

ST. JOE BEACH — A four-seat private plane bound for Panama City was forced to make an emergency landing Thursday morning along the wide sands of St. Joe Beach.

>>See a gallery of photos of the plane on the beach.

Randy Crapsey, of Port St. Joe, was co-piloting on his first training flight in 12 years when he and his instructor, Ronald Jarmon, were forced to make an emergency landing due to engine problems.

The single-engine Cessna was traveling from the Apalachicola Airport, where it was rented for Crapsey’s lesson, to the Northwest Beaches International Airport in Bay County, when the plane began experiencing difficulties before the Bay County line.

The plane was cruising at 1,500 feet and had just finished aligning their course with air traffic controllers at Tyndall Air Force Base when something went wrong, Jarmon said.

“All of a sudden the propellers stopped straight up and down,” he said.

More than nine years as a pilot and a degree in aeronautical science told Jarmon the engine had seized and he radioed Tyndall they would be forced to make an emergency landing.

The pilots had two options — land the plane on U.S. 98 or on the beach. After a hasty debate they decided on the beach because of the dangers posed by electrical wires and traffic if trying to land of the roadway, Jarmon and Crapsey said.

“We saw people out on the beach, but it wasn’t crowded so we just went through procedure, kept the nose up and slowed the plane down,” Crapsey said.

Crapsey began the plane’s decent and moved closer to the beach before handing the controls off to Jarmon. With experience on his side, Jarmon navigated the plane to a safe landing on the beach.

“We were a glider,” he said. “When you’re landing on the beach and the sand is real soft, what you don’t want to do is have the nose touch down.”

The plane made contact with the sand, and according to Crapsey rolled about 70 feet before coming to a complete stop about a quarter-mile from the Bay County line.

“It happened so fast I really didn’t have time to get nervous,” Crapsey said. “I was a little bit shaky and just put my shoulder harness around to make sure I was strapped in.”

Linda and Keith Kerper, a couple vacationing from Georgia, were sitting on the beach only yards from the site of the emergency landing and didn’t know anything had happened until it was over. They said they did not hear the plane land — the plane’s engine was no longer working — and it was only when they looked up that they noticed just how close the plane had come.

“I was sitting here reading my book, and I looked up and they were just getting out of the plane,” Linda Kerper said. “Keith was lying there asleep and I just said, ‘Keith, get up; there’s an airplane.’ He thought I was pulling his chain.”

The pilot and co-pilot walked away from the site with no injuries.

“I feel pretty fortunate we are walking away from this and we didn’t hurt anybody else,” Crapsey said.

Emergency landings and engine problems are a rarity for small planes when they are properly maintained and safety precautions are taken, Jarmon said. He said he doesn’t know what caused the engine malfunction on this occasion, but said all of the plane’s external parts were checked prior to take off and the plane had received a clean bill of health.

“It’s pretty rare for something to go wrong,” he said.

Skill and experience were an asset, but Jarmon said he could not have landed the plane safely by himself.

“I always want to give thanks to God because everything is up to him,” he said. “… Thanks to Tyndall and Mexico Beach Police and Port St. Joe and the (Gulf County) Sheriff’s Office. They did a great job trying to assist us.”

The Walton Sun

Melissa Dean / Florida Freedom Newspapers 

News Herald staff writer Felicia Kitzmiller contributed to this report.


Cessna Strike Averted

September 19, 2010

Cessna Strike Averted 

By Russ Niles, Editor-in-Chief



Production workers at Cessna Aircraft rejected the notion of a strike but they also told the company they don’t much like the contract they’ll work under for the next seven years. Members of the Machinists Union voted 58 percent to reject the deal but only 49 percent to strike in voting Saturday. The union had recommended a strike but a two-thirds majority was required. The main issue was job security. Cessna has guaranteed final assembly of existing Citation models at the Wichita plant for the life of the contract. “We understand the times we’re in today,” Machinists District 70 directing business representative Steve Rooney told The Wichita Eagle. “A paycheck is a hard thing to give up.” CEO Jack Pelton was disappointed at the rejection of the contract but pleased the strike vote didn’t fly.

“We are satisfied to begin this next week with a new contract in place so we can move forward with our efforts to reshape Cessna to be more competitive in a global market and a tough economy,” Pelton said in the statement. “We presented the members a contract that was more than fair, given our business environment. And while we are disappointed they rejected the offer, we appreciate the membership’s willingness to continue to put the customer first, knowing that will lead to success for all.”


Attention: All Pilots Flying in the Georgia Area

ADS-B in the Georgia Area
Notice Number: NOTC2523

New Traffic and Flight Information Services Are Available Now
Pilots who fly in the Atlanta, Georgia (ZTL) area can now receive free traffic and weather broadcast information in the cockpit. To receive these services, aircraft must be equipped with an Automatic Dependent Surveillance – Broadcast (ADS-B) transmitter/receiver or transceiver and compatible cockpit display.
The new services include:

Flight Information Service – Broadcast (FIS-B), provides pilots and flight crews with a cockpit display of aviation weather and aeronautical information via Universal Access Transceiver (UAT) equipment on 978 MHz. Note: FIS-B is not compatible with 1090ES avionics.
The following FIS-B weather products are for advisory use only. The information provided by FIS-B can not be used in compliance of any regulatory requirement. Pre-flight weather briefings and in-flight weather updates must be obtained through FAA approved sources only.
• Aviation Routine Weather Reports (METARs).
• Special Aviation Reports (SPECIs).
• Terminal Area Forecasts (TAFs) and their amendments.
• NEXRAD (regional and CONUS) precipitation maps.
• Notice to Airmen (NOTAM) Distant and Flight Data Center.
• Airmen’s Meteorological Conditions (AIRMET).
• Significant Meteorological Conditions (SIGMET) and Convective SIGMET.
• Status of Special Use Airspace (SUA).
• Temporary Flight Restrictions (TFRs).
• Winds and Temperatures Aloft.
• Pilot Reports (PIREPS).
• TIS-B service status.

Traffic Information Service – Broadcast (TIS-B), which enhances a pilot’s visual acquisition of other traffic on 978 UAT and 1090 MHz Extended Squitter (1090 ES).
TIS-B is an advisory only service. Pilots must continue to exercise vigilance to “see and avoid” other aircraft in accordance with Title 14 of the Code of Federal Regulations Section 91.113b.
The following table lists which type of data link is required to receive TIS-B and FIS-B services:

If the aircraft is equipped with the following data link…
Then the pilot can receive the following services…

978 MHz Universal Access Transceiver (UAT)

1090 MHz Extended Squitter (1090 ES)

The FAA encourages users of TIS-B and FIS-B to report any irregularities observed while using the services. Reports should contain the following information:
1. Time of observation.
2. Location.
3. Type and identity of the aircraft.
4. Description of the condition observed.
5. Type of avionics system and software version used.

You can report issues by contacting the nearest Flight Service Station (FSS) facility or by submitting FAA Form 8470-5, Safety Improvement Report, available from FSSs, Flight Standards District Offices, or general aviation fixed-based operators.
A service coverage map is available at: https://www.faasafety.gov/files/notices/2010/Aug/ADS-B_FINAL_Atlanta.pdf
Additional information about ADS-B services can be found in the Aeronautical Information Manual at the following link: http://www.faa.gov/air_traffic/publications/ATpubs/AIM/
For more information about the FAA’s ADS-B program, visit www.adsb.gov.
Questions? Contact the FAA Flight Standards ADS-B Office at 9-AWA-AVS-ADS-Programs-AFS@faa.gov.
Contact the FAA Aircraft Certification ADS-B Office at 9-AWA-AVS-ADS-Programs-AIR@faa.gov.
This notice is being sent to you because you selected “General Information” in your preferences on FAASafety.gov. If you wish to adjust your selections, log into https://www.faasafety.gov/Users/pub/preferences.aspx where you can update your preferences.


Whats your Dream?


Do you have goals and dreams? What are they? Are you just a big dreamer? Someone who comes up with a lot of ideas that is the “Next big thing” and never act on them or are you the one gets the job done? Tell me your thoughts on this and if you have any tips please share them with Private Pilot Insider.

Thank you,
Tommy Eldridge

I hope you enjoy the video. Me and a friend was out for a $100 hamburger that turned into a $200 chicken sandwich, which was worth it.


How well do you follow your Check List?

     From the time I first stepped in an airplane to train as a pilot in 2001 it has been imbedded in my head Check List, Check List, Check list! I remember my instructor telling me “I don’t want to see you doing your preflight without that check list in your hand”. I developed a very good habit way back then to keep it with me. It seems however that lately I have been reminded a lot about the importance of following procedures.    

     In the July 2010 issue on Flying magazine Tom Benenson wrote an article titled “Airwork”. In the story Tom had made a fuel stop in South Dakota on a very dark and rainy night. He quoted “I am religious about getting out my little ladder and climbing up to look in the tanks”. On this night however he almost didn’t get out his ladder. He finally made a decision to visually check the tanks finding the left tank full but the lineman had not put any fuel in the right tank. He would not have made his destination.

     It has been just over a year now sense the February 12, 2009 crash of the Colgan air flight 3407 that claimed 50 lives. The NTSB investigations are complete and the final report has been logged as “Pilot Error”. As the investigation unfolded it revealed several areas of inadequacy not only among the captain and first offer but also with Colgan air.  Captain Marvin Renslow had a record of below and even failing averages in his training. Flight recorders revealed that Captain Renslow had attempted to counter act the Shaker and pusher system when it engaged. It wasn’t until after the accident that Colgan Air added the Shaker and pusher activation in the training curriculum for the DHC-8-400. 

     The pre-flight procedures for your aircraft is part of the decision making process that determines whether fly or not.   

 The first preflight procedure before even opening the hanger door is to check the weather. With today’s internet and satellite access there are many choices to receive accurate current weather conditions.

     Next is the aircraft walk around. Your aircrafts Pilot operating handbook (POH) will have the manufactures recommended preflight procedures. Be cautious to never become too familiar or slothful with this procedure. Anyone can remember to check the oil level and security of the fuel caps but look over a damaged aileron connecting rod and that means trouble.

    There is also the run-up. In this procedure you will check the engine, flight controls and gauges. This test will as well have written procedure recommended by the aircraft manufacture. Use the list and follow it.

     There is an old saying that takeoff is optional but landing is mandatory.  Our goal is to land when WE want to not when we have to.