Author: Alexis von Croy

Rate-Based vs. Attitude-Based Autopilots: What’s the Difference? For most pilots an autopilot is simply a box that keeps the wings level, follows a heading and, in more sophisticated installations, flies an approach. But there is a fundamental difference in how autopilots know what the airplane is doing. Traditionally, light-aircraft autopilots fall into two broad categories: rate-based and attitude-based systems. Both can work very well. Both have been installed in thousands of airplanes. But they obtain their information differently, and that has consequences for how they fly, how they behave in turbulence and what happens when one of their sensors fails.…

https://youtu.be/Pc_D0U6xupo?si=l_j4EOW9x-CJLt_v

Massive or Fine-Wire? Spark Plugs for the Cirrus SR22 Spark plugs aren’t normally the first thing that comes to mind when discussing a Cirrus SR22. Avionics, parachutes and engine management tend to generate rather more conversation. Yet when the plugs in a normally aspirated SR22 are due for replacement, there is an interesting choice to make: conventional massive-electrode plugs or fine-wire plugs. The SR22 NA is powered by Continental’s six-cylinder IO-550-N, and it needs twelve spark plugs—two per cylinder, fired by two independent ignition systems. Both massive-electrode and fine-wire aviation plugs are available in suitable configurations, subject, of course, to…

The LEMMO ZERO: Ground transport solution for pilots For private pilots, the problem of transportation often begins rather than ends after landing. Many smaller airfields are several kilometres from the nearest town, hotel or restaurant, while taxis and rental cars may be unavailable. A compact folding bicycle is an obvious solution—but carrying a conventional folding eBike in a light aircraft introduces two problems: weight and space. The Lemmo Zero addresses both remarkably well. At the heart of the Zero is an aerospace-grade carbon-fibre frame and fork. The bicycle itself weighs approximately 11 kg, while the removable Smartpac Air battery and…

Von Deutschland aus, und natürlich vor allem aus dem Süden der Republik ist Kroatien eines der besten Flugziele. Zwar haben auch hier die Preise für die Allgemeine Luftfahrt – vor allem Lande-/Parkgebühren und AVGAS – deutlich angezogen, dennoch sind vor allem Destinationen am Meer und auf den Inseln nach wie vor sehr attraktiv. Neben dem oft völlig überlaufenen Dubrovnik (LDDU) ist vor allem die dalmatinische Hauptstadt Split ein tolles Ziel für Flieger. Leider ist die Kapazität des Flughafens, der etwa 25 km außerhalb der Stadt liegt, dermaßen begrenzt, dass während der touristischen Saison kein Parken über Nacht möglich ist. Für…

The Evolution of Continental’s Big Bore Engines When the postwar general aviation boom of the 1950s and 1960s created a demand for faster, heavier, and more capable aircraft, Continental Motors responded with a new generation of six-cylinder, fuel-injected engines. These powerplants—today grouped under the nickname “big bore” Continentals—have since become some of the most important piston engines in high-performance general aviation. TCM TSIO-520 From the IO-470 to the IO-520 The story begins with the IO-470, introduced in the late 1950s. At 471 cubic inches of displacement and about 250 horsepower, it was essentially the “bridge” between Continental’s smaller…

In general the TCM IO-550N is a smooth and reliable engine. The  IO-550N is part of the same engine family tree that starts with the O-470 series. Here’s the lineage: O-470 (1940s) Six-cylinder, air-cooled, horizontally opposed piston engine. Around 470 cubic inches displacement. Found in early Cessna 180/182/185 and Beechcraft Bonanza models. Set the basic crankcase, cylinder layout, and architecture for later engines. IO-520 (mid-1960s) “I” for fuel-injected, “O” for opposed. Based heavily on the O-470 design but bored/stroked to 520 cu in. Beefed-up crankcase, improved cooling, higher compression options. Widely used in Bonanzas, Barons, and Cessna 210s. IO-550 (late-1980s)…

This article is mostly about older G2 and G3 models. Some aspects apply to all generations. Many pilots who are first time Cirrus buyers have little or no experience with the type. The airplane is not overly complicated and the available documentation is extensive and good. If you are a serious buyer then the best advice I have for you is: Join COPA! For a yearly membership fee you not only get a monthly magazine – you have access to an enormous knowledge base that covers every aspect of Cirrus flying – and owning. For a start here’s a ten…

It took me a long time to translate the book to English – and a lot of proofreading was necessary  until were (hopefully!) on the same level as the German edition. The English book contains the same 14 stories as the original German book (plus an appendix about the history of aviation) You can read a sample on amazon.com https://a.co/d/0i2mcXt Content Foreword 1903 Orville and Wilbur Wright On the dunes of Kitty Hawk, humanity learns to fly 1919 John Alcock and Arthur Whitten-Brown Conquerors of the North Atlantic 1927 Charles Lindbergh Solo to Paris 1937 The Mystery of the…

https://youtu.be/NUjuv_ErNgY?si=co8zwJMLV2zURW8x I made this video for two reasons: I wanted to show the capabilities of “smartCHECK”, the talking checklist app, and I also wanted to learn how to better edit videos. This is the setup I used: My DJI MAVIC drone for the hangar video. I took off and “parked” it in the corner of the hangar in about 10 feet above the ground and started the recording. The rear camera in the cabin is a GARMIN VIRB ULTRA 30. It is mounted to the cabin ceiling. The great thing about the VIRB ULTRA 30 is that you can connect…