To commemorate the 10th anniversary of 9/11, AIN asked our readers–many of whom are corporate pilots–to write the narrative by sharing their own personal stories of that day, and share they did. While some 3,650 days have passed since then, their accounts still include minute details and raw emotion, evidence that 9/11 is indelibly etched in their minds forever.
AIN’s editors offer their opinions, observations and thoughts on everything aviation.
Virtually none of the growth in the general aviation field in the next decade will happen in the U.S. A certain business jet company is bound to go under or be acquired. A forthcoming aircraft model will be a flop.
Weather was not my best subject in flight school, though I readily accepted its importance for pilots. On the FAA written exam for my ATP, six of the eight questions I got wrong were about weather.
When President Obama was in his business aviation-bashing mode earlier this year, the general aviation industry countered with a rally in Wichita that attracted more than 2,000 GA workers. Transportation Secretary Ray LaHood was there, and he lauded the importance of general aviation manufacturers to the state of Kansas and the U.S. industrial base as a whole.
NBAA put out a press release yesterday noting that there are “only 40 days left until NBAA 2011.” That's fitting, with Hurricane Irene’s liquid legacy threatening to linger for a biblical 40 days and 40 nights.
The FAA has finally put a regulatory nail in the coffin of ice bridging with a new rule requiring Part 121 airline pilots to activate deicing systems at the first indication of ice accumulation.
A century ago, the U.S. Navy purchased its first airplane after a series of tests in which a brave pilot–wearing inflated bicycle inner tubes as a lifejacket–demonstrated one could land safely aboard a ship and then take off from the same vessel. The date of that purchase–May 8, 1911–is considered the birthday of naval aviation. In the hundred years since, the aircraft carrier has evolved from a scouting tool to a leading strike weapon.
The briefing requests started three weeks out: “[company executive] available to discuss new products at our exhibit. Can we arrange a meeting?” In advance of the Unmanned Systems North America conference last week, I received nearly 40 such invitations, still only a fraction of the reported 510 exhibitors at the four-day event held in Washington, D.C.’s cavernous downtown convention center.
Last week the Associação Brasileira de Aviação Geral, better known as ABAG, sponsored the eighth annual Latin American Business Aviation Conference & Exhibition (Labace) in São Paulo. This was my fifth consecutive show. I never tire of it, and I will be back. That’s partly because Labace is aviation, but also because it is uniquely Brazilian.
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