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Vista Aviation Inc.

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Vista Aviation Inc.

Vista Aviation Inc. full service FBO for 35 years at Whiteman Airport. We are an authorized Textron Service Center. We also perform avionics installations.
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We are located a Whiteman Airport (KWHP). Founded in December 1981, Vista Aviation was originally a part-time supplier of parts and pilot supplies -- and the only such facility on Whiteman field (WHP). As the popularity of WHP grew, John "Dusty" Rhodes and Brenda Rhodes, saw the need to develop a radio shop on the field. They later incorporated maintenance, inspections and aircraft sales. By 1990

they could see it was time to add a flight school to the growing business. Starting the business with no investors and only $7000, Dusty, Brenda, and a dedicated staff have made Vista Aviation Inc. a staple of the Southern California aviation community. With over thirty years in aviation, Vista is a full service facility offering pilot supplies, parts, avionics, installations, maintenance, inspections, pitot static testing, flight training, aircraft rentals, CATS testing, aircraft sales, tie-downs and rental hangars!

09/07/2023

AIRCRAFT MAINTENANCE: NEVER JUMP-START A DEAD BATTERY

The pilot arrived at the airport ready to fly home after having been away for the weekend seeing a child off to college. While performing the preflight, he noticed that the stall warning wasn’t sounding. The source of the problem was obvious as soon as he looked at the instrument panel: The master switch had been left on…for two full days.

The battery was so depleted that it was impossible to sound the stall warning or even engage the master solenoid. Anxious to get home and knowing that it would be challenging to get help on a Sunday, the pilot began to rationalize shortcuts to get home quickly. With VFR conditions forecast for the duration of the flight home, he thought that the risks of jump-starting the airplane and flying home were minimal. At his request, the ground crew at the FBO brought over a tug and hooked it up to the external power plug on the airplane. At first, there wasn’t even enough power to move the propeller, and so they revved the engine of the tug and waited a bit. Finally, the dead battery and the tug produced enough power between them to drive the starter, turn the prop, and get the engine started. The cart disconnected, and the pilot let the airplane idle and assessed the situation. The ammeter was showing a very strong charge as the alternator fed the battery, but all seemed well otherwise, so he took off for home.

d the tug produced enough power between them to drive the starter, turn the prop, and get the engine started. The cart disconnected, and the pilot let the airplane idle and assessed the situation. The ammeter was showing a very strong charge as the alternator fed the battery, but all seemed well otherwise, so he took off for home.

At first, things seemed to be going well. However, approximately 25 minutes into the flight, the pilot heard a “click” and the alternator went offline. Then, a distinct smell of something electrical burning entered the cockpit. The pilot called air traffic control and asked to return to the airport, notifying them that he might also lose radio communications. Fortunately, he remained calm, ensured that the landing gear came down properly, and made a safe landing back at the departure airport.

According to Chris Holder, Eastern U.S. sales manager at Concorde Battery, the only safe way to proceed is by following the structured approach of evaluating and charging the battery as detailed in the battery maintenance manual. That begins by measuring the open circuit voltage (OCV) of the battery. For Concorde’s RG Series of batteries, an OCV at or above 12.5 volts, but below 12.75 volts, for a 12-volt battery (25.0 – 25.5 volts for a 24-volt battery) means that the battery requires a constant voltage charging procedure (per the manual) before use. That process takes at least three hours, and could be much longer depending on the amount of discharge. For batteries with an OCV below 12.5 volts for a 12-volt battery (25 volts for a 24-volt battery), the battery must go through a special charging and capacity test procedure detailed in the Concorde maintenance manual to determine if it is airworthy.

As a matter of fact, if a battery’s OCV is below 9 volts (18 volts for a 24-volt battery), it is likely permanently damaged. As batteries get to this state of “deep discharge,” the internal cells can reverse polarity and become unrecoverable.

Aircraft battery design is a balancing act between weight, power capacity, and durability. Beyond starting the engine, the primary function of the battery is to provide a reserve of electrical power in case the alternator fails, allowing pilots to navigate, communicate, and get the aircraft back on the ground safely. In order to do this, it must be airworthy before flight. It’s a recipe for disaster to assume that the alternator will charge the battery during flight.

In this particular case, the alternator and voltage regulator most likely struggled to work with a severely depleted battery. As the regulator tried to keep up and maintain bus voltage, the voltage may have spiked and tripped the voltage regulator’s over-voltage cutoff, sending the alternator offline. The same voltage spike likely took out the alternator-out warning module, which was found to be internally shorted, causing the smell of something burning in the cockpit until its own power fuse blew.

The pressure to get home can be significant. The best way to protect yourself when you’re stranded away from home and feeling that pressure is to reach out to someone else for advice. Take a moment to phone a friend, call your mechanic, or reach out to a service such as Savvy Maintenance’s breakdown assistance service. Cooler heads always make better decisions. Until next time, I hope you and your families remain safe and healthy, and I wish you blue skies.

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It's a recipe for disaster to assume that the alternator will charge the battery during flight.

08/17/2023

Honeywell Debuts New KX 200 Nav/Com Radio

The long-awaited unit is reported to be a ‘drop-in’ replacement for the KX 155.

At EAA AirVenture last week, Honeywell at long last debuted a replacement for the ubiquitous BendixKing KX 155 nav/com radio, the KX 200.

TKM Avionics—which has recently gone out of business—promised a drop-in replacement for the KX 155, and it looked almost exactly like this. It’s almost as if it bought the design and finished it—though that is pure speculation on the part of those who had seen both units.

The radio has an SD card database that will help identify frequencies to help with situational awareness. That’s a welcome feature. Several others include:

High-resolution color LCD
50-channel memory presets
25 kilohertz or 8.33 kh channel spacing
Full-featured digital nav/com with VOR, LOC, ILS, and glide slope
Compatible with existing indicators and installed equipment
Compatible with 14- and 28-volt systems
Possibility to expand capabilities with future Honeywell Anthem cockpit connectivity
Two-year warranty

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At EAA AirVenture last week, Honeywell at long last debuted a replacement for the ubiquitous BendixKing KX 155 nav/com radio, the KX 200.

08/11/2023

ADS-B WITH DIVERSITY REQUIRED IN CANADA CLASS A
MANDATE TO EXTEND TO CLASS B IN MAY

Concerns voiced by aviation advocates including AOPA did not persuade the Canadian government to further delay a mandate for space-based ADS-B in Class A airspace effective August 10, though Nav Canada has established a process for aircraft not equipped with antenna diversity to request accommodation.

A coalition of aviation industry groups has been asking Transport Canada to delay a mandate for satellite-based ADS-B since 2022, noting that the policy amounts to a new equipage mandate for operators based in the United States, where ground-based ADS-B systems are used. The coalition, which also includes the General Aviation Manufacturers Association, Canadian Owners and Pilots Association, Garmin International, and the Canadian Business Aviation Association, noted that there was not enough time available to equip aircraft with antenna diversity (either dipole antennas or separate antennas on the top and bottom of an aircraft) required to report aircraft position and other data to the network via satellite. In addition, information about whether specific equipment could show compliance with the mandate has not been available to industry (it was only provided within the past few weeks).

Ben Girard, Nav Canada vice president and chief of operations, responded in 2022 by announcing the delay of the new ADS-B mandate until August 10 for Class A airspace, with the Class B airspace requirement to follow on May 16, 2024. “We recognize that supply chain issues may be impacting some of our customers in terms of their ability to acquire and install an appropriate ADS-B Out equipment in a timely fashion,” Girard wrote. “In recognition of the challenges that these customers are facing, the Canadian equipage mandate will be delayed to provide additional time to install an appropriate transponder.”

It is unclear how many aircraft have since been equipped with antenna diversity, and the coming Class B mandate raises an additional concern: Nav Canada will reportedly need to bring dozens of ground stations online around Toronto; Montreal; and Vancouver, British Columbia, because frequency interference makes satellite-based ADS-B information unreliable for traffic management in the most congested airspace. In light of this development, many are asking why the mandate is being implemented in the first place.

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ADS-B antenna diversity is required in Class A airspace in Canada as of August 10, though AOPA and aviation industry stakeholders continue to urge Nav Canada to reconsider the new mandate.

08/10/2023

Garmin’s PlaneSync now available for retrofit installations

PlaneSync automatically updates avionics databases, logs flight and engine data, and allows aircraft owners to remotely check fuel and systems status via the Garmin Pilot app, company officials explain.

Using a 4G LTE cellular or Wi-Fi connection provided by the new GDL 60 datalink, PlaneSync streamlines an aircraft owner’s pre-flight and post-flight activities, Garmin officials added.

LTE connectivity is used to remotely check the aircraft’s fuel and systems status, while LTE and Wi-Fi connectivity can be used to download database updates and upload logged flight and engine data.

Compatible with Garmin avionics such as GTN Xi series navigators, TXi series flight displays, GI 275 electronic flight instruments, and select Garmin integrated flight decks, PlaneSync technology is available for a wide array of Garmin-equipped general aviation aircraft.

Beginning in early 2024, PlaneSync will add the capability to automatically transmit engine and flight log data to cloud storage after landing. Owners can view this data on devices running the Garmin Pilot app or on Fly.Garmin.com. Owners also can download the log files for their mechanics.

Owners can check the status of their aircraft and its systems using the Garmin Pilot app or their D2 Mach 1 smartwatch. Viewing the current status of the aircraft shows its location on the ramp, if it has been fueled for a trip, and more, company officials said.

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https://generalaviationnews.com/2023/08/07/garmins-planesync-now-available-for-retrofit-installations/

PlaneSync automatically updates avionics databases, logs flight and engine data, and allows aircraft owners to remotely check fuel and systems status via the Garmin Pilot app, according to company officials.

08/03/2023

This Day in Aviation History:

3 August 1972: During a 45-minute test flight at Edwards Air Force Base, the McDonnell Douglas YF-15A-1-MC Eagle prototype, 71-0280, went supersonic for the first time, reaching Mach 1.5.

An air-superiority fighter, the F-15 entered service with the United States Air Force in 1975. More than 1,500 fighter, two-seat trainer, and two-seat F-15E Strike Eagle fighter-bombers have been built by McDonnell Douglas and Mitsubishi. It is operated by allied air forces around the world and is expected to remain in front line service until 2025.

3 August 1972 August 3, 2023Aviation71-0280, Edwards AFB, Fighter, Flight Test, McDonnell Douglas Corporation, McDonnell Douglas F-15 Eagle, McDonnell Douglas YF-15A Eagle, Prototype, YF-15A-1-MCBryan Swopes McDonnell Douglas YF-15A-1-MC Eagle, 71-0280, with McDonnell Douglas RF-4C Phantom II chase....

07/31/2023

This Day in Aviation History:

At 13:52:31 UTC, 31 July 1971, (T + 120:18:31) the Lunar Roving Vehicle was deployed from Apollo 15’s Lunar Module, Falcon. This was the first time that an LRV had been used on the surface of the moon.

The LRV was a four-wheeled, electrically-powered, surface transportation vehicle designed to carry two astronauts and their equipment to explore areas farther away from the landing site than they would be able to by walking.

The LRV was built by Boeing at Kent, Washington. prime contractor. The wheels, electric motors and suspension system were built by a General Motors subsidiary in Santa Barbara, California.

The lunar rover was constructed of welded aluminum tubing and hinged to allow folding to store aboard the lunar module. It had two folding seats for the astonauts. The four tires were ingeniously constructed of woven steel strands (0.083 cm). about 122 inches (3.10 meters) long. The wheelbase was 90 inches (2.29 meters) and the track was 72 inches (1.83 meters). It was 44.8 inches (1.14 meters) high.

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31 July 1971 July 31, 2022Space FlightApollo 15, Apollo Program, David Randolph Scott, Hadley Rille, James Benson Irwin, Lunar Landing, Lunar Roving Vehicle, Manned Space FlightBryan Swopes Apollo 15: Jim Irwin loads the LRV for EVA-1, 31 July 1971. The mountain behind the Lunar Module is Hadley Del...

07/21/2023

Garmin has introduced the GHA 15, which uses radar technology to provide height above ground level (AGL) information on G3X Touch flight displays for experimental aircraft and light-sport aircraft (LSA).
Garmin introduces height advisor for experimentals and LSA

The GHA 15 calculates height AGL by sending radio waves to the ground and determining the time it takes to receive the signals back, Garmin officials explain.

GHA 15 processes hundreds of measurements per second and applies digital filters to maintain continuous readings — even over water or in challenging terrain environments, they note.

AGL readouts are shown on the G3X Touch display and drawn on the altitude tape or gauge at altitudes as high as 500 feet AGL.

Using the readings provided by GHA 15, G3X Touch flight displays can also provide AGL audio callouts via their audio output to help keep the pilot’s eyes looking outside the cockpit, company officials said. Beginning at 300 feet, the pilot will hear audible AGL altitude callouts at select intervals down to 1 foot AGL. The pilot can configure the callouts to start and stop at specified altitudes.

Knowing precise height AGL can be helpful to pilots during landings and flying in areas where limited barometric altimeter setting information is available, such as backcountry flying, Garmin officials said

The single module integrates all electronics into a unit that attaches to the bottom of the aircraft. Slightly larger than a deck of cards and weighing less than one pound, the height advisor requires minimal space and modification for installation on the aircraft, company officials said.

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07/20/2023

LIGHT SPORT ENVELOPE EXPANSION PROPOSED AT LAST
FAA PUBLISHES MOSAIC'S UPSHOT

The FAA released a long-awaited rulemaking proposal to do away with light sport aircraft weight limits and other restrictions on pilots who fly them, though sport pilots will still be limited to only one passenger at a time.

The rulemaking proposal released for public inspection July 19 is the product of a yearslong effort to modernize aircraft certification. The FAA invited collaboration with pilots and industry on the Modernization of Special Airworthiness Certificates (MOSAIC) initiative, an effort to overhaul the current rules established in 2004 and enable certification of new technologies that lead to safer and more capable aircraft.

AOPA pushed hard to expand the light sport aircraft definition, relax most current operating limitations, and allow certain operations for hire heretofore reserved for certified aircraft. The FAA scheduled the rule's publication for July 24 in the Federal Register, which will start a 90-day public comment period.
The rulemaking proposal extends to more than 300 pages, with effects on experimental amateur-built aircraft and restricted category aircraft. It also proposes changes to right-of-way rules around Class G airports to eliminate present distinctions among various types of “powered” aircraft currently referenced in FAR 91.113.

AOPA is analyzing the details of this first major overhaul of aircraft certification rules in two decades and will provide comment.

“Modernizing the light sport category for the thousands of our members that fly these aircraft is something we’ve been long pushing for, and it just makes sense,” said AOPA President Mark Baker. “We’re pleased to see the FAA take this first step to help modernize the general aviation fleet and provide more options for pilots.”

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The FAA has proposed eliminating the weight limit for light sport aircraft, though there are a few catches.

07/12/2023

FAA ORDERS INSPECTION OF TURBOCHARGED AIRCRAFT
SPOT-WELDED EXHAUST COUPLING AD APPLIES TO AN ESTIMATED 41,058 AIRCRAFT

Citing ongoing failures and risk of fire after years of model-specific airworthiness directives, the FAA published an AD that requires inspection and possible replacement of all spot-welded, multi-segment exhaust pipe v-band couplings installed between tailpipe and turbocharger, or up to two years of periodic inspections until replacement parts are available.

AD 2023-09-09, published June 12 in the Federal Register, is effective July 17, and seeks to resolve an issue with a decadeslong history of causing or contributing to accidents and incidents, some fatal, involving aircraft with turbocharged engines including in-flight fire that can result from the exhaust pipe separating from the turbocharger and venting hot gas into the engine compartment. The FAA noted in the AD that failures of v-band couplings attaching the tailpipe exhaust to the turbocharger “have resulted in a significant number of accidents (fatal and non-fatal) on both airplanes and helicopters.” The AD is specific to the spot-welded v-band multi-segmented coupling, which connects the tailpipe to the turbocharger, and establishes a life limit and inspection requirements. The AD does not reference part numbers produced by various manufacturers. The AD does not apply to couplings that are not spot-welded.

The issue has been previously addressed with aircraft-specific ADs. The NTSB has issued seven safety recommendations on this issue since 1974, and the FAA has published 20 ADs to address the issue on various aircraft models.
The new AD does not apply to aircraft that have complied with certain previous ADs, and/or to aircraft with riveted v-band turbocharger exhaust couplings installed, but there are no other exceptions: The new directive applies to “turbocharged, reciprocating engine-powered airplanes and helicopters and turbocharged, reciprocating engines with a certain v-band coupling installed.”

In 2018, a General Aviation Joint Steering Committee working group concluded that spot welds used instead of rivets to secure the segments (two or three) to the outer band of the clamp become prone to fail after a certain period of time in service (TIS). “Although multi-segment exhaust tailpipe couplings can also be riveted, the riveted couplings do not create an unsafe condition,” the FAA noted.

The FAA proposed the new AD in 2022, drawing support from the NTSB though not all 35 public comments on the proposed directive were supportive. The AD is substantially unchanged in its final form.

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An FAA directive takes effect July 17 requiring inspection and possible replacement of a commonly used part that connects the turbocharger to the exhaust system on more than 40,000 airplanes and helicopters.

06/20/2023

On this Day in Aviation History:

20 June 1941: The Department of War established the United States Army Air Forces. The new organization consisted of Headquarters Army Air Forces, the newly-formed Air Force Combat Command, and the existing United States Army Air Corps. The U.S.A.A.F. was placed under the command of Major General Henry Harley (“Hap”) Arnold, Chief of the Air Forces.

At the end of 1941, the U.S. Army Air Forces had a strength of 354,161 (24,521 officers and 329,640 enlisted) and 12,297 aircraft, with 4,477 of these classified as combat aircraft. Over the next 3 years, personnel would increase to a peak of 2,411,294. The number of aircraft reached a maximum 79,908 by July 1944.

The most advanced aircraft in the inventory of the Army Air Forces at its inception were the Boeing B-17C/D Flying Fortress heavy bomber, the North American B-25 Mitchell and Martin B-26 Marauder medium bombers, Lockheed P-38D Lighting, Bell P-39D Airacobra and Curtiss Wright P-40B Warhawk fighters, and the Douglas C-39 transport. Many older designs remained in service.

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20 June 1941 June 20, 2023AviationAir Force Combat Command, Hap Arnold, Headquarters AAF, Henry Harley Arnold, U.S. Army Air Corps, United States Army Air Forces, USAAFBryan Swopes Insignia, United States Army Air Forces, 1941–1947 Major General Henry H. Arnold, 1941. 20 June 1941: The Department ...

06/13/2023

FAA To Approve Use Of 91UL Fuel In Two-Thirds Of Piston Fleet

The FAA will issue a fleet authorization this year that will allow more than two-thirds of the gasoline piston fleet to operate on 91UL avgas. In a news conference held to update progress on the development of an unleaded high-octane replacement for 100UL, Lirio Liu, the head of certification for the FAA, said the agency plans to issue the blanket approval as part of the initiative to get rid of lead in avgas. “We expect approximately about 68 percent of the general aviation fleet will be able to use the UL91.”

In addition to reducing lead emissions from piston aircraft, the fleet authorization for UL91 will give a glimpse of a lead-free future for GA aircraft. “That will facilitate broader use and experience with the transition,” Liu said.

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The FAA will issue a fleet authorization this year that will allow more than two-thirds of the gasoline piston fleet to operate on 91UL avgas. In a news conference held to update progress on the development of an unleaded high-octane replacement for 100UL, Lirio Liu, the head of certification for th...

06/12/2023

Collins Aerospace To Acquire FlightAware

FlightAware will join Collins’ Information Management Services portfolio.

Collins Aerospace has announced plans to buy FlightAware, which provides the world’s largest flight tracking and data platform.

FlightAware will join Collins’ Information Management Services portfolio within the company’s Avionics strategic business unit, according to a news release.

Financial terms of the agreement were not disclosed.

“Global connectivity now shapes and impacts every segment of aviation,” said Dave Nieuwsma, Collins Aerospace’s head of Avionics in a statement. “[The deal] will help Collins unlock the full power of the connected ecosystem for our customers. FlightAware’s flight tracking and data platform, the largest in the world, has the potential to deliver new capabilities and innovations across our entire business.”

“The world’s aerospace companies and aircraft operators are looking to digital aviation to provide the next revolution in aviation efficiency and reliability,” said Daniel Baker, CEO of FlightAware.

“We are excited to join Collins Aerospace and Raytheon Technologies at this pivotal time to continue to lead that revolution at an even broader scale.”

Collins is a part of Raytheon Technologies, which was formed in 2020 through the combination of Raytheon Company and United Technologies Corp.

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Collins Aerospace has announced plans to buy FlightAware, which provides the world’s largest flight tracking and data platform. FlightAware will join Collins’ Information Management Services portfolio within the company’s Avionics strategic business unit, according to a news release. Fin...

05/25/2023

25 May 1953: North American Aviation Chief Test Pilot George S. Welch took the YF-100A Super Sabre, U.S. Air Force serial number 52-5754, for its first flight at Edwards Air Force Base. The airplane reached Mach 1.03.

Development of the Super Sabre began with an effort to increase the speed of the F-86D and F-86E Sabre fighters. The wings had more sweep and the airfoil sections were thinner. A much more powerful engine would be needed to achieve supersonic speed in level flight. As design work on the “Sabre 45” proceeded, the airplane evolved to a completely new design. Initially designated XF-100, continued refinements resulted in the first two aircraft being redesignated YF-100A.

The two YF-100As, 52-5754 and 52-5755, were 47 feet, 11¼ inches (14.611 meters) long with a wingspan of 36 feet, 7 inches (11.151 meters) and height of 16 feet, 3 inches (4.953 meters). The wings were swept to 45° at 25% chord, and had 0° angle of incidence and 0° dihedral. The ailerons were placed inboard on the wings to eliminate their twisting effects at high speed. The airplane had no flaps. The pre-production prototypes weighed 18,135 pounds (8,226 kilograms) empty, and had a gross weight of 24,789 pounds (11,244 kilograms).

The new air superiority fighter was powered by a Pratt & Whitney Turbo Wasp J57-P-7 engine. The J57 was a two-spool axial-flow turbojet which had a 16-stage compressor section (9 low- and 7 high-pressure stages) and a 3-stage turbine (2 high- and 1 low-pressure stages). The J57-P-7 had a Maximum Continuous Power rating of 8,000 pounds of thrust (35.586 kilonewtons) at 5,875 r.p.m., N1, and 9550 r.p.m., N2. The engine’s Military Power rating was 9,700 pounds thrust (43.148 kilonewtons) at 6,275 r.p.m./9,900 r.p.m., for 30 minutes; and 14,800 pounds thrust (65.834 kilonewtons) at 6,275 r.p.m./9,900 r.p.m. with afterburner, limited to five minutes. The engine was 20 feet, 9.7 inches (6.342 meters) long, 3 feet, 3.9 inches (1.014 meters) in diameter, and weighed 5,075 pounds (2,303 kilograms). Later production aircraft used a J57-P-39 engine, which had the same ratings.

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25 May 1953 May 25, 2023Aviation52-5754, c/n 180-1, Edwards Air Force Base, Fighter, Fighter Bomber, First Flight, George S. Welch, George Schwartz Welch, George Welch, Interceptor, North American Aviation Inc., North American YF-100A Super Sabre, Pratt & Whitney Turbo Wasp J57-P-7, Sabre 45, Test P...

05/24/2023

FAA Activates Online Aircraft Registrations For Individual Owners

The FAA has implemented the first phase of online aircraft registration and it will apply to the most common transactions for most GA owners and operators. “Individual aircraft owners can complete self-guided aircraft registration applications, upload legal and supplemental documents, receive auto-generated notifications, request aircraft registration N-numbers, use modernized online payment options, receive instant notification of payment, and digitally sign Aircraft Registration Applications,” the agency said in a notice on Sunday.

The online registry for individual owners and operators appears to be a sort of beta test before more complex registrations are eventually accepted. “Online services will be continuously improved and expanded to include corporations, LLCs, partnerships, and non-citizen trusts,” the notice reads.

The FAA has implemented the first phase of online aircraft registration and it will apply to the most common transactions for most GA owners and operators. “Individual aircraft owners can complete self-guided aircraft registration applications, upload legal and supplemental documents, receive auto...

05/16/2023

Maintaining Your Aircraft: Steadfast and True

The Lycoming O-320 powers a significant fleet of airplanes.

The town of Williamsport, Pennsylvania, may not be instantly recognizable to most. Some readers of FLYING Magazine may only fully understand its significance once I mention that it is the county seat of Lycoming County. Then it suddenly clicks. Yes, that Lycoming. Situated deep in the Pennsylvania Wilds Region, Williamsport is well known among the general public for hosting the Little League World Series each year. There is even a museum dedicated to Little League Baseball. Although the Lycoming factory may not make headlines, the company has quietly established itself as one of the cornerstones of general aviation. In an industry that has seen its fair share of entities rise and fall, the fact that Lycoming Engines not only still exists—but remains an industry leader—provides a testament to its brand.

History
Founded in 1845 as the Demorest Manufacturing Company, Lycoming has called Williamsport home from the beginning. Charles Lindbergh’s transatlantic flight ignited the company’s aviation spark, and in 1929, Lycoming began producing aircraft engines. Since then, the company has delivered many variations of aircraft engines, but none are as iconic as the O-320.

The FAA issued the first O-320 type certificate on July 28, 1953, and production began later that year. According to Type Certificate Data Sheet No. E-274, the O-320 characteristics represent a basic model—four-cylinder, horizontally-opposed, air cooled, direct drive with automotive type generator, and a starter providing for a single acting controllable pitch propeller. Lycoming later rebranded the original O-320 as the O-320-A1A.

Jeff Schans, manager of customer development for Lycoming, offered the following insights. “The O-320 engine is very robust like all our engine lines. We have 320 power plant solutions on several of our original equipment manufacturers’ airframes, including both certified and experimental.”

While we could not substantiate data on the O-320 alone, Lycoming has just surpassed building 300,000 engines, a total that encompasses all models. Lycoming further states that there are an estimated 200,000 engines in service today.

While thousands of legacy aircraft are still flying, the company continues to innovate and keep the O-320 up to speed with the industry. In 2005, Lycoming introduced new valve-train roller tappet technology—the first significant aircraft reciprocating advancement in more than a decade. According to a Textron news release, the “roller tappet eliminates the sliding motion between the cam and tappet, improving wear and allowing the introduction of more advanced materials.” We encountered roller tappets at my aircraft engine shop and saw success with cam wear.

Recently certified, the Lycoming Electronic Ignition system, dubbed Integrated Electronic Engine (iE2), is the latest innovation to come on the market for O-320 series engines.

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The Lycoming O-320 aircraft engine is dependable, versatile, and iconic to general aviation.

Address

10000 Airpark Way Whiteman Airport
Los Angeles, CA
91331

Opening Hours

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Tuesday	8:30am - 5pm
Wednesday	8:30am - 5pm
Thursday	8:30am - 5pm
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Saturday	8am - 4:30pm
Sunday	8am - 4:30pm

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http://vistaaviation.com/

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