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When is an aircraft too old to fly?

Too old to fly is usually a topic associated with the age of the pilot but when is an aircraft too old to fly? A recent article by Richard Collins for Air Facts Journal noted that 1979 was the last year that a significant number of aircraft were built (along with the few year period before that) while the last time production figures were this low was in 1952. This means that much of the aircraft fleet is around 33 years old or older. Hence and for younger pilots, the aircraft they fly might actually be older than they are.

Moreover, Richard noted that a friend of his has put in at least $30,000 into an old twin for routine maintenance over 12 months – and the aircraft is probably worth only about five times as much that maintenance bill. And while Richard pointed out that its easy to think that some aircraft will never wear out (think of the B-52s or DC-3s that are still flying), that’s only true if you have significant amounts of money to spend on maintenance (the USAF etc.) and perhaps if the aircraft’s maker is still in business. After all, getting parts for an old aircraft can be a challenge – especially if the aircraft maker has long sense merged or been put out of existence. 

Finally and aside from the maintenance cost issue, the next concern with older aircraft would be the risks associated with flying one. Richard wrote that he has researched the subject of risk with older aircraft and has concluded that there is no way to know for sure just what the relationship is between the number of hours flown and accident rates.

Of course, mechanical related incidents with older aircraft are always higher than with newer aircraft with poor or inadequate maintenance usually be blamed for any incident. 

That brings us to the following question: How comfortable are you flying older aircraft (even if you know its probably been reasonably well maintained) verses newer aircraft? In other words and aside from any cost considerations, do you feel more comfortable flying a newer aircraft verses an older aircraft and just when is an aircraft too old to fly?

The top 10 airports in Europe are…?

The Planegrazy blog has just posted the following list of the top 10 airports in Europe:

  1. London Heathrow Airport
  2. Frankfurt Airport
  3. Paris Charles De Gaulle Airport
  4. Amsterdam Airport
  5. Gatwick Airport
  6. Leonardo da Vinci-Fiumicino Airport
  7. Madrid Barajas Airport
  8. Paris Orly Airport
  9. Munich Airport
  10. Zurich Airport

Quick due diligence reveals that the above list of airports appears to be the top 10 busiest airports in Europe.

As for how European airports fair on a list of the best airports in the world, a list posted on OwnersDirect.co.uk has Helsinki-Vantaa Airport as #9, Zurich Airport as #8, Copenhagen Airport as #7 and Munich Airport as #6. However and according to Skytrax’s World Airport Awards 2011, the best airports in Europe are:

  1. Munich Airport
  2. Amsterdam Schiphol Airport
  3. Zurich Airport

What are the best airports in Europe for sleeping in? According to Sleeping in Airports’ 2011 Golden Pillow Award list of the best airports for a quick snooze (in case you are stranded or on a long-haul flight), Amsterdam ranked 5th followed by Munich while Zurich ranked 8th followed by Frankfurt.

Finally and what probably matters the most to business and general aviation pilots and passengers alike, Aviation International News’ (AIN) latest 2011 FBO rankings was filled with European FBOs in the top 10 slots:

  1. TAG Aviation – Farnborough (EGLF), Farnborough
  2. Hong Kong Business Aviation Centre – Hong Kong Intl., Hong Kong
  3. Harrods Aviation London – Luton (EGGW), London
  4. Signature Flight Support – Munchen (EDDM), Munich
  5. TAG Aviation – Geneva (LSGG), Geneva
  6. Jet Aviation – Dubai International (OMDB), Dubai
  7. Dassault Falcon Service – Le Bourget International (LFPB), Paris
  8. Jet Aviation – Geneva (LSGG), Geneva
  9. Universal Aviation – Le Bourget International (LFPB), Paris
  10. ExecuJet Switzerland /Aviation Ground Service – Zurich (LSZH), Zurich

In addition, AIN’s top 10 up and coming FBOs were also filled with European contenders:

  1. Mallorcair – Palma de Mallorca (LEPA), Palma de Mallorca
  2. Signature Flight Support – Dublin (EIDW), Dublin
  3. Gozen Air Services – Istanbul Sabiha Gokcen (LTFJ), Istanbul
  4. Jet Aviation – King Khaled International (OERK), Riyadh
  5. Abelair Aviation – Larnaca (LCLK), Larnaca
  6. JetEx Flight Support (formerly Flying Group) – Le Bourget International (LFPB), Paris
  7. Jet Aviation – King Abdul Aziz International (OEJN), Jeddah
  8. Fraport Executive Aviation – Frankfurt Main (EDDF), Frankfurt
  9. Signature Flight Support – Athens International (LGAV), Athens
  10. Gestair Girona – Barcelona (LEBL), Barcelona

In other words, opinion about what are the best airports in Europe can vary considerably. Hence, we want to ask you our readers what you think are the best airports and the best FBOs in Europe. Do you agree or disagree with the above findings?

What would you do if you see a pilot accident waiting to happen?

John Zimmerman has posted a thought provoking question in a recent issue of Air Facts Journal asking what would you do if you see a pilot acting in an unsafe manner. To first put things in perspective: John recalled an incident where he says he watched as a:

…pilot loaded himself and three other large adults into a rough-looking 172, clearly putting the airplane over maximum gross weight. To make matters worse, this was on a 95 degree day and at an airport with a 2500 ft. long runway. It really was an accident waiting to happen, but nobody intervened. Fortunately, the airplane staggered into the air and eventually disappeared over the horizon.

So what should he have done? Commenter Joseph pointed out that he will usually take the stance that the pilot should know better BUT the problem is with the passengers who are likely ignorant of the risks a pilot might be taking. Another problem that Joseph pointed out is with the “Politics” that occurs at most small airports. Hence, Joseph feels that if safety issues are recurring, the best thing to do might be just to report the pilot to the FAA.

Moreover, Hunter Health commented that in his or her aviation and non-aviation experience, the pilots/drivers/motorcyclists/boaters who did not maintain or inspect their machines, did not bother to use checklists, overloaded them, departed in conditions beyond the capability of their machines or their abilities, performed risky maneuvers etc. are, generally speaking: “Highly resistant to input from bystanders.”

Meanwhile, Garth Elliot suggested that one way to handle such situations would be to come up with a check off form and jot down everything you see a pilot do that is potentially dangerous or unwise – and then give it to the pilot.

However, we want to ask you our readers: What would you do if you see a pilot who is an accident waiting to happen? Would you confront the pilot or alert the proper authorities immediately? What would you do if you see a pilot who consistently acts in an unsafe manner?

When was the golden age of general aviation?

Pete Bedell has posted an interesting question on Air Facts: What era would you consider general aviation’s golden years? Pete began his post by noting the glass cockpits, avionics, electronic charts and other technological devices that are available to pilots today. On the other hand, there was also the “exciting and innovating days” of the 1950s and 1960s when aircraft manufacturers were creating new aircraft models and entire new categories of airplanes. And then there was the early 1970s when fuel was still cheap and aircraft, with plenty of “groovy” interiors, were still abundant. That came to an end by the 1980s thanks to high oil prices and lawsuits directed at aircraft manufacturers.

More specifically, Pete outlined the following general aviation ages:

1950s and 1960s

  • New models and new configurations (e.g. light twins).
  • The tailwheel gave way to the easier to use tricycle gear.
  • Turbines made inroads.
  • The big three aircraft makers (Beech, Cessna and Piper) introduced several new models whenever engine manufacturers came out with a new motor.

Early part of the 1970s

  • Fuel was cheap.
  • Airlines were regulated and expensive – meaning that private flying was still cost effective.
  • Huge growth in the number of pilots and aircraft.
  • Aircraft manufacturers produced tens of thousands of GA aircraft.

Mid 1980s

  • The bottom of the aircraft market falls out.
  • Manufacturers and pilots alike are spooked by the oil crisis.
  • Aircraft production plummets.
  • Product-liability lawsuits target aircraft manufacturers and force aircraft prices to a level that was unattainable for most recreational pilots.

Mid 2000s until Today

  • New technology like glass cockpits emerge.
  • However, new aircraft are also forever separated from used aircraft.

Pete believes that the golden age of general aviation was the period between the mid 1960s and the mid 1970s. However, do you agree or disagree? In other words, when do you believe was the golden age of general aviation or are we in the golden age right now?