Cirrus Aircraft Knoxville Tn

Cirrus Aircraft Knoxville Tn - It's all normal and expected for these select Cirrus customers, Deuker explained. "We want to push it right to the limit of being obnoxious without crossing that line," he said of the experience customers can expect when they come to Knoxville to pick up a new airplane.

"It's a big deal in people's lives. We want to make sure it’s unforgettable.” That philosophy extends to providing all new buyers of Cirrus planes — whether it's a piston model or a jet — with an unparalleled aircraft delivery experience in Knoxville.

Cirrus Aircraft Knoxville Tn

The Audi wasn’t offered to me because I am the editor of Flying magazine; it's what Cirrus buyers who purchase certain special models get when they arrive. Over the next three days, I would be treated to incredible experiences, including a stay at the renowned Blackberry Farm luxury resort nestled in the foothills of the Great Smoky Mountains;

dinner at one of the top-rated restaurants in America; wakesurfing on the Tennessee River; and lunch in Asheville, North Carolina — after I got to fly myself there in a Vision Jet. Type rating training will be factory direct and take place in a Level D simulator that's currently being built by CAE.

Kowalski said one of the things that drew the company to the area was weather and convenience. From the new campus students will be able to walk to the hotel and airline terminal. Reluctantly, I had to give the keys to the Audi back to Ivy and bid Knoxville farewell far too soon.

My golden carriage had turned into a pumpkin. It was the end of three remarkable days, a small taste of what the Cirrus Life truly is all about. The next morning I had breakfast at a table next to a famous television news anchor and his family as we all enjoyed the stunning panorama of the steamy valley below, which gives these mountains their famous name.

Afterwards I hopped in the golf cart that came with my room and toured the property, which includes a stream for fly-fishing, archery and clay shooting area, a world-class spa and even a private paintball field.

Next it was Ben's turn. He started out wakesurfing, but that was a little too dawdling of an activity to suit his style, so he slipped onto his wakeboard for the show we all anticipated. As Ben Kowalski gunned the Mastercraft's throaty engine to bring him out of the water, the pro put on a performance worthy of the advanced billing, pulling off impressive big-air 360 and 540 grabs and bringing the house down as he completed a number of inverted

flips with a trick called the Indy Tantrum. It was a different kind of flying, to be sure, and turned what would have been a fun day on the river into an experience we wouldn’t soon forget.

The intervening time I spent in Knoxville was pure magic. Upon my arrival, I was met by Cirrus SR22 product-line manager Ivy McIver, who handed me the keys to my ride for the week — a brand-new Audi Q7 SUV.

Cirrus Aircraft CEO Dale Klapmeier echoed the sentiment, saying the people were one of the key reasons for choosing Knoxville. He called the announcement a transformational day for Cirrus. "We delivered 6,000 airplanes from Duluth and we'll deliver the next 6,000 from here," he said.

The big surprise to many came when Cirrus chose Knoxville, Tennessee, as the site for its slick, modern Vision Center, a campus of buildings and hangars that house the brand new multi-million-dollar Vision Jet full-flight simulator and classrooms, a

world-class service center and a delivery "experience" unlike any other. I introduced myself, and before I knew it, the hangar door was opening and I was being invited to climb aboard to fly as a passenger on the shakedown flight.

Russ did a great job, especially for his first time flying the jet after moving up from a number of piston SRs he's owned. When the lights came up and the door to the airplane opened, he climbed inside and got comfortable in the left seat.

Without anyone noticing, Cirrus co-founder Dale Klapmeier had walked into the hangar and was observing the scene from a few feet away, the same as I was. When I visited Knoxville for three days to live the Cirrus Life and experience what buyers want when they take delivery of new airplanes at the Vision Center, I began to understand how Cinderella must have felt at the ball.

I'd had a miserable time getting to Knoxville because of crummy weather in the Northeast. As soon as I got back home, my truck promptly blew a radiator hose that dumped all my coolant on the highway and necessitated an Uber ride to an auto parts store and a hasty roadside repair by the light of my iPhone's flashlight.

You can decide for yourself whether you think a Cirrus can "fulfill" you on an emotional level, but the concept certainly isn't lost on the legion of fans of the Cirrus brand who proudly live that lifestyle as often as they can.

It certainly was for me. The next order of business was a visit to the Vision Jet simulator for a two-hour training session with Cirrus instructor Travis Wellik I'd flown the Vision Jet previously for our cover story when the SF50 gained its type certification and was eager to get back

in the left seat. The most difficult part of the transition was trying to recall where to access certain features in the Perspective Touch avionics system, which includes three touchscreens that take a little getting used to.

Cirrus customers are afforded the opportunity to stay at Blackberry Farm for multiple days, all included in the purchase price of their planes. I was there for just one night, which made checkout difficult. I took solace in the knowledge that the fun wasn't over yet.

That afternoon I headed over to the Concord Marina on the Tennessee River with McIver, Wellik, Ben Kowalski, senior vice president of sales and marketing, and other Cirrus employees, family and friends for an afternoon of wakesurfing on the Mastercraft boat Cirrus makes a part

of the delivery experience. Later I had the chance to observe an actual owner take delivery of his new airplane. Russ Thomas was driven into the hangar in the Q7 as his personal favorite music played and the spotlight illuminated his new SF50.

For a long time he merely stood before the airplane, seemingly overcome by the weight of the moment. Yet while Apple has the advantage of being headquartered in uber-awesome Cupertino, California, Cirrus Aircraft is based in Duluth, Minnesota — a decidedly out-of-the-way city that for a good time offers visitors the opportunity, say, to tour

the Lake Superior Railroad Museum or perhaps go ice-fishing or snowmobiling during its seemingly perpetual winters. My right-seat companion for the trip was Matt Bergwall, Vision Jet program manager. The plan was to have a burger and iced tea at the Sierra Nevada brewery near the Asheville Airport, but it was closed for a private event.

Bummer. We found another excellent restaurant with the help of Yelp, and before long we were back in the air, dropping in on other area airports just for the fun of it. Although it was probably seen as a roll of the dice to outsiders, it turns out Knoxville was the perfect location for the Vision Center.

Home to the University of Tennessee, the picturesque Tennessee River, pristine lakes and mountains, and a downtown area that is in the midst of a remarkable revival, there’s much to see and do here. Plus, the weather is amenable and flyable year-round, and it's within two hours' flight time for most Cirrus customers — and "on the way" to other destinations for many others.

In what marks one of the most significant milestones in Cirrus Aircraft's long development history of the SF50 Vision Jet, the company announced this week it will house all training, aircraft delivery, and service and support from a new facility at the McGhee Tyson Airport in Knoxville

, Tennessee. The company's new personalization team is also relocating to Knoxville. The premium service gives customers the option to choose unique interior materials and designs, to name a few. It's proven popular for the SR22, and will no doubt be in even more demand for the more than 500 jet position holders.

What the ceremony to announce what Cirrus is calling the "Vision Center" lacked in ceremonial shovels it made up for in local and state officials anxious to heap praise on the company. Among them was Tennessee Gov.

Bill Haslam, who said that construction will begin in two months and be completed in 2016. Randy Boyd, the commissioner of the Tennessee Department of Economic and Community Development, said the airplane was like Tesla and Maserati rolled into one.

He stressed that they don't simply throw money to draw business, instead preferring to think in terms of partnerships. Kowalski calls the agreement to bring Cirrus to Knoxville a “public, private partnership.” Although the forthcoming personal jet prompted the announcement, Cirrus will also be relocating the same customer-forward business units for the SR20 and SR22 to Knoxville as well.

When complete, the facility will be "well north of 175,000 square feet," according to Cirrus' Ben Kowalski. The two-year goal is to employ 170 people and bring $15 million in economic impact to the region. Some of those 170 will include senior staff, such as executive vice president Todd Simmons.

His job is to make the Vision Center something truly special. "We don't just want to be a great company," he told me, speaking to the foresight that went into the center's development. "We want to be world-class."

Back at the airport, I was given a taste of what the aircraft delivery experience is like. Cirrus had arranged for a "mock delivery" of a gorgeous monarch-blue SR22T that was destined to go to a buyer in the Czech Republic.

I was driven into a large, darkened hangar in the Audi as a bright spotlight shone on the only aircraft in the place — "my" airplane — and high-energy music played. It certainly was an impressive way to introduce buyers to their new plane.

The Cirrus Life. Now at jet speed. That's the tagline Cirrus Aircraft created after the market introduction in late 2016 of the SF50 Vision Jet, a product that is positioned as an ideal step-up airplane for a competent owner of a Cirrus SR22 and who already well understands and embraces all that life entails

. I'd never wakesurfed before, and hadn't even tried water skiing since I was a kid, so I was a bit apprehensive about being a first-timer. Luckily, I was able to cause a diversion that took the focus off me.

One of the sales representatives for Flying, Ben Greenwood, is the former publisher of Wakeboarding magazine, a sister publication of ours, as well as a former professional wakeboarder. I invited him to Knoxville to put on a show for us.

The next morning, I hopped into the Audi and headed to McGhee-Tyson International Airport, where I toured the Vision Center and had the chance to sit down with Stephen Deuker, vice president of owner experience and manager of the facility.

He was hired not from within the aviation industry, but instead from the Ritz-Carlton Hotel Company, where he held a senior executive position. My time in the sim included a deadstick landing after a simulated engine emergency plus a surprisingly convincing parachute pull that gave us a hearty jolt in our seats — but it was a mere prelude to the main attraction: hopping into the real thing for an afternoon of

flying to Asheville and beyond. We headed to my home away from home, the sophisticated, boutique Oliver Hotel overlooking Knoxville's bustling Market Square, where Ivy directed us to the bar — a re-creation of a speakeasy with a sliding wall instead of a door.

The hotel restaurant graciously stayed open late to accommodate us, for which I was grateful after my delayed arrival to town. On my original Vision Jet flights for my report in the magazine, I brought my wife along, which meant I couldn't wring the airplane out with any aggressive maneuvering as I normally would have liked to do.

With just Matt and me aboard, I was free to throw the airplane around. I found it responsive, balanced and just a good-old-fun time to fly. By the time we landed back in Knoxville — flying the approach at a grin-inducing 89 kias — I confirmed my earlier impression that the SF50 takes off, flies and lands very much like an SR22 — if an SR22 had trailing-link landing gear,

that is. The print version of this article indicated that all buyers of a new Cirrus receive a delivery experience similar to that described here. Cirrus has reiterated that the stay at Blackberry Farm is reserved for buyers of certain special edition airplanes.

Cirrus says a stay at Blackberry Farm and other special experiences can be arranged for Cirrus buyers at an additional cost. There is no denying that a Cirrus appeals to a buyer in an emotional way as well as an analytical one.

A Cirrus is "cool" in a way that a Cessna Skyhawk is not. A Cirrus says something about its owner that a Piper Cherokee never will. The Cirrus approach to aircraft design and marketing, in this way, is reminiscent of, say, Apple with the iPhone.

When a new Cirrus is introduced, the airplane isn't merely announced, it is revealed. It’s a big deal, in part, because Cirrus does a good job of making sure it is a big deal. No sooner had we powered down outside one of the Vision Center's hangars than I was hopping into the Audi to head to Blackberry Farm for my stay there and dinner at The Barn, the James Beard Award-winning restaurant on the property.

I checked into my “room,” which was actually an entire villa on the property complete with a kitchen, huge bathroom, massive fireplace in the main room and an enclosed porch with its own fireplace and chaise lounges.

When I entered the restaurant, I was immediately impressed by the turn-of-the-last-century, bank-style barn, which I learned was transported piece by piece to Tennessee from a farm in Pennsylvania. You are. Duluth has been called the hippest city in Minnesota, and for good reason.

But it's cold and dark half the year and, let's be honest, for most people, you really have to want to go there to get there.

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C919 Aircraft

C919 Aircraft - "We may classify the aircraft by its cockpit. The first generation is the turboprop aircraft that have some basic functions. The auto-pilot function was introduced to the second generation of aircraft. The third generation aircraft saw the introduction of a flight management system (

FMS) and terrain awareness and warning system (TAWS). The Boeing 737 NG and 737 MAX all belong to this generation. The fourth-generation aircraft have the fly-by-wire (FBW) system," he explained. Narrow-body aircraft with 150 to 200 seats have been the most widely used planes in the global civil aviation market, and the C919 was designed and developed to meet the huge market demand for this type of planes, according to Qi.

C919 Aircraft

The single-aisle plane has 158 to 192 seats. About 60 percent of the planes in the global civil aviation industry, and 80 percent of the planes on the Chinese market, belong to this category in terms of the number of seats, according to Qi Xuefeng, general manager of the C919 project at the COMAC

. The Comac C919 narrowbody airliner flew for the first time on May 5, taking off from Shanghai for a 79-min. flight that took it to an altitude of 3,000 m (10,000 ft.). The flight achieved all test objectives, says Comac.

The aircraft adopts a 164-seat configuration that comes with a two-class cabin layout, including 8 business class seats and 156 economy class ones. In the economy cabin, the middle seat in each three-seat row is 1.5 cm wider than its neighboring ones, which offers more comfortableness.

"It will take up more than 70 percent of the commercial aircraft in China's civil aviation industry. We decided to make this kind of plane because it's the most in-demand product in the market," said Wu.

"To achieve real success, the C919 needs to go to the global market. For example, the first-generation of the Boeing 737, which is the B737-100, which was ordered by German airline Lufthansa, not an American airline. And for the

Airbus A320, its first order of 100 planes was made by U.S. carrier Northwest Airlines," Qiao said. Spun out of China's military aviation industry in 2008, Comac has announced close to 1,000 orders and options for the plane, mainly from domestic customers.

The first delivery, to China Eastern Airlines, is due to take place by the end of this year, according to the Financial Times. The C919 is no match in fuel efficiency or range for the newest versions of the Airbus A320 or Boeing's 737 family.

But the big worry for the western groups is that future iterations could make a large dent in orders from China. The country is on course to become the world's largest aviation market. Boeing predicts the country's airlines will acquire a total of 8,600 new planes over the next 20 years alone, FT said.

CEA, as the world's first airline operator for C919, boasts a fleet of nearly 800 airplanes. It has rich operational experience and enjoys comprehensive advantages. Passengers will soon be able to catch an early experience of the superior and reliable performance of the C919 with CEA.

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Cal Fire Aircraft

Cal Fire Aircraft - Once the CAL FIRE Hawks are received by CAL FIRE from United Rotorcraft we are looking at a week or two before they are operational, not several weeks or months. The time required to get the crew trained and transitioned into the new aircraft also takes some time, especially depending on when the aircraft arrives, fire season versus winter months.

Example, C-104 arrived at McClellan March 12th and this week is flying in Air Rescue training. The conversion of the seven C-130 aircraft into air tankers is creeping along like a herd of turtles. Congress appropriated the funds in December, 2013 and directed the U.S.

Cal Fire Aircraft

Air Force to perform the necessary maintenance on the aircraft and to arrange for all of the conversion work, including installing the retardant tanks. The earliest they are expected to be fully operational as air tankers will be in late 2022 or in 2023. We have more information about this project, that looks like it will take a total of at least nine or ten years before it is done, in

another article. "Opinion: Congress should hold hearings on Air Force delays in converting C-130 firefighting air tankers." The Department of Defense and the Biden administration need to fix this fiasco. CAL FIRE's aviation program continues to look to the future in both technology and aerial firefighting capability.

The recent addition of the 12 Sikorsky S70i CAL FIRE HAWK helicopters and future addition of 7 Lockheed Martin C-130H Hercules airtankers are an example of CAL FIRE's commitment to remain the premier firefighting aviation program in the world.

The California Fire Prevention Organization is a Non-Profit 501(c)(3) public benefit organization. We partner with cities, fire agencies and other non-profits throughout the State to deliver services and programs designed to bolster community resilience. Our wildfire, fire safety, earthquake, and first aid education, and training will save lives, and help build a stronger California.

We operate with grants and gifts, and do not take funds from a fire department's general fund. Our highly trained members are first responders (EMS, FIRE, Etc.) and work diligently to support the communities in which we work.

The new aircraft brings CAL FIRE's aerial fleet to more than 60 fixed and rotary wing aircraft, augmenting what is already the largest civil aerial firefighting fleet in the world. The 12 additional firefighting aircraft join CAL FIRE's world-renowned aviation program, which responds to thousands of wildland fires throughout California each year.

"Climate change is the driving force behind the extreme weather we see across the globe — creating hotter, drier conditions in Western States and contributing to unparalleled risk of catastrophic wildfire," said Governor Newsom. "Our investments in state-of-the-art firefighting technology and equipment, along with a focus on building resilience through fuel breaks, forest health projects and home hardening will ensure California is more prepared than ever to face an increasingly severe wildfire season."

SACRAMENTO – As part of Governor Gavin Newsom's unprecedented investments in emergency preparedness and wildfire response, the California Department of Forestry and Fire Prevention (CAL FIRE) secured 12 additional firefighting aircraft this week for exclusive use in its statewide response efforts.

Within hours of securing these critical resources, nine of the 12 aircraft were immediately dispatched to new and emerging fires. CAL FIRE expects to pick up two more at the end of May at Air Methods/United Rotorcraft in Englewood, Colorado where they are being converted into firefighting machines.

Another is being painted now in Texas before it flies to Colorado for the conversion. The next one in the chain recently arrived on a barge in Texas after being shipped from Sikorsky's production facilities in Poland where two others are still being built for CAL FIRE.

Unfortunately, COVID-19 is slowing work on the helicopters in Poland. CAL FIRE's fleet of more than 60 fixed and rotary wing aircraft make it the largest civil aerial firefighting fleet in the world. CAL FIRE's world-renowned aviation program responds to thousands of wildland fires throughout California each year.

CAL FIRE's current aviation fleet includes Grumman S-2T airtanker, Bell UH-1H Super Huey Helicopters, Sikorsky S70i Helicopters, and North American OV-10A (& 1 D Model) Bronco Air Tactical Aircraft. These aircraft, highly skilled pilots, and aviation support staff are strategically located throughout California at our 14 air tanker bases, 10 CAL FIRE helitack bases and one CAL FIRE/San Diego County Sheriff helitack base.

Aircraft can reach the most remote State Responsibility Area (SRA) fires in approximately 20 minutes, with the goal of keeping 95% of fires at 10 acres or less. Governor Newsom's California Comeback Plan invests over $2 billion to combat and prepare for wildfires and advance emergency response, the largest investment in our state's history.

It also includes $5.1 billion over four years for immediate drought response and long-term water resilience. The California Department of Forestry and Fire Protection is nearing completion on the conversion of another OV-10 Bronco. This will bring their OV-10 fleet up to 16;

they are all OV-10A's except for one OV-10D. The difference is the D's have much more powerful engines and have a maximum speed of 280 mph, 22 mph faster than the A's. The OV-10's are flown by contract pilots working for DynCorp with a CAL FIRE Air Tactical Group Supervisor in the other seat, responsible for managing the incident airspace and coordinating the air tankers and helicopter operations over the incident.

All CAL FIRE helicopters are flown by CAL FIRE pilots. CAL FIRE's current support contractor DynCorp International/Amentum provides airtanker and air tactical fixed wing pilot services, and all aircraft maintenance services. DynCorp International has received numerous awards from the Federal Aviation Administration.

LSI Logistic Specialties Inc. provides procurement and parts management services. Regarding the seven C-130s and it 'looking like it will take a total of nine or ten years before it's done..." What in the world would make this take ten years?

What a waste of time and money. They should just throw MAFFS in these like the USFS was doing and be done with it! We use "cookies" - including third-party cookies - to collect information about how visitors use the California Fire Prevention Organization website.

Cookies help us give you the best possible experience, continuously improve our sites and provide you with offers that are tailored to your interests. "It means more defense to the citizens of California -- the people we serve," Mohler explained.

"This gives us another tool in the toolbox to really protect lives and property is what it boils down to." The new Sikorsky S-70i helicopters that CAL FIRE has ordered have been arriving one or two at a time over the last year.

There are now five of the "CAL FIRE Hawks", as the agency calls them, in the state. Then it can take weeks or months before they finish their final inspections and outfitting and arrive at their new homes.

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C414 Aircraft

C414 Aircraft - Initial climb increased by at least 200 FPM to more than 1000 FPM. Cowl flaps can be fully closed for cruise on even ISO +30 degrees F days, while the cylinders rarely go much over 400 degrees F. At full gross takeoff weight, I see normal 69 percent power cruise speeds in the 195 to 205 KTAS range in

the flight levels. Down low below 10,000 feet, things are much slower, more like 170 to 175 KTAS. Fuel burn is the same, 34 GPH in cruise at all altitudes, with the RAM VII at 69 percent.

C414 Aircraft

Beginning in 1978, Cessna offered three basic equipment packages. In addition to the bare-bones model and the ARC 400-equipped 414AII, there was a III version with ARC 800- and 1000-series avionics, a Bendix RDR 160 weather radar and 100-amp alternators.

The 421s longer nose was also grafted onto the 414A, making room for an extra 410 pounds of baggage and avionics. All told, the maximum useful load was boosted by about 200 pounds and an eighth seat was added to the options list.

Pressurization differential was increased to 5.0 PSI to enable the airplane to maintain cabin altitudes of 10,000 and 11,950 feet at cruising altitudes of 26,500 and 30,000 feet, respectively. (RVSM rules have generally limited 414s to 28,000 feet.) Limiting speed for the extension of 15 degrees of flap was raised from 164 to 177 knots;

Vlo and Vle were increased to an impressive 177 knots, from 143 knots. Any purchase of a Cessna twin-pressurized and non-pressurized-requires greater detailed analysis, airplane by airplane, than any other models. Each model has different after-market engine/prop conversions and when other performance-enhancing modifications are factored in, weights and other performance criteria vary.

Frequently, a buyer makes assumptions that are not correct. For example, the 414 may be powered by a standard 310-HP engine, a 325-HP RAM Series IV or a 335-HP RAM VI or VII. Straight 414s with only 310-HP standard engines or even with a 325-HP RAM Series IV conversion will often have low useful loads.

With 1000 pounds of fuel, the payload may be 400 to 600 pounds. This can be a great aircraft and a good buy, but only for a pilot who doesn't need lots of payload. However, a 414 RAM VI and VII can often have an excellent useful load with an impressive range/payload chart.

Kudos go to Cessna for rising to the occasion. They dedicated an engineer to my problem and working with my maintenance shop, they developed an approved repair for my wing, possibly saving the ship from the scrap yard!

While bad quality procedures in Wichita back in 1979 had probably caused my problem, the current staff at Cessna really impressed me with their efforts to help save this 27-year-old ship. Their parts may seem expensive, but they continue to support us owners, and for that I am very willing to see them earn a fair profit.

I have split my time about equally between the RAM IV 325-HP engines and the RAM VII 335-HP engines and Scimitar props that I had installed when the RAM IVs hit their TBO. What a difference!

The RAM IV struggled in the flight levels, especially in the summer. To keep CHTs below the red line I had to fly at no more than 55 percent power and with the cowl flaps open at high altitudes.

After the Chancellor debuted, there were few further refinements. One of the most important was the switch in 1979 to TSIO-520-NB engines, which have improved crankshafts. Four years later, Continental incorporated some changes to the -NBs cylinders, valve lifters and piston pins, and increased the engines recommended TBO from 1400 to 1600 hours.

Continental also published overhaul procedures to enable -NB engines to get the TBO boost. We spoke with Michael Cook and Todd Voshell who direct maintenance at Rapid Air, in Grand Rapids, Michigan, which has been operating 300 and 400 series Cessna twins for over 25 years.

Both were quick to praise the 414 and especially the 414A as the best of the Cessna piston twins, with good systems, particularly the hydraulic gear on the 414A. They said that the Cessna inspection procedure manual for the airplane is one of the best such manuals written.

If followed carefully, a mechanic won't miss anything. Areas to watch on the pressurization system are to make sure the nine drain seals are changed regularly as they deteriorate and become brittle and to regularly check the pressurization ducts off of the heater, forward of the forward pressure bulkhead as they can develop major leaks.

Cessna borrowed components from existing 400-series airplanes to come out in 1970 with a model to bridge the price gap between unpressurized and pressurized twins. It had basically the same tail and "wide-oval" fuselage as the 421B, and the 401s wing.

The engines were adapted from those used on the 401 and 402 models - the differences were intercoolers and provisions for bleed-air cabin pressurization. List price was $138,000 (that's over $740,000 in 2007 dollars)-$35,000 less than the Duke and some $50,000 less than both the 421 and Pipers P-Navajo.

The big cabin, wider than it is tall, makes for comfortable seating and copious luggage space is the 414's forte. There is enough room in the aft cabin, the nose and wing lockers of a 414 to hold 930 pounds of luggage.

With its bigger nose and lockers, the 414A can carry 1500 pounds. Loading must be watched carefully to avoid going out of the rear CG limit. The nose baggage compartment of the 414A made CG juggling easier.

Chancellors are as roomy as 421B/Cs. A 414A RAM Series VII with Winglets (AW) will compete in many ways with a 421C. The efficiency of the 414As long high-aspect ratio wing is highlighted by noting the 414As single-engine service ceiling is 19,850 feet.

The 375-HP 421Cs single engine ceiling is 14,900 feet. I own a 1978 Cessna 414A which I acquired in 1989. During that period, I have exchanged two sets of engines (RAM IV), two props (one new set), two paint jobs, an interior and updated the avionics.

Insurance costs have equaled $7,000 per year for the last couple of years for $1 million smooth with a hull value of $350,000. A simpler fuel system was among a host of improvements unveiled in 1978 with the introduction of the Model 414A Chancellor.

Tip, aux and locker tanks were obviated by a 4.5-foot longer, bonded wing holding 206 gallons of usable fuel in internal bays. Controls consisted of on/off/crossfeed valves and a fuel flow computer/indicator was added. Owner-pilots give high marks to cockpit room and layout of system controls and are enthusiastic about handling characteristics.

The 414 and 414A share the distinctive silky smooth, control response of the other 400 series Cessnas. They are the Cadillacs of the piston line, with attention having been paid to detail; even on an Today, prices range from around $160,000 to over $400,000 for typically-equipped 414s with mid-time engines.

Operating and maintenance costs are attractive when compared with those of competing airplanes, such as the big-brother 421 and Beech Aircrafts Duke. Among the most popular mods are the RAM Aircraft Corporation engine swaps. Four variations are available, all of which offer a boost in useful load, increased TBOs and new props.

The top of the line for the 414 is the series VI. In addition to 335-HP engines, new props and intercooler scoops, it includes a set of vortex generators and gives an increase in useful load of 415 pounds.

Owners of 414As can opt for the series V conversion, which includes Continentals 350-HP liquid-cooled Voyager engines, which have a TBO of 2000 hours. RAM also makes winglets and vortex generators. (See www.raaircraft.com.) Utility twin aircraft.

In service since 1969. Less powerful, light and low cost model of CESSNA 421 Golden Eagle. Features wing of CESSNA 402 and fuselage of CESSNA 421. Improved version CESSNA 414A Chancellor (appeared in 1978) with bonded wet wing, without tip tanks.

Remained in production until 1985. The 414A has an excellent safety record for good reason. It is a very stable instrument platform and I find it as easy to land as the T310 or any of the large singles I've flown.

The crosswind characteristics are good, and its easy to make squeaker landings. Im required to attend an approved school for recurrent training. Its an excellent idea, regardless of how much time you have. I use SimCom.

Despite that, cylinder head cracking has been a persistent problem for the -N and -NB engines (as well as for other IO-, TSIO- and GTSIO-520s). An AD issued in 1986 requires cylinders to be pressure-checked for leaks every 50 hours until the engine has accumulated 500 hours.

That resulted in cruise speeds of only about 180 to 185 KTAS up high. Mandatory power reductions during the climb above FL220 meant long climb times and getting above FL250 seemed to take forever at the 200 FPM climb rate that could be achieved up there.

The RAM VII changed all that. With bigger turbochargers and intercoolers, much larger cowl flaps, new intake air scoops, and Scimitar props, the airplane becomes an entirely new animal within seconds of leaving the runway. This makes room in the mains because all return fuel and steam from the engines is routed back to the mains rather than to the selected tank.

To get at the fuel in the wing locker tanks, it must first be transferred to the mains. Before doing so, however, the pilot has to ensure there are fewer than 20 gallons in each main (tip) tank.

Fuel transferred too early is pumped overboard. The system left room for error, not only on the part of the pilot, but among line personnel. When told to "top off the mains," a line person may not realize that the mains are the tip tanks and will fuel only the aux tanks.

Pay attention to the fuel system in tip-tanked 414s. All told, Cessna built nearly 1,000 of the airplanes—roughly a 50/50 split between early tip-tanked 414s and wet-wing 414A Chancellors—during 16 years of production. Once in service, the airplanes became popular as workhorses for small charter and corporate flight departments, as well as comfortable transports for private owners.

Much has been written about the 414s, but its no big deal. Give me one three-hour cross country with any new owner and hell be able to teach the system. Admittedly, the 414As wet-wing fuel system is an improvement and is simplified.

The hydraulic landing gear, with its high gear speed is a great by-product of the wet wing. Some low-time pilots might be approved for 340 insurance, but rejected for a 414/414A. Go figure. The 414 and 414A truly provide a great family or business aircraft.

Lots of external baggage in the nose and wing lockers, a pressurized aft cabin baggage area for desired in-flight items, like food, toys/games, cosmetics and a roomy pressurized 6000-foot cabin at 20,000 feet. A potential buyer should carefully investigate the compliance status of the airplane by flight time and serial number, especially if the airplane is high time.

The exhaust system sees a great deal of heat and vibration, thus components wear out. An exhaust leak is a critical item on a turbocharged airplane and can lead to a serious fire in flight. (See page 25 for an abbreviated AD list.)

It is important to note that a 414 is 7 knots slower than its little brother, the 340, which has the same engines and many of the same systems, but a noticeably smaller cabin. So, if its just pressurization youre looking for and youre going to be flying with only one other person or two aboard, you might want to look at the 340 for a personal hot rod.

I have owned and flown a 1979 Cessna 414A for 14 months, accumulating 235 hours in all sorts of conditions. I bought it to replace a nice Cessna T310R, which I flew for about a year.

The upgrade from the T310R came about because my family, including a dog, cannot all be wearing nosebags. The pressurized comfort of the 414A, which produces an 8000-foot cabin at 22,800 feet, cannot be overemphasized. It is the flying carpet my wife always wanted, including a potty!

The winglet mod works; I typically get 215 to 218 knots at mid-weight at FL220, running 72 percent power. Single-engine performance at sea level is average; about 240 FPM for the 414 and 290 FPM for the A model.

At 11,350 feet, the 414's single-engine service ceiling was a bit below average; but, at 19,850, the 414A is tops in its class. Fuel cost per hour: (38.0 gallons/hr @ $5.40/gal) That year, most limiting and recommended airspeeds were boosted a few knots (except Vmc, which was lowered from 84 to 82 knots), and the -J engines were replaced with TSIO-520-Ns.

The difference is that an -N engine uses 38 inches of manifold pressure, rather than 36 inches, and 2700 RPM to produce its rated 310 horsepower. Standard usable fuel capacity of early 414s was 100 gallons (50 in each tip tank).

Optional auxiliary and locker tanks were available to boost usable capacity to 180 gallons, then to 203 gallons in 1973. The current concern is with wing spar cracking in high-time airplanes; with a series of ADs calling for inspections and modifications to the spar-compliance is expensive.

One owner reported discovering mis-drilled holes in the spar of his airplane when it was opened up to install the spar strap: ADs 2005-05-52 and 2005-12-13 are current. (As of this writing there is an alternative method of compliance published by the FAA in CE-05-35.)

Boost pumps seem to be a weak point, requiring what seems to be frequent replacement. The deice light on the panel illuminates only very briefly when the pneumatic deicing system is activated and only indicates that there is pressure to the tail boots.

The switch for that light is on the underside of a Tee fitting in the pressure line to the tail and thus fills with water, rust and crud and should be pulled and cleaned periodically, or it will fail.

Its an $800 part. With full tanks-enough fuel for nearly 4.5 hours with IFR reserves-a well-equipped Chancellor will have room left in its weight-and-balance envelope to accommodate six FAA-standard people with their toothbrushes. Load a six-person marketing staff with 800 pounds of equipment, and there will be room left for only about 1.5 hours of fuel.

They were the last of the pressurized, piston, 400-series airplanes Cessna developed, and pilots and mechanics will tell you that Cessna got it right with the Models 414 and 414A. Combining spacious cabins and relatively small, efficient engines, the 414 series can carry lots of fuel or a small crowd with their belongings - but not both.

Also, the big Cessnas have safety records that are unmatched by any other light twin. In the years following its introduction, the airplane saw few major changes. One of the most important came in 1973, when the cabin length was increased by 16 inches and a fifth side window was installed.

Electronic prop synchrophasers became standard equipment in 1976, when two versions of the airplane were put on the market: a bare-bones 414 and a 414II, which came with an assortment of ARC 400-series avionics equipment. Engines were 310-HP Continental TSIO-520-Js, and propellers were three-blade McCauleys.

According to Cessna, a 4.2-psi cabin pressure differential could be maintained by either engine operating at 60 percent power. Six seats were standard; a seventh was available as an option. Maximum takeoff weight was 6350 pounds;

max landing, 6200 pounds.

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Casa 212 Aircraft

Casa 212 Aircraft - Brad began his real estate career in 2013 at the young age of 19. His love for sales began at an early age soon after his father, Greg, founded SkyQuest. An ever present influence, Brad soon found a passion for the art of sales and grew up knowing he would pursue a career in the field.

Brad also shares a passion for the freedom of flight and has long wanted to pursue an opportunity in aviation. After forging a successful career in real estate where he spent 8 years, Brad came to SkyQuest eager to marry his two passions and follow in his father's footsteps, including consumer electronics, luxury retail, enterprise software and education.

Casa 212 Aircraft

Rick joined the SkyQuest team in early 2016 to manage SkyQuest International's digital marketing and lead generation programs. Rick brings over 25 years of online marketing, graphic design and technical experience to the SkyQuest team from a variety of industries and markets including consumer electronics, luxury retail,

enterprise software and education. Greg founded SkyQuest International in 1999. He has been very active in aviation since the late 1970's and in aircraft sales since the late 1980's. Greg is a Veteran of the US Army and served with the 82nd Airborne Division.

He graduated with Honors from Florida Tech and has a BS in Aviation Management. Greg is a Commercial Pilot with an ATP rating who loves to fly the company Bonanza and the Quest KODIAK. He maintains a very active role in marketing and sales as well as managing SkyQuest on a day to day basis.

Short Take-Off and Landing (STOL) utility transport, maritime patrol and ECM platform aircraft. In service since 1974. Exists in several civil and military versions: Aviocar for utility transport, Elint as ECM platform and Patrullero for maritime patrol.

Primary designed for the Spanish Air Force. Civil version: C-212C. Military version: C-212M. Production ceased in 1978. Re-introduced in 1979 with more powerful engines and strengthened landing gear as C-212-200. Third development was the C-212-300. Actual model: C212-400, more powerful and heavier with Electronic Flight Instrument System and improved main cabin.

License production by IPTN, Indonesia. Tammy, Co-founder of SkyQuest International, LLC, has been in aviation since 1983. Tammy began her career with Piedmont Aviation as an Operations Clerk for the Fixed Base Operations and later as the Office Manager for Piedmont's Flight Training Department.

During her tenure with Piedmont she gained her private pilot's license and was the FAA Written Text Examiner for pilots. Tammy developed SkyQuest's proprietary database as well as the marketing and reporting applications. She handles all of the accounts payable/receivables along with human resource duties.

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Cirrus Aircraft Parent Company

Cirrus Aircraft Parent Company - Through Cirrus Approach, the industry-recognized flight training program, the company provides a framework for pilots to continuously learn and engage. The company promoted its "Takeoffs and Landings" course to provide in-depth, digital instruction on procedures to learn safe, predictable and repeatable skills.

In 2021, Cirrus Approach grew to 8,042 users, a 47% increase, comprising primarily of pilots from the United States, Australia and Germany. In March 2010, Cirrus went to court in an attempt to get an order to prevent former supplier L-3 Communications from telling other Cirrus suppliers that Cirrus was heading into bankruptcy and from discouraging companies from doing business with Cirrus.

Cirrus Aircraft Parent Company

To date, Cirrus Aircraft has delivered over 8,500 SR Series aircraft. This last year marks the eight consecutive year the company delivered more than 300 SR Series aircraft. Additionally, the Vision Jet has surpassed 330 deliveries since 2016. Over 650 pilots have now earned their FAA type rating in the Vision Jet.

Our History Of Innovation

In partnership with Garmin International Inc., Cirrus Aircraft announced its Vision Jet Safe Return Emergency Autoland received type certificate approval from the EASA as well as UK certification. In July, the company released the G2+ Vision Jet with optimized engine performance for expanded mission capabilities, Gogo InFlight WiFi for a connected cabin experience and new aesthetic options.

Additional country certifications will be announced as more G2+ Vision Jet deliveries are scheduled. A year later, the fuselage was manufactured, wings and empennage of a Tactical Unmanned Aerial Vehicle (TUAV) for the United States Department of Defense, using composite technology in all three components.

It was FAA certified in 2000 and is today the industry's best selling model. In addition to delivering 442 SR Series aircraft and 86 Vision Jets in 2021, Cirrus Aircraft announced the G2+ Vision Jet, European Union Aviation Safety Agency (EASA) and UK certification for Safe Return Emergency Autoland, expanded its Cirrus Services community and offerings, and delivered

the first of five TRAC SR20s to Kansas State University Salina Aerospace and Technology Campus (K-State). Cirrus Aircraft also grew its national footprint for premium flight training, aircraft management, factory service and concierge customer experiences. We are a passionate team of aviation enthusiasts - from pilots and mechanics, to engineers and accountants.

Our individual backgrounds are unique but we share a singular mission: To deliver an aviation experience that is the pinnacle of innovation, quality and safety to our customers. Cirrus Perspective™ by Garmin® was customized exclusively for our SR Series aircraft in 2008, and together we've continued to tailor the most sophisticated and intuitive avionics in the world, including Cirrus Perspective Touch™ by Garmin® for the Vision Jet.

The first SR20 was delivered in Duluth, MN in 1999. With plans to increase production and to develop a new aircraft model, Cirrus expanded into a 111,000 square foot manufacturing facility adjacent to its R&D headquarters in Duluth.

In the mid-1990's, Cirrus discontinued production of the VK-30 and launched the SR20 - a single-piston composite airplane that changed the world of general aviation. The SR20 featured a 10-inch multi-function display and side-yoke flight controllers.

In 1984, Dale and Alan Klapmeier took over the family's barn in Baraboo, Wisconsin and began work on what would later become Cirrus Aircraft. Their first project was the VK-30, a pusher-propeller, five passenger home-built kit airplane.

"Our team has accomplished incredible milestones this past year. Not only did we reach a 13-year high of new aircraft deliveries, but we also introduced new innovations within the SR Series and Vision Jet product lines and increased connectivity between pilot and aircraft by growing the Cirrus IQ ecosystem," said Zean Nielsen, CEO

of Cirrus Aircraft. "In 2022, we are continuing to invest in our people, products and services to constantly elevate the ownership experience." As the next step in redefining personal aviation, Cirrus broke ground on the Vision Center Campus in Knoxville, Tennessee in 2015 – its flagship Customer Experience location, including sales, delivery, training, maintenance, support, personalization, fixed base operations and more.

First delivered in 2016, the Vision Jet is the world's first single-engine Personal Jet that ushered in a new era of personal transportation where jet speed, luxury comfort and convenience were made accessible. Every Vision Jet incorporates the revolutionary Cirrus Airframe Parachute System and Safe Return Emergency Autoland, both prestigiously awarded the Robert J. Collier trophy.

Alan and Dale Klapmeier realized that the best path forward for the growth of Cirrus Design Corporation was to discontinue production of the VK-30 kit airplane in 1993 and focus on gaining FAA certification through a new model of aircraft.

The Vision Jet became the first jet aircraft to be FAA certified with Garmin-powered Safe Return™, allowing passengers to land the jet with just the touch of a button in case of an emergency. The Safe Return autoland system was awarded the 2020 Robert J. Collier Trophy.

Cirrus unveiled plans to develop a single engine turbofan personal jet in 2007, and it quickly became the most anticipated aircraft in the company's history. The Vision Jet™ took its inaugural flight on July 3, 2008 and the first conforming prototypes took flight in 2014.

Much like Cirrus Aircraft, the first Mastercraft boat was built in a barn out of a desire to transform the performance and expectations of a ski boat. Nearly 50 years later, Mastercraft is the recognized force in the luxury towboat market with its premium performance inboard wakesurfing, wakeboarding and ski boats.

Mastercraft is an official partner of the Cirrus Aircraft Vision Center Campus in Knoxville, Tennessee. Cirrus Aircraft announced another strong year of new aircraft deliveries in 2021 with the SR Series maintaining its status as the best-selling, high-performance piston aircraft for the twentieth year in a row and the Vision Jet as the best-selling jet in personal aviation

for the third year in a row. In Benton Harbor, Michigan, Cirrus Aircraft acquired the assets of Flying Colors Aviation, Inc. to increase paint production capabilities on a wide range of complex, custom graphics packages for its customers.

The company plans to expand the current facility and is hiring experienced painters and detail personnel. In February the following year, Cirrus delivered the industry's first-ever all glass cockpit light aircraft, sparking a major transition in general aviation, whereby over 90% of all new light aircraft by the year 2006 were equipped with glass cockpits.

The VK-30 celebrated its first flight in 1988 and the company started delivering kits to customers. Demand grew and in 1994 Cirrus Aircraft expanded into a 30,000 square foot R&D facility in Duluth, MN, and shortly after opened a composite production facility in Grand Forks, ND.

A relentless pursuit to deliver a premium experience is something we understand. As the global leader in headphones and speakers, Bose believes that better sound comes through research and a constant refusal to accept the status quo.

Because better technology tunes out the noise so you can forge a clearer path, up in the air or on the ground. Bose is our preferred supplier of aviation headsets at all Cirrus Aircraft locations. Cirrus Aircraft is dedicated to simplifying and innovating the personal aviation industry through its products and services.

As the best-selling manufacturer within its respective categories, the company continues to introduce more people to aviation through its premium aircraft ownership and flight training experiences every year. Not long after, a complete glass cockpit was also added to the SR Series - it was the first primary flight display incorporated in to a small certified aircraft and became an industry standard with other manufacturers following Cirrus' lead.

As the next step in redefining personal aviation, Cirrus broke ground on the Vision Center Campus in Knoxville, Tennessee in 2015 – its flagship Customer Experience location, including sales, delivery, training, maintenance, support, personalization, fixed base operations and more.

The first phase of the Vision Center opened in 2016 and the Vision Jet Flight Training Center opened in 2018. Although the company delivered approximately 40 kits and introduced four additional prototypes, while making waves with a cover story in a 1990 issue of Aviation Week Magazine, the Klapmeier brothers had their sights set on something bigger.

From transition training to a full type rating, our Vision Center offers the world's premier pilot training experience for both the SR Series and the Vision Jet, including our full-motion Level D Vision Jet flight simulator.

Cirrus Aircraft continues to lead the way in the connected aircraft space with the Cirrus IQ mobile app that enables remote communication between the aircraft and pilot. In 2021, Cirrus IQ added the Tech Pubs and Find Us features for an enhanced ownership experience with over 750 aircraft and 2,000 users enrolled.

In 2006, the company delivered 721 aircraft (its most in a single year to date), celebrating the 3,000th SR-series airplane off the production line only seven years after deliveries began, something that no other aviation company had accomplished for decades.

With an uncompromising focus on performance and engineering, Audi continuously disrupts the industry with stunning designs and intuitive technology. It means confident driving, superior handling and an excuse to turn heads as you pull into your garage or into your hangar.

Audi is an official partner of the Cirrus Aircraft Vision Center Campus in Knoxville, TN. Extending its growing university partner network, Cirrus Aircraft supplied K-State with a new fleet of five TRAC SR20s for advanced pilot training.

K-State took its first delivery in December with plans to receive the four remaining aircraft this year. The TRAC Series offers a sophisticated flight deck, managed workload and extended training opportunities to prepare pilots for transport category aircraft.

The Vision Jet won the Robert J. Collier Trophy - the world's most prestigious aviation award - for developing the world's first single-engine Personal Jet and implementing CAPS on the Vision Jet. Dale Klapmeier, Cirrus Aircraft Co-founder and Senior Advisor, accepted the award at a ceremony in Washington, D.C.

A desire to redefine safety in aviation inspired the company to include a revolutionary whole-plane parachute system as standard equipment on all Cirrus aircraft – the Cirrus Airframe Parachute System® (CAPS®). It was the industry's first general aviation parachute system produced in an FAA certified aircraft.

And to date, Cirrus continues to be the only company to include a whole airframe parachute as standard equipment on all certified aircraft models. A turbocharged SR22T was added to the lineup in 2010. Cirrus Aircraft also partnered with Garmin® to launch progressive avionics improvements exclusive to Cirrus aircraft – a collaboration that continues to develop sophisticated flight decks tailored for Cirrus aircraft each year.

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C919 Aircraft

C919 Aircraft - "We may classify the aircraft by its cockpit. The first generation is the turboprop aircraft that have some basic functions. The auto-pilot function was introduced to the second generation of aircraft. The third generation aircraft saw the introduction of a flight management system (

FMS) and terrain awareness and warning system (TAWS). The Boeing 737 NG and 737 MAX all belong to this generation. The fourth-generation aircraft have the fly-by-wire (FBW) system," he explained. Narrow-body aircraft with 150 to 200 seats have been the most widely used planes in the global civil aviation market, and the C919 was designed and developed to meet the huge market demand for this type of planes, according to Qi.

C919 Aircraft

The single-aisle plane has 158 to 192 seats. About 60 percent of the planes in the global civil aviation industry, and 80 percent of the planes on the Chinese market, belong to this category in terms of the number of seats, according to Qi Xuefeng, general manager of the C919 project at the COMAC

. The Comac C919 narrowbody airliner flew for the first time on May 5, taking off from Shanghai for a 79-min. flight that took it to an altitude of 3,000 m (10,000 ft.). The flight achieved all test objectives, says Comac.

The aircraft adopts a 164-seat configuration that comes with a two-class cabin layout, including 8 business class seats and 156 economy class ones. In the economy cabin, the middle seat in each three-seat row is 1.5 cm wider than its neighboring ones, which offers more comfortableness.

"It will take up more than 70 percent of the commercial aircraft in China's civil aviation industry. We decided to make this kind of plane because it's the most in-demand product in the market," said Wu.

"To achieve real success, the C919 needs to go to the global market. For example, the first-generation of the Boeing 737, which is the B737-100, which was ordered by German airline Lufthansa, not an American airline. And for the

Airbus A320, its first order of 100 planes was made by U.S. carrier Northwest Airlines," Qiao said. Spun out of China's military aviation industry in 2008, Comac has announced close to 1,000 orders and options for the plane, mainly from domestic customers.

The first delivery, to China Eastern Airlines, is due to take place by the end of this year, according to the Financial Times. The C919 is no match in fuel efficiency or range for the newest versions of the Airbus A320 or Boeing's 737 family.

But the big worry for the western groups is that future iterations could make a large dent in orders from China. The country is on course to become the world's largest aviation market. Boeing predicts the country's airlines will acquire a total of 8,600 new planes over the next 20 years alone, FT said.

CEA, as the world's first airline operator for C919, boasts a fleet of nearly 800 airplanes. It has rich operational experience and enjoys comprehensive advantages. Passengers will soon be able to catch an early experience of the superior and reliable performance of the C919 with CEA.

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Casa 212 Aircraft

Casa 212 Aircraft - Brad began his real estate career in 2013 at the young age of 19. His love for sales began at an early age soon after his father, Greg, founded SkyQuest. An ever present influence, Brad soon found a passion for the art of sales and grew up knowing he would pursue a career in the field.

Brad also shares a passion for the freedom of flight and has long wanted to pursue an opportunity in aviation. After forging a successful career in real estate where he spent 8 years, Brad came to SkyQuest eager to marry his two passions and follow in his father's footsteps, including consumer electronics, luxury retail, enterprise software and education.

Casa 212 Aircraft

Rick joined the SkyQuest team in early 2016 to manage SkyQuest International's digital marketing and lead generation programs. Rick brings over 25 years of online marketing, graphic design and technical experience to the SkyQuest team from a variety of industries and markets including consumer electronics, luxury retail,

enterprise software and education. Greg founded SkyQuest International in 1999. He has been very active in aviation since the late 1970's and in aircraft sales since the late 1980's. Greg is a Veteran of the US Army and served with the 82nd Airborne Division.

He graduated with Honors from Florida Tech and has a BS in Aviation Management. Greg is a Commercial Pilot with an ATP rating who loves to fly the company Bonanza and the Quest KODIAK. He maintains a very active role in marketing and sales as well as managing SkyQuest on a day to day basis.

Short Take-Off and Landing (STOL) utility transport, maritime patrol and ECM platform aircraft. In service since 1974. Exists in several civil and military versions: Aviocar for utility transport, Elint as ECM platform and Patrullero for maritime patrol.

Primary designed for the Spanish Air Force. Civil version: C-212C. Military version: C-212M. Production ceased in 1978. Re-introduced in 1979 with more powerful engines and strengthened landing gear as C-212-200. Third development was the C-212-300. Actual model: C212-400, more powerful and heavier with Electronic Flight Instrument System and improved main cabin.

License production by IPTN, Indonesia. Tammy, Co-founder of SkyQuest International, LLC, has been in aviation since 1983. Tammy began her career with Piedmont Aviation as an Operations Clerk for the Fixed Base Operations and later as the Office Manager for Piedmont's Flight Training Department.

During her tenure with Piedmont she gained her private pilot's license and was the FAA Written Text Examiner for pilots. Tammy developed SkyQuest's proprietary database as well as the marketing and reporting applications. She handles all of the accounts payable/receivables along with human resource duties.

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Cirrus Aircraft Grand Forks

Cirrus Aircraft Grand Forks - 1400 S 48th St Grand Forks, N.D United States The Grand Forks plant makes most of the structural components, which are then sent to the Duluth plant for assembly and the installation of other aircraft systems.

The plant has also taken delivery of carbon-fiber components from ACT, inspecting them and sending them on to Duluth. View jobs by title including A&P, Technician, Aircraft Maintenance Technician, Flight Attendant, Pilot, Helicopter Pilot & Mechanic,

Cirrus Aircraft Grand Forks

Flight & Aircraft Dispatcher, Scheduler, Executive, Sheetmetal & Structures, Aircraft Interior Technician, Aircraft Paint, Avionics Technician. (See All Aviation Job Titles) Avjobs has over 50,000 aviation companies and contacts in the aviation and aerospace industry. We have more than 20 core aviation job categories that include: Accounting & Finance, Airport,

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AP Mechanic, Avionics, Business Operations, Cargo & Freight, Dispatch & Scheduling, Engineering, Executive, Flight Attendant, Ground Operations, Instructor, Internships, Maintenance, Management, Manufacturing & Fabrication, Pilot - (including Fixed Wing and Rotary Wing), and Sales & Marketing.

(See All Aviation Job Categories) But with the Vision SF50's carbon-fiber requirements and increased sales volume for the SF-series, it makes more sense for Cirrus to do the work itself, Pavlish said. The company expects to save several million over the next decade, he said.

"We appreciate the ongoing support from the city of Grand Forks," Bill King, Cirrus' vice president of business administration, said in a statement. "They have partnered with Cirrus from the very beginning and their actions and support confirm their devotion to our continued success."

Avjobs helps those seeking work to find aviation related job openings that match their skills and location while assisting hiring managers and recruiters in locating those seeking work. Get to know us better on Facebook, Twitter,

LinkedIn, youtube, Aviation Ad Network, RSS, and FeedBurner. Then Tell a Friend. Get involved, and experience the Avjobs difference today! The SR-series propeller aircraft also use some carbon fiber but is mostly made of fiberglass, which can be cured in an unpressurized oven.

The autoclave's high pressure compresses the thick structural components better, producing strong and durable parts, according to Pavlish.

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