It’s your regular business trip: Cincinnati, Ohio (I69), to Atlanta, Georgia (PDK) for an overnight visit. It’s an easy two hour flight in your Cirrus SR22, and you’re familiar with the route, but the weather map is colorful today. As you open ForeFlight just before noon local time, here are the weather maps you see. Read the briefing below and decide whether you would make the flight.
Every airplane model has a personality; some even have a stereotype. So when a friend recently asked what I thought of the Cessna 210 Centurion, I hesitated. I felt qualified to offer an opinion since I flew one for about five years in the early 2000s, but I also felt obligated to go beyond cliches. I have very fond memories of the 210, but it is a love it/hate it type of airplane – its strengths are unique, and its weaknesses are maddening.
Grand Teton National Park never disappoints, with soaring peaks and a flat valley floor below. Even better is when the mountains are draped in snow. That’s the view Charlie Tillett had from his Piper Meridian recently, as he shares in this Friday Photo. From 20,000 feet it looks peaceful and majestic. From the ground it might look cold.
N5434A accelerated in her usual manner and soon I was checking airspeed looking for my 75-knot rotation point. Then, in the landing light, my heart seemed to explode as I saw a full line of deer spread across the runway from edge to edge and beyond. The turbo governor had already stabilized at full throttle travel, so with no additional throttle left, it was ground effect or nothing.
We’ve all got our stories as to how we got into general aviation. This is mine. I just started a bit later. OK – a LOT later than most. OK – virtually later than all other folks I have since met who fly. I was 56 when I started my flying instruction and 57 when I passed my licensing check ride. The key is, it doesn’t matter when or how you started – what matters is that you stuck with it and finished.
General aviation attracts all kinds of people, from teenagers learning to fly to Hollywood stars traveling by private jet. For many everyday GA pilots, that means it’s not uncommon to cross paths with a celebrity at the airport. For this month’s reader question, we want to know whether you’ve ever met a famous person through aviation.
My plane had no instruments for flying in the clouds, and no radio for communication. Visual Flight Rules were the only option, and that didn’t look too promising. The time of go or no-go was approaching rapidly. The low ceiling would not be a problem if it held. Young and foolish? Yes, but the decision was made.
Flying is usually about the journey, not the destination, but this Friday Photo might be an exception. Jim Mateski shares a photo of his campsite at the Shearer wilderness airstrip in Idaho, complete with a hammock and a Piper Super Cruiser. As he says, the plan was, “Solitude, hammock sleeping, a good book, and great native cutthroat fly fishing.”
I had just taken off from Aurora, Missouri (2H2) heading toward Grove, Oklahoma (KGMJ), flying at an altitude of 4,500 feet. I was a student pilot, and this was my first solo cross-country experience. Everything seemed to be a pretty standard day; the weather was nice. The one big mistake I made I had no way of knowing or preparing for, but it happened all the same.
A short message… “If this is the Jay Miller who was Ray Tenhoff’s friend, would you please call me?” A phone number followed. Thus began – unknowingly for me at that moment – a closure that I had considered unattainable for just over 40 years. Four decades of regret were about to be erased absolutely and unequivocally by the kindness of a person I had never known.
Transitioning to a glass cockpit sounds intimidating to some pilots, but it doesn’t have to be. It mostly means learning how to fly the Primary Flight Display (PFD). This video tip, from Sporty’s 2019 Garmin G1000 Checkout Course, explores the basics of the most popular glass cockpit system.
There is another Air Force base not having the notoriety of Elgin or Nellis – Holloman AFB, in the southeastern corner of New Mexico. Along the way, it has served as weapons development establishment – about ninety miles south of the Trinity site where the first atom bomb was detonated, a test base for early versions of ballistic missiles, training for Air Force and Allied aircrews, a stateside station for German Air Force units, and an alternate landing site for the Space Shuttle.
I am so fortunate to be able to see and do things like this. When I took this picture the only thing I could think about was that the people I am flying above right now will probably never see what my two eyes are seeing right now at this very moment. It is such an honor and a privilege to be able to see views like this from an airplane.
Flying between the layers, I realized I had few options if I lost an engine, or, if my “window between layers” happened to close. Thankfully, all went well, until switching frequencies for my ILS 02 into KGPI.
I’m sure you’ve seen video of a Boeing 737 lifting off as yet another news reader drones on about the MCAS troubles in the MAX version of the world’s most popular airliner. If you watched closely, you have seen what looks like a wire or tube with a cone on the end trailing from the top of the rudder.What the heck is that thing, and why is the 737 dragging it through the air?
This week marks the one year anniversary of Richard L. Collins’s death, and we are remembering the legendary writer by reviewing 10 of his most popular articles. Over the years, Collins tackled a huge variety of topics, from weather flying tips to personal stories, but none were as popular as his detailed reviews of airplane safety records. As you can see below, some were good, some were bad, but almost all elicited strong opinions.
One year ago, aviation lost a legend. Richard Collins left behind such a huge volume of writing over his 60+ year career that pilots will find rich rewards from re-reading his work. In general, the lessons he reminds me of seem to center around four main ideas: building margins, managing weather, respecting technology, and flying for transportation.
This photograph was taken just after a cold front associated with a low pressure system passed over the field. The system’s passage was preceded by a pulse of moisture with intense precipitation and a dramatic shift in wind. Twenty minutes later the leading edge of the front spawned a tornado – unusual in central California.
We were proceeding northbound at 2900 feet, and the Gulf of Mexico was off our right wing, and Highway 77 was off our left wing. Jean and I were all bundled up because N7405B didn’t have a heater. I was concentrating ahead, when my peripheral vision caught something to the left and crossing below us. I looked to the right and below. I shouted to Jean, “Look at that!” and pointed down and to the right.
A side effect of technology and automation is the demise of the Flight Engineer. The first exits from the flight decks were the Boeing B767 and B747-400 and other Airbus aircraft. While there are excellent arguments supporting such developments, there were always advantages in having a flight engineer aboard to assist us pilots in “managing” a flight, not just doing the flying.