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From the archives: how valuable are check rides?

In this trip through the Air Facts archives, we pause in 1967 for a thought-provoking article by Richard Collins. He explores the value of a check ride, and considers whether any evaluation can really improve safety over the long term. His comments on what an instrument rating can do are particularly insightful: “without really working at keeping it current, the instrument rating is worth about the value of the ink on the piece of paper.”

From the archives: the 1968 Reading Show

Before Oshkosh was the big show, the annual gathering in Reading, Pennsylvania, was the center of the aviation universe. In this article from the June 1968 edition of Air Facts, you’ll see what general aviation looked like during the heyday of the late 1960s. From the new airplanes to the celebrity pilots, it was a thrilling time to be a pilot.

Teaching flying over the years

I became a flight instructor in 1953. I last renewed my CFI in 2016 and will let it lapse today (2/28/2018). There is no log entry for that because there was no flight. I’ll tell you why I let it lapse in a bit. For now, I’ll just say that it has to do with the FAA at its petty and officious best.

Air Facts turns 80: some things have changed, some have not

On the 80th anniversary of AIR FACTS’ founding, I see two good questions: (1) What have been the major factors in the safety record improvement over the years and in particular the last couple of years? And, (2) Is there any way to reduce the risk even more? It is tempting to give technology a lot of potential credit for improvements but a look back throws a bucket of water on this.

O Airplane! My Airplane! Let’s talk

Recently I read where an academic has suggested that talking about what is going on might be helpful to folks flying single-pilot IFR. That rekindled my interest in the subject of us talking to airplanes and how airplanes respond. Put another way, it relates to how we talk to ourselves, or think, about how what we are doing is affecting the airplane.

What’s wrong with single-engine turboprop pilots?

From studying everything that has gone on with the TBM and Meridian and with knowledge of the high performance piston fleet, I get the feeling that the lower fatal accident rate in the turboprops has to be attributable to better training. Better reliability could be a factor and the enhanced performance capabilities of these airplanes may have also made a contribution to safer operation.

Spooked about night flying in singles?

There will be a debate about flying at night in single-engine airplanes for as long as there are single-engine airplanes and it gets dark every night. That is a given. Recently the son of an old friend emailed and asked me what I thought about flying singles at night. My stock answer to pilots who express concern about this is simple: If you are not comfortable with it, don’t do it.

70 years ago: a first lesson and a first article

I am not much for commemorations, preferring a windshield over a rear view mirror view. But, hey, maybe I have set a record: 70 years and still going so I’ll offer that up for contemplation and as well as a challenge to the younger folks in this business today. It would make me proud if someone did it for longer.

What’s wrong with experimental pilots?

The higher incidence of accidents in E-AB aircraft is just as logical as the fact that the fatal accident rate in private (general) aviation is almost infinitely higher than it is in airline flying. When more freedom is granted by reducing regulations and eliminating stifling procedures then the risk goes up.

What it takes to be one sharp pilot, part four: realistic

In this off-again on-again series I have touched on awareness, intelligence and coordination. Those are all important. Being realistic also sounds like part of a plan for flying. The first thing that comes to mind is the extremely tired old saw about knowing your (or your airplane’s) limitations. In fact, that has been said with evangelical zeal so many times that, with this mention, I am going to leave it behind.

Flying on edge – getting down to the nitty-gritty

Margins are a basic in safer flying. Maybe that’s just another way of saying to always cut yourself a little slack, and what it means is to stay away from the edges of the envelope. Where this often becomes critical is when the airplane is being asked to do something it either won’t do, or will just barely do. That is when precise flying is required and to use an old term, it often has to be done by the seat of your pants.

Mayday! What is an emergency?

If you read through the available information on emergencies, there is but one conclusion. Everything is covered, several times, in the millions of words written about this but much, even most, of it revolves around the legalities. Logic suggests that if you are up to your ears in gators, what counts are results and if you get a good result you can think about the legal part later.

Is pilot interest in weather waning?

I am convinced that screens full of information are not a key to operating an airplane safely. The most important picture of all is not on a screen, it has to be in the pilot’s mind. A mental picture of where you are, where you are going, and how you are going to get there simply can’t be replaced by a picture on a screen. Nor will a screen show the churning inside a cumulonimbus.

The devil is in the deadly details

Careful pilots use checklists. One item on all checklists calls for the controls to be free. After studying two accidents, one in a new production twin on a first flight and one in an experimental jet, because the ailerons were reversed, I paid extra attention to controls free and correct. I looked at the ailerons when I deflected them, every time, and made sure they moved correctly.