Sometimes the most thorough of checks and vital actions done before takeoff don’t always prevent an unwanted surprise later when the checks themselves are not developed to the full extent needed. Such was the case when shortly after takeoff in an RAAF Australian Sabre I encountered a significant control problem.
You can’t say “been there, done that” until you have actually been there and done that. Then you should be able to add “and learned that.” The alternative is for someone else to check the “Gotcha” box for you.
They say that in every life a little sunshine will beam on occasion. Freight dogs learn quickly to take advantage of every streak of light they can find and they usually don’t tell anyone about it until well after the fact, because they’re never quite sure if what they’ve just done is legal or not.
If you are serious about moving you and your loved ones around by air, here are 10 things I have learned that I never read anywhere else. It is more rewarding and more fun than I ever imagined. It’s a lot of other things, too, nearly all of them good.
Seeing the aircraft, my heart sank. The forlorn scene looked hopeless. Sundry bits of airplane scattered over the hangar floor, two of the four engines missing and the silly looking Viscount with half its tail feathers missing. I had second thoughts.
Beneath the surface talk of sports or business are often sons who still desperately need to know their fathers are proud of them but don’t know how to ask, and fathers who love their sons very much but don’t know how to answer. Many times over I’ve seen an airplane bridge that gap.
In honor of Father’s Day, Mary LeSueur shares her memories of accompanying her father, a Cessna test pilot, to work. She shares the thrills and delights for a young girl witnessing the action in the Cessna hangars and runway, and the life-long lessons she learned.
A Cessna 310 with fanjet engines mounted over the wings?! The improbable design was actually considered in the early 1950s, and one of the designers who worked on the project shares his memories. While the airplane never flew, there are echoes of it in the new HondaJet.
The missed approach is really a maximum performance maneuver. The key is to make your decisions long before you ever start the approach, so a missed approach is an automatic reaction. MDA is no time to be making decisions; it’s a time for executing what you’ve already planned.
“Wow,” I said. “A Stearman,” said Jerry. “You can’t see much, but it’s pretty easy as long as you stay on the grass.” I could not imagine what he was talking about – I had 78 hours in a Cessna 172.
We all know the day will come when we will fly as PIC no more, whether because we keel over dead, get too sick to pass the medical, feel that our skills have deteriorated irreversibly, burn out on aviation, or simply run out of money. For me, a combination of factors added up to an important question.
I know that there are purists who will sanctimoniously say that there is no excuse for ever flying without options or an “out.” Realistically that is not possible if we use our airplanes to fly where we want to fly when we want to fly.
Upon passing the VOR I called the Center controller to inform him that we were entering the hold at Sea Isle and was immediately called on the carpet by my pilot friend with me. He informed me that the controller told us to call him when we were “established” in the hold – not when we were passing the VOR.
Why do some flights stand out? John Zimmerman reflects on the best hour in his logbook, a short but memorable helicopter flight around the mountains of east Tennessee. He also considers the factors that make some logbook entries unforgettable.
A call goes out to ask if there are any pilots on board, and a guy in the back responds “I’m a pilot… well, single engine!” Admit it….how many of you thought, if only for a moment, “I bet I could have landed it!”