It’s quite funny to watch someone fall asleep sitting up, a condition described by researchers as head bobbing. The victims’ heads loll onto their chests then some wicked synaptic brain fart wakes them, their heads snap up like the cracking of a whip only to repeat the sequence moments later. The sleep experts and their theories notwithstanding, when you are tired no matter what you do, your brain will eventually just shut you down into a virtual coma.
After a great visit with family and a stunning solar eclipse, it’s time to head home from Carbondale, Illinois (MWA), to New Lexington, Ohio (I86). The good news is the winds aloft are helping today: the 340 mile flight will take just over two hours in your Cessna 182. The bad news is a cold front is moving in from the west, with rain and storms popping up ahead of it.
During the last several months, I traveled around the country presenting an AOPA safety seminar on non-towered airport operations. I had some pretty interesting encounters/discussions with other pilots during my seminars. This subject seemed to inflame the passion in a lot of folks. I’d like to share some of my observations with you.
Fathers, sons, and airplanes – it’s a powerful combination. George White says, “While we spend time together often this was the first time in quite some time that we spent the entire day together like this. I don’t think I will soon forgot watching him fly (only his 2nd or 3rd time in the plane) and thinking now he understands the joy and passion I have for flying.”
One man stood up, expressing a need to address Col Goodson. He was a smallish, well-dressed older gentleman, accompanied by a lady in a long mink coat. He was recognized by the moderator, and stood to attention and stated his name, rank and serial number. He followed in a very assertive tone, “Colonel Goodson, I have one thing I’ve wanted to say to you since 1944.” There was a pause – a very silent one.
Deeper into the pass I flew, watching Banning Pass airport pass beneath me. My groundspeed increased rapidly. Nearing the end of my journey through the Pass, I called Palm Springs approach to make contact. After completing the transmission, I felt a sharp, very assertive bump that lifted my little aircraft, pressing me deeply into the seat. My handheld GPS departed from the hook and loop fastener I had rigged onto the instrument panel and fell to the floor.
Welcome to our latest Caption Contest at Air Facts, where we post a photo and call on our very talented readers to provide a caption for that photo. Check out our most recent one below and if an amusing or clever caption comes to mind, just post it as a comment. In two weeks, we’ll cut off this contest and the staff of Air Facts will choose their favorite caption.
Saturday we packed up everything and headed back to Livingston for the flight home. When I looked at the weather, I found that everything east of the Dakotas would be all IFR, low clouds and rain. I talked to my wife, and said we should try to fly halfway, maybe stopping in Bismarck, or Fargo, North Dakota. She was up for the adventure.
Helicopter pilots like Paul Pignataro often talk about “the golden hour.” The idea is that if an emergency medical helicopter can get an injured person to the hospital in an hour or less, their chance of survival goes up dramatically. But there’s another golden hour, as Paul’s photo shows off this week, one that photographers seek out. It’s the magical time after sunrise when the sky is utterly beautiful.
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.
Are there fewer thunderstorm-related private airplane crashes now than there were before Nexrad was beamed into almost every cockpit? The answer is yes, no and maybe. The reason for the vacillation is the simple fact that we have little or no information on exposure.
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.