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Air Facts was first published in 1938 by Leighton Collins, dedicated to “the development of private air transportation.” It’s a different world now, and it’s a different Air Facts. Relaunched in 2011 as an online journal, Air Facts still champions, educates, informs and entertains pilots worldwide with real-world flying experiences. More…
Friday Photo: Sunset at Cape Cod Gateway Airport
Friday PhotoWe took a quick flight to one of our favorite ice cream places near Chatham Municipal Airport (KCQX) on a beautiful July evening. Upon landing back at KHYA we were treated to this sunset. Truly the cherry on top!
Interactive Exercise: Test Your Knowledge of RNAV Approach Charts
Video TipIn this interactive exercise, through guided examples and hands-on practice, you'll learn to identify and interpret key symbols, such as waypoints, course reversals, and missed approach points, all designed to help you navigate the complexities of RNAV procedures with confidence.
The Captain is Lying and We can Prove It
I was thereCruising along peacefully at 28,000 feet, and maybe 200 miles north of Los Angeles, I got a call on the interphone from the purser. She told me that some of the passengers on the right side of the first-class cabin were saying out loud that they thought the right engine was not running.
Multiple Cessna 172RGs made me a better pilot
I was thereI turned toward my side and saw that the the left main was hanging but not locked in the forward position. Uh Oh! I immediate called the Tower and explained my situation and they sent us out over toward Lake Winnebago to manually pump the gear down. A C-172RG gear should pump down and lock in 35 strokes (just like in the movies). About pump 100, I knew this was not going to work. It was a hydraulic system failure.
What’s wrong with the teardrop pattern entry
John's blogHaving solved the impossible turn and other manufactured crises, the aviation training industry (or at least some YouTubers and keyboard warriors) has now turned its attention to the teardrop pattern entry. This “innovation” is alternately described as wildly unsafe or the only legal option for entering the traffic pattern. In reality it’s neither, but the bigger problem is that most pilots don’t even know what it means.
John’s Blog
What’s wrong with the teardrop pattern entry
John's blogHaving solved the impossible turn and other manufactured crises, the aviation training industry (or at least some YouTubers and keyboard warriors) has now turned its attention to the teardrop pattern entry. This “innovation” is alternately described as wildly unsafe or the only legal option for entering the traffic pattern. In reality it’s neither, but the bigger problem is that most pilots don’t even know what it means.
What matters for VFR proficiency: better landings
John's blogEarlier this year I argued that if IFR pilots wanted to prevent accidents, they should focus on the most boring of skills: basic attitude instrument flying. Now it’s time to look at VFR pilots, and to spare you the suspense, the answer is similarly prosaic: loss of control on landing damages more airplanes than any other accident scenario. What can be done?
Ignore the YouTube crash detectives—it’s usually pilot error
John's blogWhen a high performance airplane crashes in IMC, the self-proclaimed experts on social media quickly spin elaborate theories about autopilot failure, in-flight icing, structural failure, carbon monoxide poisoning, or some other incredibly rare cause. It makes for good entertainment (“hit that subscribe button!”) but the reality is usually much less interesting and much more depressing.
I Can’t Believe I Did That
The time when I almost landed short
I Can't Believe I Did ThatThe plane was perhaps 50 feet above the ground, but at least there was a smooth gravel under-run and the wheel pants were off. I had just enough energy to flare with a soft touchdown. I prepared myself for landing short. What an embarrassing end to the second leg of my Private pilot solo long cross-country.
Centerline, centerline, centerline
I Can't Believe I Did ThatThe gusting wind from the east returns, pushing the aircraft toward the right side of the runway. In a matter of a few seconds, the grass infield fills my windshield. I didn’t get the thumb into the wind and I didn’t immediately get on the left rudder pedal to steer us back to the centerline. Years of training ignored in an instant which means we are now headed into the infield.
A dead stick landing and a chance encouter with Hal Shevers
I Can't Believe I Did ThatAt about 1,500 feet hawking the wind sock to determine my landing runway. The UNICOM frequency was quiet and I saw no other planes in the pattern. I turned away to re-enter on a 45 degree downwind. As I banked back to the field came a startling assault of silence. The engine quit—politely and with no shudder—it simply stopped running. I was a glider.
Opinion
The Flying Sport
OpinionWhat’s not obvious to a lot of non-pilot folk is that flying is one of the few passions you absolutely must do regularly just to safely do it. Think about that for a second: unlike other modes of transportation, you can stop driving for several months, even years, and still be able to get back into a vehicle with little to no training. Flying isn’t like that.
What NTSB Reports Say About Impossible Turns and AOA (Part II)
OpinionBecause successful impossible turns are not accidents and not reportable to the NTSB, none showed up in the NTSB data. However, the very embarrassing rhetorical question is, how did all those past impossible turns succeed when none of those aircraft had a visual AOA indicator? Given the rarity of visual AOA indicators in recent years, it’s a safe bet that visual AOA indicators would not have been installed in any, or hardly any, of those airplanes.
What NTSB Reports Say About Impossible Turns and AOA (Part I)
OpinionThere is an impressive surge of AOA rhetoric—“lifesaving,” “correct,” “optimum”—but such language can be misleading. “Correct” and “optimum” may fit the context of the speaker but not necessarily apply to the situations of the listener, who may be considering other flight operations, or having to deal with real world scenarios. While the decision on where to expend safety resources will vary from pilot to pilot, the NTSB reports of this study do not support visual AOA indicators for impossible turns as a silver bullet to address overall safety issues.
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Did you know that most of the articles at Air Facts are written by readers like you? You do not have to be Richard Collins or Ernest Gann – simply a GA pilot with a story you’d share with friends sitting in the hangar.