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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…
Lighten up, Sandy baby…
Dick's blogWeather expert Richard Collins shares his perspective on Sandy, the super storm that hammered the northeast US this week. Learn why the storm turned back to the west, and how Collins rode out the storm.
10 great online weather tools you may not know about
Weather GeekFor true weather geeks, a pre-flight weather briefing can be a lot of fun, not just a requirement to be completed as quickly as possible. Everyone has their list of favorite weather sites, but here is my top 10 list of useful weather websites that aren't as well known as they should be.
The Great Debate: are straight-in approaches OK?
DebateThe vast majority of airports in the United States (some 20,000) have no control tower, a fact that shocks many non-pilots. But the traffic pattern at these airports usually operates quite smoothly, with pilots flying prescribed routes and announcing their positions on CTAF. But do you have to fly the classic four leg pattern?
Cub love: is simpler really better?
John's blogHang around pilots long, and you’re sure to see someone get all teary-eyed about the J-3 Cub, Piper’s venerable taildragger that turns 75 this year. That yellow color, the open door, the grass in the tailwheel--it’s all part of the mystique. But for a while, I just didn’t get it.
Threat and Error Management: a primer
TechniqueBrent Owens, a new Air Facts writer, offers an introduction to Threat and Error Management--"defensive driving for pilots." He says it's not just for airline pilots, and that through anticipation, recognition and recovery, pilots can improve safety. Read on to learn what it's all about.
John’s Blog
What matters for IFR proficiency? The answer is quite simple.
John's blogAssuming you are busy and have to make hard choices about what to focus on, I think there’s a strong case to be made for spending your precious flying time on basic attitude instrument skills. Flying approaches to minimums or practicing emergencies may be more fun, but those procedures are not where pilots make the most fatal mistakes.
Pilots need to be generalists, not specialists
John's blogAmerican education has been obsessed with STEM (Science Technology Engineering and Math) for at least a decade, and the aviation industry has eagerly jumped on the bandwagon. The FAA is leading the charge to fit our square peg into this round hole, declaring aviation to be the ultimate STEM career path. I’m in favor of anything that attracts a new generation of pilots, but this framing is a radical oversimplification—and it sets up some pilots for failure.
TAFs are so last century—here are four new tools to try
John's blogIf your preflight weather briefing habits don’t change every few years, you probably aren’t curious enough. Occasionally there are major shifts, like the one from Flight Service phone calls to iPad app self-briefings, but more often we slowly integrate new weather resources and let others fade away. That’s exactly what I’ve done with the Terminal Aerodrome Forecast (TAF), the gold standard of aviation forecasts. I still read them, but it plays a much less central role in my decision-making process than it did five years ago.
I Can’t Believe I Did That
Lessons learned from a sloppy IFR/VFR approach
I Can't Believe I Did ThatLowering the Mooney’s nose for descent enabled me to finally see the runway. However, when my bird’s nose is lowered, she is so slippery I accelerate quickly at the very time I need to be slowing. I intercepted the approach course and then flew through it.
Watch out for TFRs
I Can't Believe I Did ThatSuddenly, my peripheral vision picked up something to my left and the serenity of the morning was shattered. A Black Hawk helicopter was a few feet off my wing! As I stared at it in disbelief, the door slid open and a soldier in fatigues held up a large 121.5 sign. My shaking fingers stabbed at the radio 'emerg' button and I managed a feeble “hello?
Two in a row – a chain of mistakes and lessons
I Can't Believe I Did ThatWith less than 30 minutes to go before arriving, the battery couldn't hold a charge anymore. A warning message popped up on the PFD, and it only took five minutes for the electrical system to shut down. Thankfully, the PFD has a backup battery, so I knew I had around 30 minutes before it would go dark. I also had a Sporty's backup radio in my flight bag.
Opinion
Diversity: The Double-Edged Sword of General Aviation
OpinionIt turns out that there is no legal requirement for the instructor to be familiar with the avionics being presented for the IPC. Beyond flight time in the make and model of aircraft flown, it's entirely up to you, the pilot, to be able to manipulate the panel to accomplish the tasks required to complete the flight(s).
Take a step back
OpinionFlying an aircraft is a disciplined endeavor that requires care and caution. It requires us to focus and then to let our eyes gaze over the whole aircraft. It is like admiring the intricacies of a Rembrandt painting from near and the magic from afar. The majesty and beauty and craft and perfection seen from two different perspectives.
Best FBOs and my personal minimums
OpinionSpeaking of food, KCBE, Greater Cumberland Regional Airport, in Maryland, has the Hummingbird Cafe. While technically not an FBO, they get the “Best Call-Out To Mom” award. You park right out front, and ideally chock your aircraft to keep it from rolling away and then you have to chase it and chock it anyway. They have a great BLT at the Hummingbird Cafe, approximately 11 inches thick. (The BLT, I mean.)
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