Sometimes, Mother Nature knows best. After evening storms delayed Salim Helou’s flight home until the next morning, the sun made a grand appearance over the co-pilot’s wing. The Cirrus SR22 meant Salim made it to work on time, but the view was the real prize.
I could see that the weather lifted just beyond the big rock that held the radio tower located off to my left and not far ahead. I could see that I would have about 50 feet between the cloud deck and the highway there, enough room to skirt the rock and fly into better weather. So I just took it…
My first Counter Drug (aka CD) operation involved deploying F-15s to Howard AFB in Panama. Under the auspices of the USAF’s 12th Air Force, we took four F-15Bs down south to provide augmented air surveillance in the Caribbean as part of the grand plan to interdict drug running out of Colombia up in to Mexico and points north.
My student Max, like many before and after him, could just not bring himself to believe that he could not fly the airplane by the seat of his pants without visual references outside the cockpit in spite of instruction and all the materials he had read about spatial disorientation and vertigo.
Photographers call it the golden hour for a reason. As this Friday Photo from Kimberly Prodan shows, the time just before night falls is utterly amazing – especially from an airplane. This photo captures the emerging lights of Phoenix below, while the sun’s fading light paints the horizon.
As I advanced the throttle, the acceleration on takeoff was less than I thought it should be, but I justified this with the thought it was a 140 and not the 180. No alarms were going off in my mind yet. What could go wrong with almost 760 lbs of people and full fuel?
As he taxied to “line up and wait,” something was amiss. Yet he and I both persevered in our thoughts of better flight to come. Shattered easily by the slipping nose wheel as the throttle was advanced, I pushed the right rudder a bit and felt the resistance from his feet, locked in a state of motionless silence. He must have felt it, for he looked over at me with a quizzical look.
The title is a misnomer, but if I were to put in the actual title it would be: As important as practice in the pattern is, it doesn’t always prepare you for what can happen before and after getting cleared to land, and practice approaching from beyond the pattern is important also.
A cool, clear day in the mountains of Colorado is hard to beat. As Greg Chestnut shows in this photo, it’s even better with a high wing airplane. He took this photo while flying his Cessna 182 to Las Vegas, as he passed over the Uncompahgre Wilderness Area near Telluride.
I ran through the before landing checks from the laminated checklist card and right about then Laura announced she had the field in sight. Then a bump. Not a vertical bump one would expect on a warm summer day, but a fairly stiff bump with a bit of roll. “No big deal,” I thought.
You’ve probably said it to a nervous passenger: “Don’t worry, airplane engines almost never quit.” It’s only in World War II movies that engines cough and pilots have to save the day, right? This is mostly true for turbine engines, which have a stunningly good reliability record. Unfortunately, it’s far less true for piston engines.
Filing a flight plan is an important part of any IFR trip, but just because you put something down in black and white does not mean you have to fly it. As this video tip shows, some parts of the flight plan are fact, and some are probably fiction – keeping them straight is essential for safe flying. Just because you filed a certain alternate airport, or a specific altitude, does not mean you have to fly that if conditions change.
There appeared to be five days on the itinerary for our four-day cruise. Counting the days… recounting them… uh oh. Too many days. We are now in the middle of the ocean, with no communication capability whatsoever, and had no way of telling our new company that we simply could not make it back for work the next week.
Lake Eyre in Australia covers half a million square miles, but it’s almost always dry. Not for Jeff Brooks. He captured this otherworldly picture of the lake after it had filled up with water that flowed 1000 miles down hill to the lowest point in the country. The sleek wingtip of his Long-EZ perfectly frames the scene.
Before I started working at this central Texas plant as an electrician, the people I would soon be working with already knew I was a private pilot with my own airplane. I had many people approach me with questions about being a pilot and flying. The most fascinating aspect of these discussions involved my dispelling the view that becoming a pilot was just for the super-rich.
Everything was perfectly normal as I allowed the plane to accelerate to rotation speed, and gently lifted off the runway. But as soon as I began the climb out, I began to suspect that I had made a major mistake. The little Cherokee, normally as docile as an old mare, was suddenly bucking and swaying like a wild bronco trying to throw me off!
Those of us who counted Richard as a friend and mentor are gathering on Saturday, October 13, 2018, at Sporty’s headquarters at the Clermont County Airport, Batavia, Ohio (I69). We will honor Richard by dispersing some of his ashes in a brief ceremony.
If you asked me how many hours of PIC I have, I would tell you about 2,600 hours. But if you asked the FAA how much total time I have, it would be a mere 300 plus hours, because they specifically exclude any remote pilot time. So to sell myself as an experienced aviator is big task; working as a part-time CFI is a slow go.
A European vacation turned into an unexpected flying adventure for Bob Bickford. In this Friday Photo, he shares the view from the cockpit of a brand new Diamond DA40NG, which he got to fly from the Diamond factory in Wiener Neustadt, Austria. As he says, it’s not every day you get to see a castle on final approach.
We are taught the 4 C’s of aviation in primary training. When faced with difficulty, such as getting lost or flying VFR into IMC, the safest course of action is to Climb, Communicate, Confess and Comply with instructions. But there is another set of C’s that has become more relevant to me as my flying experience has progressed.