The go-around. Also known as the missed approach. I’ve never understood the panic that the go around instills in non-pilots. I ride in the back of airliners to and from work every week and go-arounds sometimes happen. The gasps, white-knuckles, and wide-eyed gazes directed at the flight attendant(s), during this maneuver seem unwarranted, but it happens every time.
Manchester, NH (MHT) to Pittsburgh, PA (AGC) is the goal today so you can deliver your Piper Lance to the avionics shop for a new panel. The trip has been on the calendar for weeks and you’re excited to see a glass panel go in your airplane, but Mother Nature isn’t going to make it easy on you.
The 172 touched down at I69, just another Cessna making a landing at this busy flight training airport. But this flight was different, and this Cessna hadn’t come from the practice area. In fact, as I taxied N51766 to the ramp, I felt a sense of accomplishment I had never experienced before. This was the end of a 1600 mile journey from California to Cincinnati–and I really felt like a pilot.
The CEO of the Flight Safety Foundation recently remarked, “Five years ago we passed the point where automation was there to back up pilots… Clearly, today, the pilot is there to be the backup to the automation… This is simply a realistic assessment of the world today.” It’s a bold statement–do you agree? Add your comments.
Richard Collins has spent over 20,000 hours up close and personal with weather. In this article, he shares one guiding principle for dealing with weather–what you see and feel is what you get. Based on that, he offers 10 more rules for weather flying.
A weekend flying trip is on the calendar today, as you’re scheduled to attend a family reunion in Springfield, MO. Your flight will depart from Olive Branch Airport (OLV), just outside of Memphis, TN and arrive at the Springfield Branson Airport (SGF). Your proposed departure time is 1630Z. It’s time to make the go/no go call.
Occasionally, I get a break from the dreary doldrums of flying a FLIR-equipped MD500E police helicopter (I know, right?) with a ferry flight, moving ENG (electronic news gathering) R44s around the country. Last month, the opportunity arose to fly via airliner to Pittsburgh to move a ship to Atlanta. I thought it would be a good time to put my new iPad to the test.
It’s known as the Pucker Factor, and everyone contracts it at that particular airport where, frankly, it sucks to land. Phil Scott reviews some of the worst, from Catalina Island to the Himalayas. Read his list, then add your own nominees.
Well I finally met that guy. That guy everyone has read about. That guy who seems to be at every airport. That guy whom no one admits to being. You know, the guy who willfully violates significant federal aviation regulations and openly brags to total strangers about his near death experiences.
Some instrument pilots apparently are uncomfortable in anything less than clear skies and unlimited visibility. It raises the question: do you cancel too many flights? Has the aviation community beaten everyone over the head with the risk management stick so much that they’re gun shy? From what I read and hear, I think it’s quite possible.
So if for the past 65 years we have been able to fly and land electronically, we should be able to teach a chimpanzee, or at least a pilot, how to do it with no trouble at all. That we can’t do this is illustrated by the fact that there are more accidents on landing than in any other phase of flight.
It’s the eternal debate: are twins safer than singles? This author, an experienced multiengine CFI, says yes–but only if you’re willing to make a serious commitment to safety. Read his prescription for safer twin flying.
Did this sixteen year old notice what no one else did–the great Bob Hoover making a mistake at the Reading Air Show? New author Cragg Utman tells the story, including his conversation with Hoover years later.
The Cessna 620 was unique because it was a small version of the modern airliner of the day, sized to carry half a dozen or so executives in luxury accommodations, above the weather, in pressurized, air conditioned comfort. Why did it get canceled? Harry Clements worked on the project, and shares his opinion.
Is it possible to know at all times what you’re doing when you’re flying? It is not only possible to know exactly what you are doing at all times, it is required. Put another way, right before every accident a pilot is flying without knowing everything that is going on in, with, around and about his airplane.
There has been a lively discussion among Air Facts readers about unsafe pilots and what our responsibility is to stop them. But this begs the question: what exactly does it mean to be “unsafe?” In particular, what is the single most dangerous personality trait in a pilot?
Business calls today, and you need to get from your home base in Santa Barbara, California (KSBA) to San Francisco (KSFO) for an important meeting. There’s a bit of fog on the coast of California, but you are instrument-rated and current. Do you make the trip?
The flight training system in this country is broken. That’s what a variety of sources tell us, from a detailed AOPA study to the experts at your local hangar flying session. What’s the solution? Unfortunately, it’s both easy and difficult.
Regardless of your views on the training aspects of simulators, if you have an opportunity to fly a sim, I encourage you to do so. After all, it’s flying, right? Well, sort of anyway. And don’t you like to fly?
The FAA is famous for writing proposals using illumination from burning airplane wreckage. The latest is a notice of proposed rulemaking that would increase the requirements for a pilot to serve as a first officer on U. S. passenger and cargo airlines. To say that this is probably the most sweeping change ever proposed is almost an understatement.