During my nearly six decades of flying I’ve had more good instructors than bad. But beware: there are bad ones. The worst instructor I ever had was in a Pitts S2A. I learned nothing from him except how to keep from redecorating the interior of his airplane. Share your experiences with good and bad CFIs.
It was a mission late in the war. Lieutenant Robert Anspach was flying cover in his P-47 Thunderbolt for a group of B-26 Marauders near the Messerschmitt factory airfield at Lechfeld, Germany. From out of nowhere an enemy airplane rocketed past, blasting off a few rounds. It looked like nothing they’d seen before. Ever.
After the tragic crash of a Pilatus PC-12 in Florida, Richard Collins reflects on flying with family. He says, “One of the reasons I became such a weather geek over the years was if I was going to fly my family in clouds, I was going to understand everything there was to know about those clouds.” Does flying with family change the way you fly?
Are you flying enough these days? Based on the pilots I talk to, the answer for most people is a resounding “no!” This goes far beyond the old joke that there’s no such thing as too much flying. Below a certain level of activity, both pilot proficiency and airplane reliability suffer, leading to thinner safety margins and a whole lot less fun.
Today Air Facts is launching an exciting new feature–Speed Records. This contest, based on a similar program from the original Air Facts magazine, is an unofficial and informal way for pilots to claim speed records between 29 major cities. The contest is divided into horsepower classes, so everyone can participate.
I sort of stirred up a hornet’s nest with a recent post about Cirrus airplanes and Cirrus pilots. A few commenters compared the discussion with ones about the Beech V-tail (Model 35) Bonanzas a long time ago. That airplane was actually referred to by many as the “V-tail doctor killer” back in its heyday. As with the Cirrus, the problem was more with pilots than with the airplane.
How do we tell the good FARs from the bad FARs? Specifically, what is the right balance between safety and the utility we all want from our airplanes? And what do you think is the worst FAR of all? Join this lively debate and add your comments.
Talk about a memorable trip. Lawrence Zingesser shares the story of his 1974 trip from New York to Buenos Aires in his Piper Arrow. Although it took 8 days and covered 5700 nm, the flight went relatively smoothly. The bottles of Scotch for the customs agents, didn’t hurt.
You’re a current instrument pilot and you even have one of those fancy WAAS GPSs in your panel. After some practice, you’ve just about figured out this whole LNAV vs. LPV approach deal. But what’s this new LP approach that’s showing up on some approach plates? Have the rules changed?
More than two decades after the Wright brothers made history, only one African American, Bessie Coleman, possessed an international pilot’s license. That didn’t sit well with William Powell, who sought to expose more African Americans to the art of flying. In the process he inspired blacks to take a greater role in aviation, and along the way he formed history’s first all-black aerobatic team.
The real takeaway here–for student pilots and old pros alike–is simple: flying is as safe as you want to make it. You as the pilot in command control how safe you are, not the airplane (nor anyone else, for that matter). Unlike driving, drunks and 16 year-olds can’t kill you in the air by swerving into you. That’s a good thing if used properly.
Drive four hours just to ride 30 minutes in an airplane? Michael McDowell says yes, and did just that when the opportunity arose to ride jumpseat in a freshly-painted Hawker. Read why some flights can only be called a “mission trip.”
This Go or No Go is a little different. The scenario I’ll present is an actual flight I had planned, and I was faced with a tough decision. I’ll show the weather conditions that were forecast and my plan, then I’ll let you decide if you would have flown the trip. Later, I’ll share whether I decided go or no go.
Piper Aircraft Corporation was formed in 1937 by W. T. Piper, Sr. Over its 75 years there have been many ups and downs and changes. A brief history is available on Wikipedia. Here I would like to offer some anecdotes about how I related to the company over the years.
The author, an engineer at Cessna in the 1950s, helped to design the legendary Cessna 172–but didn’t realize it until much later. Read Harry Clements’ fascinating story of how the iconic Skyhawk came to be.
New legislation raises numerous questions about unmanned aerial vehicles (UAVs), most of which are unanswered at this point. How will UAVs “see and avoid” piloted airplanes? What type of airspace will drones be flying in? What is ATC’s role? What are the limitations on who can operate a UAV? Add your opinion.
We asked Richard Collins. We asked Mac McClellan. Now Air Facts has given Sporty’s Founder and Chairman Hal Shevers 11 questions to answer. Both a successful entrepreneur and an accomplished pilot, Hal is well-known for Sporty’s philanthropy in giving back to the general aviation community.
Despite all the safety features it has, from a glass cockpit to a whole airframe parachute, the Cirrus SR-22 has a higher fatal accident rate than most similar airplanes from other manufacturers. Why has this come to be true? It can only be because of one thing: the Cirrus pilot.
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.