I don’t think that I believed I would ever see a search as long, expensive, and detailed as the one for the Malaysian 777. I did, though, in my time in the business, have some interesting experiences related to searching for lost airplanes.
The crash of a DHC-8-400 (Q400) on approach to Buffalo, N. Y. brought on the all-time most egregious case of smoke and flames rulemaking by the FAA. It was dictated by Congress, it makes no sense, and it will have a lasting deleterious effect on air service to smaller cities and on airline flying as a profession.
We have been inundated by speculation on the missing Malaysian 777 but nowhere have I seen the event connected to another eerily similar event from over 50 years ago, on March 14, 1962 to be precise.
Why was I happy to see a report that the longtime Wichita, Kansas, FBO, Yingling, would soon have a Subway at its facility?
I have found that the safety record of an airplane relates more to who flies it and what they try to do with it than anything else. Maybe the pilot is 90 percent of the equation and the airplane ten. When thinking of it in this way, the Mooney 20 series is by far the most diverse airplane in the fleet.
In the summer of 1960 a 24-year old Air Force jet fighter pilot, Richard Bach, submitted an unsolicited article to Air Facts. It was the beginning of an incredible writing career. Here, Dick Collins tells Bach’s story and we republish his very first Air Facts article.
Everyone who writes about aviation safety eventually comes around to the subject of risk management. The FAA wants CFIs to teach it using checklists, which is hardly realistic. The simple truth is that risk management can be done only through a deal the pilot makes with self.
I was challenged to write something like this a while back and spent time looking at blank screens before finally formulating an idea. The challenge was to write about the good, but I feel compelled to write about some of the good and the bad.
Where? Simple. Ice is where you find it. As pilots we have to accept the fact that ice will be forecast when it is cold and there are clouds but if we are to get any utility out of our airplanes in the wintertime, we have to develop the weather wisdom to recognize the times when ice is likely and when it is not.
Dick Collins spent decades flying through ice in piston airplanes, and says he had “only a few truly memorable ice encounters.” In this fascinating and educational article, he shares the lessons he learned–and some advice you won’t read in any textbook.
In a posting about the future and the relationship between present and past costs, I referred to transportation airplanes as those cruising at 140 knots or more. At least one reader questioned this and noted the value of slower airplanes for transportation, at least over shorter distances. Was he right?
When Bob Buck’s book Weather Flying was released in 1970, it became an instant classic. Wolfgang Langewiesche said of it, “Other books explain how weather is made; this book explains how weather is flown.” Truer words were never spoken.
Let’s look at some of the things we can do to minimize the chances of hurt while instrument flying. All along the way, remember that an important part of the operation is to continually ask yourself what comes next and what comes after that, and on and on.
Those first rays of sunshine after a storm passes are a welcome sight indeed. There is hope and the promise of better things ahead. Is there any chance that general aviation could be about to fly into clearer weather?
To show that things do happen in threes, there have been two more high-profile accidents on visual approaches since the Asiana crash. These accidents are equally thought-provoking and offer more lessons to learn.
Paul Poberezny, the legendary founder of EAA and the father of the Oshkosh airshow, died last week at 91. Here, Richard Collins–who knew Paul for over 45 years–reflects on his accomplishments in aviation and the legacy he leaves behind.
One thing about tailwheels that is not true is that you aren’t a “real” pilot until you have mastered a tailwheel. It’s not what you fly but the care and precision with which you fly that makes you a “real” pilot. It can even be done in an Ercoupe or a Tri-Pacer.
The question I have relates to serious accident activity in general aviation. We all know that the accident rate does not vary by much so the number of fatal accidents tells us a lot about flying activity. What has happened here during the economic collapse and rebound and the general aviation collapse without a rebound?
The fact of the matter is that the airplane crashed on a beautiful day, there was apparently no mechanical failure, and the public feels entitled to all the speculation that anyone cares to offer. That is just the way things work. From what is known, the crew just turned in a truly lousy job of flying.
After every landing we’d all like to hear that it was a flight well flown, even if the pronouncement comes from self. In the past, I have written articles about self-grading of all flights and have always thought that a pilot can be a great judge of himself—if he is objective.