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.
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.
There is a lot of talk about flying clubs these days. Over 50 years ago, Dick Collins helped run the Fort Rucker Flying Club, and he offers some thoughts on what made this club successful. Can it be repeated?
The FAA has rediscovered the fact that the general aviation safety record is not good many times. Each time, they come up with things that need to be done to shape us up. In the latest utterance the FAA proposes seat belt air bags, angle of attack instrumentation and two-axis autopilots.
The video of the 747 crashing after takeoff from Bagram Air Base in Afghanistan is hard to watch. As pilots will do, after watching the video I came up with an idea on what I thought might have happened.
It might also be true in other areas, but it has always seemed to me that general aviation is littered with more broken dreams than any other field. As an observer for about 60 years, the length of the list of failed projects amazed me when I wrote down the ones that I remember.
I took Ann for her first ever airplane ride on May 30, 1956, in my Piper Pacer. I had been flying for five years then. A couple of years later we got married and she had really signed on. I took her for her final airplane ride on August 19, 2007.
Names for various airplanes have always been interesting to me. After WWII, Beech came up with the hands-down best name ever for an airplane: Bonanza. It flies on 67 years later and is, and has always been, a survivor. That is probably because the airplane is as good as the name. My second choice in the name game is Gulfstream.
When we let the electronic systems fly the airplane, we are still flying, if by proxy. That means that a big part of the pilot’s job is to fully understand the computers we use to tell the autopilot what to do. That puts the operation of the flight control system squarely in the “airmanship” category.
To say that Jim Bede was controversial is an understatement. Some called him a visionary, others had descriptions that were not so kind. The undisputed fact, though, is that Jim Bede excited and then disappointed a lot of pilots in the 1970s. He was a hard guy not to like and he exuded infectious enthusiasm even if he didn’t always deliver.