Have you ever noticed that you become less and less flexible as a flight goes on? Decisions that once would have been easy and stress-free become fraught when you’re close to home. It’s a natural human instinct, but it’s one pilots need to aggressively fight.
Too many pilots exaggerate the difference between analog instruments and glass cockpits, as if it requires a completely new pilot certificate to make the transition. That’s simply not the case – the basics of flying are the same no matter what avionics you use. Focus on basic attitude flying, which, if anything, is easier on glass cockpits with their full-screen attitude display.
I have seen the future, and it works… sort of. The SureFly looks a little like an upside-down octopus, but this hybrid gas-electric octocopter is striking nonetheless. It also represents one of the most interesting ideas in light aviation right now, with a unique mix of big ideas and pragmatic engineering.
On those rare occasions when I am flying solo, I instantly notice how different the whole experience is. The safety record for solo flights is different too. A pilot flying solo needs to approach each flight with good habits and perhaps larger built-in safety margins. For me, that means thinking about four key areas: the condition of the pilot, cockpit habits, teamwork, and personal risk tolerance.
Pilots and aviation lobby groups are up in arms right now about the potential privatization of Air Traffic Control, and rightly so. Unfortunately, these same groups have been much quieter about another government-led aviation disaster, one that has happened right under our noses: the relentless expansion of restricted and controlled airspace.
Radar seems so simple at first: red is bad, green is good. What else is there to know? As any pilot with more than a few cross countries in the logbook knows, quite a lot. While a lot of the problems with radar operation have been solved by datalink weather, few of the problems with radar interpretation have been solved.
What’s the state of the general aviation industry? That’s a question we hear at lot at Air Facts, sometimes by prophets of doom looking for confirmation, sometimes by new pilots trying to get a handle on the community they have just joined, and sometimes by outsiders who genuinely don’t know. Unfortunately there’s no simple answer, but these 12 graphs offer a partial answer.
While apps like ForeFlight and Garmin Pilot can simplify the flight planning process, if we’re not careful they can also make it confusing. We are all our own Flight Service Stations now, forced to assemble weather information, evaluate it, and make a plan. Which sources can be trusted? What do they all mean? How much weather information is enough? To answer questions like these, pilots need more than just a passing acquaintance with Aviation Weather.
Richard Collins once summed up risk management, a subject that now elicits PhD-level jargon, in four simple words: “it’s all about margins.” Shave the margins too close and you’re one bit of bad luck away from an accident. The importance of those margins was driven home for me on a recent flight in a Pilatus PC-12, when I allowed schedule pressure to reduce them just a little too much, but not in the usual way.
When you consider the big picture, you’re really creating a weather hypothesis – an overarching narrative that ties together the various weather reports. Not all weather reports are developed the same way, and not all deserve equal attention. Here are three questions to consider when comparing different weather products.
You have to pay close attention these days to keep up with all the breathless news about “flying cars” and “disruptive aerial vehicles.” The great and the good from the technology world have fallen in love with aviation lately, and their various startup companies have been launching aviation projects at an unprecedented rate in 2017. Do any of them have a chance? Does it matter?
This year’s Sun ‘n Fun Fly-in didn’t have any flashy new product introductions – no $50,000 LSAs or supersonic jets from unknown startups – but there may have been a more important trend unfolding. The vacuum-driven gyro may finally be on the way out. Thank goodness.
Ask a native English speaker what their strategy is for writing a sentence and you’ll probably get a blank stare. After all, most of us don’t read a textbook and come up with a methodical approach to grammar before we write an email. So why do we insist on this same robotic approach when teaching instrument flying?
Becoming a pilot changes who you are, even if you don’t realize it at first. Sure, there are the practical lessons about math, physics, and engineering you don’t encounter in everyday life. But as a recent trip through my logbook proved, aviation offers courses in the humanities as well as the hard sciences.
Everyone likes to complain about the Federal Aviation Administration, and often it’s richly deserved. But for an open-minded pilot who’s willing to ignore the typical pilot talk, there are some encouraging developments in aviation policy right now. If you can find it in your heart, the folks in Washington might even deserve our thanks.
Like a bad golfer who is convinced the latest driver will fix his persistent slice, the aviation community keeps chasing miracle cures for loss of control accidents. But just like that golfer, pilots are likely to find that more practice beats bold new ideas.
Artificial intelligence (AI) is the hot technology of 2016, finding its way into research papers and cocktail party conversations alike. As usual, most talk is either hopelessly optimistic or relentlessly negative (you know a trend is mainstream when you start reading headlines like, “Is fashion ready for the AI revolution?”). Cut through all the hype, though, and pilots can find a lot of reasons to be enthusiastic about AI.
The summer of 2016 may be viewed as the beginning of the end of standard FAA charts. It sounds foolish to make such a bold prediction, but there are some very good reasons to believe a decade-long trend away from traditional sectionals and approach plates has accelerated recently. Technology plays a significant role, but so do changes by the FAA.
Pilots love a good debate. This may be the only thing that isn’t controversial in aviation. Enthusiasm for debates doesn’t necessarily make aviation unique; after all, sports fans are famous for their spirited arguments too. What is different is our need to debate the same issues, year after year, sometimes decades after the facts are settled. Two recent examples are particularly long-running – to the point of being frustrating.
You don’t have to fly IFR at 10,000 feet to travel efficiently by general aviation. I was reminded of this fact after logging 15 enjoyable hours over the past month – all at 500 feet and 100 knots in VFR-only aircraft. That doesn’t mean it was boring. Over the course of two long trips, I had a few speed bumps, and in the process I re-learned some important lessons about weather, decision-making and technology.