You go up in the air with a whole bunch of fuel burn and then coast down with a bunch less. But in that bunch less is a major wizardry of airmanship. How we manage that energy is what determines the difference between the sound generated by the repeating Doppler-effect-engine-power-hog-jock and an aviator.
We are taught the 4 C’s of aviation in primary training. When faced with difficulty, such as getting lost or flying VFR into IMC, the safest course of action is to Climb, Communicate, Confess and Comply with instructions. But there is another set of C’s that has become more relevant to me as my flying experience has progressed.
A recent legal interpretation by the FAA’s Office of Chief Counsel (dated June 13, 2018) addresses the rule on operating an aircraft with any inoperative instruments or equipment, FAR 91.213. It gives us an opportunity to review this sometimes complex rule that has bedeviled many general aviation pilots and owners for years.
Humans make mistakes. We always have and always will. We have to use our training and skills to recognize the fact that we will make errors, recognize those errors, use techniques to minimize errors and mitigate any negative outcomes caused by those errors. There are many methods and tools to accomplish this, but let’s focus on the management of the “threats.”
In order to obtain the “NASA form” waiver of a disciplinary certificate suspension or a fine, the matter must not have involved an “accident.” This exception has caused some confusion because NTSB’s definition of an accident is narrower than commonly understood.
After presenting a mid-air prevention seminar at more than a dozen locations around the country, I’d like to highlight some observations and issues that came up during our discussions. First, we’ll review what the regulations say, then we’ll break them down and look at how they might be applied in specific scenarios.
The good news is that the FAA is currently operating under a new, so-called “Compliance Philosophy,” showing a kinder and gentler treatment of those charged with potential violations of the Federal Aviation Regulations and other aviation laws. However, the bad news is that FAA enforcement of the laws and regulations is still alive and well in many cases.
The control of the aircraft during any approach and touchdown determines the difference of landing or crashing. A controlled aircraft flown to and through touchdown is a landing. An approach which stalls the aircraft at any time prior to touchdown will result in a crash. A crash is the aircraft falling uncontrolled to the surface, even just a few feet.
The very design of flight director systems concentrates all information into two needles (or V-bar) and in order to get those needles centered over the little square box, it needs intense concentration by the pilot. Normal instrument flight scan technique is degraded or disappears with the pilot sometimes oblivious to the other instruments because of the need to focus exclusively on the FD needles.
While not a genuine stick-and-rudder skill, being good at talking on and – equally important – listening to the radio is a crucial ability to have as a pilot. There are many ways to improve your radio procedures, even when not actually in the cockpit. Here are some great free resources to help pilots of all skill levels improve their communications skills.
During pilot training, some aviation procedures are dutifully explained, yet the context around the procedure is lacking. By “context” I mean the reason, possibly historical, that a rule, process, or procedure is in place, typical scenarios of use, and modes or mechanisms of failure. One prominent example is that of “Special Visual Flight Rules.” Few other procedures elicit mystery and wonder from fellow pilots, wondering how or why these secret code words could be used.
“The pilot in command of the aircraft shall be directly responsible for its operation and shall have final authority as to operation of the aircraft.” Encoded here is that singular autonomy, that point of application of free will, that has not changed through eons despite all of the changes in the architecture of man-machine interface as well as the changes in management theory and even the emphasis on crew resource management.
The US and Canada have harmonized a lot of the airspace rules and procedures to ensure seamless, safe travel between our two countries. However, I recently discovered some subtle differences between the US and Canadian rules while converting my US IFR rating to the Canadian equivalent that anyone who plans to fly IFR in Canada should probably know.
I’ve always been fascinated by flight planning. Dead reckoning in its purest form. It’s time consuming, but it allows you to get involved in the flight well before the wheels are up. It also acquaints you with the airplane you’re going to use, its performance and specifications.
Have you ever botched taxi instructions? I cannot count how many times I have made this mistake. The most prominent one I can remember was at Seattle (KSEA) in a King Air many years back. I called ground, proceeded to butcher the response call, and, because it’s a Class B airport, I advertised to the world I was an amateur.
Think about the excited guest or family member about to have that first airplane and/or glider flight. Most of the people who visit our glider field can fall into a few different categories, and each category has different backgrounds and expectations.
One of the things I used to dream about before getting my license was to fly my wife and two-year old daughter around, sharing the experience of flying together. I would daydream about flying off to a fun destination, grab lunch (and coffee) and then enjoy a nice flight back to the home field. I often questioned if having an enjoyable flight was doable with a two-year old.
During the last several months, I traveled around the country presenting an AOPA safety seminar on non-towered airport operations. I had some pretty interesting encounters/discussions with other pilots during my seminars. This subject seemed to inflame the passion in a lot of folks. I’d like to share some of my observations with you.
Security makes getting a Center, TRACON or tower tour increasingly difficult, but I have done it several times dating back to my first tower visit (VNY) in 1965, and I think it is worth the effort. It is fun, educational, and can enhance safety by allowing you to spend time in the shoes of the guy or gal on the other side of the frequency. My Denver TRACON visit was no different: I learned stuff, had a great time, met some wonderful people… and got an interesting safety lesson that I would like to relate here.
Sam was wise beyond his years and decided to show me what it’s like to fly over the Florida Everglades, at night. We departed our east coast airport in a cozy 152 and headed west toward our normal practice area. So far, so good. As the saying goes I was fat, dumb, and happy enjoying the smooth night air when suddenly all sense of relative motion was lost. I felt as if we were hanging by a string in a dark closet.
