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.
Checklists are great, but consider this: can you locate all of the circuit breakers mentioned in the procedures in less than five seconds? Why not? It’s a bad idea to hunt for circuit breakers during an abnormal situation.
In our 24/7 world, some promoters of aviation have tried to sell flying as an extreme sport, packed with thrills and constant action. This is misleading, but it’s also an unhelpful mindset for the cockpit. As a recent training flight proved, sometimes you have to be comfortable doing nothing.
The better we are prepared for mildly unusual conditions, the more equipped we are to face them at short notice. I feel that the introduction and practice of atypical scenarios in aviation during training and maintenance of currency is invaluable, and encourage pilots to exercise the following situations carefully, possibly in the presence of a CFI.
The facts I am about to tell didn’t happen to me. They happened to a very close friend of mine whose determination, clear thinking and excellent airmanship contributed to save the lives of four people on board a Cessna 172 and probably some other lives on the ground.
“Flying is boring,” said no pilot. Ever. Although most will agree that on a long VFR cross country flight, there are stretches of time when your mind can wander. Other than doing the usual drill during those lulls, here are some suggestions to put slack time to good use. In classic David Letterman style, here are the top 10 activities for a cross country flight.
Today, those seeking private pilot training have choices. There is now a fork in the road created by the introduction of TAA. Take the left fork to good old-fashioned seat-of-the-pants, look-out-the-window, finger-on-the-map flight training. Veer to the right and enter a world where bright lights, buttons and knobs take center stage.
VFR pilots operate in the same airspace as commercial IFR jet aircraft without having to ever hit the push-to-talk button. Most of the time things go just fine and the two operate without running into each other. Not having a requirement to talk to anyone doesn’t alleviate your responsibility as a small airplane driver to understand the airspace around you, though.
Some time after having served as a bush pilot and mechanic in the tropical rain forests of Borneo as well as in the high mountain regions of Papua – Irian Jaya for a few years, I was asked to present a lecture to a symposium of the Christian Pilots Association CPV in Germany, to broach the issue of advantages and limitations of helicopter operations in mission aviation.
Before I obtained an instrument rating and began using IFR charts, I, too, relied primarily on visual cues; I never paid a lot of attention to actual geodetic elevations of obstacles and terrain. This type of “feel-as-you-go” operation is fine in good, daytime visibility. But in darkness or reduced visibilities, it can quickly lead to disaster. Simply said, when the visibility goes down, you need a better plan.
Single Pilot IFR is one of the most dangerous types of flying in general aviation, because it requires high workload and multitasking. The human brain is always more effective when it can focus on one thing; that one thing should be flying the airplane. Over the years I’ve found five key phrases that, when told to ATC, reduce workload and make IFR much easier.
The detail and depth of a preflight inspection can vary from day to day based on the type of airplane we are flying, where that airplane is parked, and even whether recent maintenance has been conducted. Let’s talk about our preflight attitude or mindset for renters/flying clubs/partnerships, individual owners, Part 135 or Part 91 corporate operations, and airplanes fresh out of maintenance.
Instrument pilots obsess about approaches: if you can keep those needles crossed all the way down to 200 ft, you must be a good pilot. While shooting an ILS to minimums is an important skill, this all presupposes you managed to depart safely. Unfortunately, NTSB reports prove that’s a big assumption – each year, a few pilots tragically learn that IFR departures aren’t as simple as they seem.
As the adage goes, the superior pilot will avoid demonstration of superior skills through superior judgment. The pilot who is extremely nervous before every flight may have a genuine concern for their ability, but a pilot without any self-questions or ongoing self-assessment may be supremely confident, yet much more dangerous. The best pilot is somewhere in between.
Have you flown a circle-to-land approach recently, for real? By any chance did you notice that down in the profile view at the bottom, where the circling minimums are shown, the letter “C” is now in bold and it is just slightly larger? You might have missed it.
Most pilots aren’t dare devils, but sometimes the only way to learn an important lesson is to scare yourself just a little. That doesn’t mean we should seek out frightening experiences, only that we should try to learn from them when we inevitably stumble into one. Here are seven common ways to scare yourself in an airplane, and I’m sad to say I’ve experienced all of them (but only once!).
I tell people that I have learned more about flying in the time I have owned an aircraft than all the years before. Do your homework, and the day you become an aircraft owner will likely be one of the happiest of your life without another being the day you sell it!
If you are a flying family, or want to be one, you will quickly realize that there is very little information online about flying with kids. I can tell you how much flying with your family is great, amazing, rewarding etc., but you probably don’t need too much convincing – you need the HOW. So here is my HOW.
Instrument training is demanding, but at its most basic the goal is quite simple: keep the wings level and the needles crossed. Do that a few times with an examiner and you can pass the checkride. But if your goal is to really use your instrument rating (and do it safely), there’s a lot more to consider.
What can I do, a measly college student, who can only fly every so often? How can I stay current and make sure that the next time I sit behind the yoke again, be it tomorrow or a year from now, I can be assured I’ll know what to do?