“Threat and Error Management” has become synonymous with the airline industry and particularly within the major carriers who, due to the sheer scale of operations, require structured solutions to risk. This does not mean we are risk adverse as an industry; it can’t by the very nature of what we do. But it does mean we have to manage risk in a way that always keeps us in the middle of the envelope.
Only a few years ago, a fully integrated automatic flight control system (AFCS) with an autothrottle was the sole domain of the air transport aircraft and heavy iron business jets. However, today’s AFCS with autothrottle (AT) are becoming common on single engine turboprops. Are you ready?
No matter what you fly or why, you’re certainly doing less flying now as the country tries to survive the Covid-19 virus. So how can we get the most effective practice and proficiency retention out of the limited flying we can do? Practicing landing is important, for sure, but I think there are some other maneuvers that can test and refine your skills more effectively in less flying time.
The desire to fix what had been broken ceased upon my nerves and now my multiple thousand hours melted away and I felt I was back in training. A certain drift of scent that emanates from failure hit me square in my nostrils and I realized that the glide path indicator had drifted down to the lower end, in accordance with a required missed approach. Damn!
We are now at the cusp where combining capable simulators with high-powered compute environments can enhance safety in aviation. Consider this—can flight simulator data tell us more about yet to be known opportunities that can improve airspace safety; or tell us more about how to prevent loss of control incidents; prevent communication lapses from turning into serious issues?
Fighter pilots are some of the most skilled aviators in the world. But just because you’re not a fighter pilot doesn’t mean you can’t borrow from their tool set. Whether you’re a 100-hour general aviation private pilot or a 10,000-hour commercial pilot, it behooves you to think and perform like a fighter pilot in some key areas.
Older pilots may wonder why they used to be able to refer to “decision height” on an approach chart rather than “decision altitude.” Or why they now have to refer to their home airport, as I do, as “KFDK” (Frederick, Maryland), rather than the old “FDK.” What my pilot friends are dealing with is the work of a fairly obscure international agency, created under the auspices of the United Nations.
Say your airspeed. Seems like a simple question. And it’s one controllers often ask when separating in trail airplanes in busy airspace. But there’s nothing simple about airspeed. There are at least four kinds of airspeed—indicated airspeed (IAS), calibrated airspeed (CAS), true airspeed (TAS) and Mach. Each value has significance to pilots.
Proficiency is a story of safety through constant practice, of acquiring experiences and then putting these experiences to hatch their possibilities. These experiences however must be taught to the “habit monster” within us to have the element of precision baked into them. All other non-precise experiences are side shows.
A real hardware/software failure of an autopilot could lead to a dangerous situation, but so can pilot mismanagement of a fully functioning autopilot. The results are essentially the same in either situation—the pilot in command is not fully in control of the airplane.
Pilots often only associate stalls with the slow airspeed regime of the energy envelope. That’s why it can be misleading when instructors caution students to, “watch your speed or you’ll stall” because an airplane can be stalled at any airspeed, in any attitude.
If you’re asked about the minimum ground turning radius of the airplane you fly, you probably know the number or at least you know where to find it in the Pilot’s Operating Handbook (POH). What if the question is about the minimum turning radius when the airplane is flying? The answer might not be that simple, given the number of factors it depends on.
I didn’t really need to be able to copy Morse code at full speed to recognize the two or three letters used to identify aviation navigational aids. Nonetheless, I thought I would give the Koch method a try and learn at low full speed. At the time I thought, “What could it take—a few weeks of working on it in the evening?
In the unlikely event that you encounter an emergency like the one Sullenberger was faced with, there are a few things that need to be processed immediately and without hesitation to ward off a disaster. Let’s first ask the question: when would a pilot face such an emergency?
It was pretty obvious that some folks hadn’t cracked open their respective book(s) in a long time. Those who had studied their documents, tended to be familiar with the BIG PRINT stuff, like their Normal Procedures sections and Emergency checklists, but were not so well-versed when it came to the various Notes, Warnings, and Cautions found throughout. There’s a lot of free, but hard-earned, wisdom in that fine print, all intended to protect life and limb.
A CFI friend who worked with me on this rating told me that I would probably ruin the lives of my students for the first 100 hours that I instructed. It was true, but hopefully not that bad. As of this writing, I have over 700 instructing hours in most every single-engine trainer out there, and I have evolved in my thinking about this whole business of training homo sapiens to safely take to the skies.
I’m sure you’ve seen video of a Boeing 737 lifting off as yet another news reader drones on about the MCAS troubles in the MAX version of the world’s most popular airliner. If you watched closely, you have seen what looks like a wire or tube with a cone on the end trailing from the top of the rudder.What the heck is that thing, and why is the 737 dragging it through the air?
Wolfgang Langewiesche is famous for writing the bible on flying, Stick and Rudder. He was also a friend of Air Facts founder Leighton Collins and a frequent contributor for the magazine. In this detailed article from 50 years ago, Langewiesche offers some timeless tips for flying in the mountains.
Today, tablets running EFB applications are common in cockpits. However, students wanting to become proficient with EFB use are left to search for training videos on YouTube and to experiment with it in flight. They are hard pressed to find a CFI who will not only teach them how to use an EFB, but also how to manage its use in the cockpit. Until recently.
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.