The biggest problem I used to have as a pilot was landing at different airports. I used to say, “I hate this airport; the runways are different…” Strange but I never have problems parking my car in a different lot, with spaces that face a different direction than my normal office lot. I still have to put the car in the middle and pointed straight!
Most pilots don’t really understand the relationship between airspeed and angle of attack. If they did, we would not have the loss of control accidents that we do. We fly strictly by numbers because we were taught that way. Very few flight instructors have any experience or knowledge in this area.
Despite the obvious benefits of using checklists, many pilots fail to recognize the real cognitive value of checklists lies in the process of creating them. One of my favorite activities when purchasing or transitioning to a different light aircraft is creating my set of checklists for it. Having completed six now, I have a pretty good idea of the process.
The most critical skill in aviation safety is making good decisions, both before flight when time is plentiful and in flight when circumstances change and we may be rushed. The ability to generate and decide between diverse options (often with incomplete information and in the crunch) is essential to mitigate risk and achieve a safe outcome.
I was TERRIBLE at landings. Not just bad–TERRIBLE. I either stalled the plane at three to five feet (or more) above the runway or drove right into it. My airspeed control was marginal. My sight picture was non-existent. Here’s how I got better.
As much as we romanticize night flight, it’s not something most pilots do very often. It’s foreign territory, and the poor accident records backs this up. So what can we do to fly safer at night? Let’s consider terrain, spatial disorientation, weather, fuel and fatigue.
I have a healthy fear of running out of fuel and I do everything I can to be sure there is fuel left in the tank when I land. One of the best improvements I made had nothing to do with the airplane at all, but instead was a cheat sheet for quickly finding True Airspeed to trim the airplane and to determine engine fuel flow.
Let’s look at some of the things we can do to minimize the chances of hurt while instrument flying. All along the way, remember that an important part of the operation is to continually ask yourself what comes next and what comes after that, and on and on.
Experienced tailwheel instructor Anandeep Pannu says, “We need something to keep us honest–and I think a tailwheel trainer fits that bill.” He offers a number of reasons why tailwheel airplanes make better pilots, and offers some detailed tips for being a better stick and rudder pilot.
The sight picture of the approach end of the runway was perfect. The speed was perfect. It was a great day right up to the point where the innocence of the moment was lost. There was a flash of something, followed by quite a bit of noise, followed by the feeling that our Cub was injured and being jerked around.
Remember LP approaches? Last year we shed some light on these obscure but increasingly common instrument approaches, which are part LPV and part LNAV. At the time, this was mostly an academic conversation–nobody could actually fly an LP approach. But that’s about to change.
In an industry famous for its ridiculous acronyms, ADS-B stands out for being uniquely confusing. Everybody uses the term, but few really know what it means. So what is ADS-B? Why should you care about it? Can you just ignore it? No.
Do you fly with SOPs? Standard operating procedures (SOPs) are commonly used in the corporate and airline flying world, as a way of formalizing the do’s and don’ts of a flight department, but they can be very useful for private pilots, too. Here are eight SOPs I follow when I fly IFR.
Brent Owens, a new Air Facts writer, offers an introduction to Threat and Error Management–“defensive driving for pilots.” He says it’s not just for airline pilots, and that through anticipation, recognition and recovery, pilots can improve safety. Read on to learn what it’s all about.
You’re a current instrument pilot and you even have one of those fancy WAAS GPSs in your panel. After some practice, you’ve just about figured out this whole LNAV vs. LPV approach deal. But what’s this new LP approach that’s showing up on some approach plates? Have the rules changed?
The go-around. Also known as the missed approach. I’ve never understood the panic that the go around instills in non-pilots. I ride in the back of airliners to and from work every week and go-arounds sometimes happen. The gasps, white-knuckles, and wide-eyed gazes directed at the flight attendant(s), during this maneuver seem unwarranted, but it happens every time.
So if for the past 65 years we have been able to fly and land electronically, we should be able to teach a chimpanzee, or at least a pilot, how to do it with no trouble at all. That we can’t do this is illustrated by the fact that there are more accidents on landing than in any other phase of flight.
Both the FAA and NTSB tend to suddenly discover things that have long been a factor and make a big deal out of them. One or more accidents usually gets this ball in motion. The latest hot button, from the NTSB, is what they choose to call tailwind landings. In what could have been a deadly serious accident, but wasn’t, an American Airlines 737 went off the end of the runway at Kingston, Jamaica.
An experienced iPad pilot and flight instructor shares twelve of his most useful tips for flying with the iPad. With everything from a simple pre-flight check to a handy “night mode” for viewing charts, there are plenty of tricks for both new and experienced users.
Crosswind landings are a real challenge and making a perfect one is every bit as satisfying as a flawless ILS to minimums or a graceful eight-point roll. As a student I had a hard time learning to do them and later, as an instructor, I had a hard time teaching them. You simply can’t talk as fast as you have to think when landing in a gusty crosswind.