“Baron Zero-Two-Foxtrot, the biplane ahead of you is in the pattern and will be turning on crosswind shortly. Turn inside and above him,” said the tower at SDL Airport in Scottsdale, Ariz. “Pitts Papa-Bravo, when you turn, you’ll see a Baron inside your turn and above you, but he should be no factor.”
There are a few airplanes that deserve better than they got, and I’ve always felt the Shrike Commander is one of them. I flew the big twin for the first time on a ferry to Europe 20 years ago, and I was impressed with its handling and comfort.
It hurts when even the simplest things make you feel stupid
What’s the tennis ball for?” asked one of my students. Almost every one of them ask the same old question. I answered, “That’s one of the IQ tests that came with my hangar. You can’t be issued a passing grade around here until you figure it out.”
When it comes to figuring out what caused an airplane to crash, the first and most obvious clues often lead to a plausible, but ultimately incorrect, explanation. A case in point is an accident that occurred on June 15, 2003, at Jeannette, Pa. A Cessna 205 went down, killing the pilot and three skydivers.
It’s a fulfillment of a lifelong and childhood dream
The movie is starting. The cabin is dark with the window shades lowered. I open the ones by me and look down from FL350 at the landscape. I’m on United Air Lines flight 193 and over the Midwest, about two hours after takeoff from Dulles, Va., en route home to Los Angeles after a flight earlier this morning from Syracuse, N.Y., to Dulles.
Am I the only person in the aviation world who has ever gone through, and still goes through, periods of apprehension when it comes to flying? I can even go so far as to say that I’m maybe even a little afraid. In my case, I don’t mean ready-to-soil-myself scared. I mean, I’ll be chugging along at about 4,000 feet, and for the briefest of moments and for absolutely no reason, a little twinge of fear sneaks a quick jab to my confidence. Then, it’s gone.
In the world of flying, the range of experiences and the fun to be had are never-ending
One of the perks of this job is the chance to fly a wide variety of airplanes. My hours and ratings aren’t anything special, but I’m happy that I’ve been allowed to fly a little of everything at one time or another.
Practicing how to handle runaway controls can prevent a major catastrophe
Many private pilots who were trained in airplanes using manual trim wheels, cranks or knobs have transitioned to aircraft equipped with electric trim without being trained to recognize a runaway trim condition. A malfunctioning trim control switch, relay or other electrical component can cause the trim motor to run out of control, ultimately moving the trim surfaces to dangerous positions.
Keeping quiet may be the safest tactic, but it’s not always the best
Exactly what part of the brain controls our egos, anyway? Since I’m not a shrink and simply apply what I’ve seen over a lifetime, I’d have to say that the part that controls our aviation ego is also tasked with the management of our sexual ego. This has to be the case and the reason for our egos because you get exactly the same reaction when you insult, degrade or, in any way, question a guy’s ability in either of those areas.
Underlining the importance of medical certification
When the new sport-pilot rules, which came into effect on September 1, 2004, were under development, one aspect that received loud applause was the proposed relaxation of medical-certification requirements. The promise was that a motor vehicle driver’s license could be used in lieu of the FAA medical certificate under the assumption that if you’re medically safe enough to drive, you’re also healthy enough to fly a light, low-powered, relatively slow aircraft in day-VFR conditions.
Roy LoPresti’s vision of a fast, fun airplane is close to completion
Every once in a while, I’m privileged to fly an airplane that stands out from the pack. While most general-aviation designs are safe, comfortable machines, few are exciting airplanes intended to do more than transport their pilots from Miami to New Orleans, or Chicago to Dallas.
The countdown to next year’s show begins the minute you return home
We had just returned from Oshkosh, Wis., late last night, which is another way of saying that today, I’m going to be nearly useless. There are lots of things to be done, but I don’t have enough energy in order to cope, so screw ’em. That stuff will get done tomorrow.
Lessons gleaned from the big birds can teach us how to become safer pilots
A Boeing 727 is different from the airplanes that most of us fly. Nevertheless, there are some things that we can learn from the NTSB’s recently completed report on an accident involving a FedEx cargo 727, which was flown into trees and terrain during the pre-dawn hours of July 26, 2002.
Experience and new technology don’t protect a pilot from basic blunders
No question about it—the exponential expansion of aviation technology in the last dozen years has been nothing short of amazing. If anyone had suggested at the beginning of the 1990s that avionics manufacturers would be offering dual GPS and multi-function displays in practically every new airplane by 2004, most of us would have laughed and said, “Yeah, right.”
Sometimes, being in the right place at the right time is a spiritual experience
We were in the pattern and just in the process of turning downwind from crosswind when the tower said, “Eight-papa-bravo, you’re number two to a Liberator that will be crossing over the airport to join downwind in front of you. He’ll be doing a low pass.”
The NTSB’s latest safety recommendation targets the dangers of carbon monoxide leaks caused by defective exhaust systems
Against the background of an aging fleet of general-aviation, piston-powered airplanes, the NTSB suggested that it’s time for the Federal Aviation Administration (FAA) to take a closer look at engine mufflers and do more to eliminate potential hazards posed by mufflers that have deteriorated.
Understanding the signs of hypoxia may just get you out of trouble
One of the subjects that is frequently emphasized in the materials that are published by the Federal Aviation Administration’s (FAA) Aeromedical Education Division is hypoxia, which is more commonly referred to as “oxygen starvation.” The FAA points out that hypoxia is insidious in its onset. It sneaks up on you, and you lose the ability to sense that something is going wrong.