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.
Early last summer, I had to leave a 421 with a mechanical problem in the middle of the Pacific and wrote about it on these pages. Maintenance dragged on for another six months before the airplane finally was ready to fly, delaying delivery from Subic Bay, Philippines, to the U.S. mainland beyond any reasonable expectation.
I’m about to lose a long-time friend and, in its own inane way, it’s kind of sad: My old denim flying jacket has gone past TBO, and I don’t think it can be saved. It’s been with me for over 2,000 hours, and it’s not going to feel right flying in anything else.
A leading aviation expert’s collection of informal, but educational, articles
I’ve been privileged to call Rod Machado a friend for the last 20 years. We first worked together during the launch of ABC TV’s Wide World of Flying TV series back in the mid ’80s. Together with host and ABC senior VP Phil Boyer (now president of AOPA), director Dave Jackson (now president of King Schools), TWA captain Barry Schiff (now retired) and later, warbird enthusiast Jeff Ethell (sadly, no longer with us), Rod and I enjoyed seven happy years of playing to the TV cameras.
Does self-induced pressure to continue a flight supercede everything else?
The difference between a safe pilot and one with an enhanced chance of becoming an accident statistic often is found in the ability to detach oneself from the emotional and social aspects of flying. Have you properly planned for the flight or will you be playing catch-up once you get off the ground? Are your qualifications and experience sufficient for the expected flight conditions?
If you’re dreaming of learning to fly someday, stop stalling and start now
I get lots of e-mails asking me odd questions, and there is one I get at least once a month in one form or another. This time, it said: “I’m thinking about learning to fly. Should I wait until my daughter graduates from college?” This is a question without an answer. Well, that’s not exactly true because there are a dozen ways to answer it, but obviously, there isn’t a one-size-fits-all answer.
Using average weights for calculations may not keep the aircraft within safe limits
Barely a day goes by without a story in the news about obesity in America and how people are putting on more and more weight. Not you and me, of course! Nevertheless, it’s an important issue in aviation.
The NAA is leveling the playing field for pilots who would like to set national records
Speed! It’s the reason that many of us fly. For most pilots, faster is better. I raced stock cars as a kid, sports cars as an older kid, and the current, much older kid would be racing unlimited air racers but for a lack of money.
One consequence of the nation’s economic downturn and the accompanying slump in general aviation was that some maintenance shops were forced to consolidate or close down, and many mechanics had to consider alternative careers. The result for airplane owners was the increased difficulty in obtaining high-quality maintenance services at a reasonable cost.
Wow! I just returned from the airport where I had to cancel a hop because the clouds were down around 700 feet and it was raining. This is spectacularly unusual for me. In fact, in 12 years of flying here in Arizona, it’s only the ninth time weather (usually it’s the wind) has stopped me from flying with a student.
Does it ever seem as if you must’ve been standing behind the door when God passed out tail winds? Sure seems that way to me most of the time. Logic and the laws of probability might suggest you should experience tail winds and head winds in about equal proportions, but it never seems to work that way in the real world.
Being a hangar potato is actually hard work! No, really!
Until recently, I was convinced that the only exercise I get is pushing a computer mouse around between trips to the refrigerator (it’s a rule that periods of procrastination can only be interrupted for fridge trips). Last week, however, while defending myself in a conversation with a student who insisted golf was good exercise, I arrived at a startling realization—I actually do exercise, but it’s disguised as flying.
It’s both the pilot’s and mechanic’s responsibility to find faulty equipment
While the FAA makes the pilot responsible for determining whether or not an aircraft that he or she is about to fly is airworthy, the pilot must rely to a great extent on what others have determined about the airplane. It’s relatively easy for a pilot to check paperwork to determine whether or not an aircraft has undergone required inspections, to check that compliance with airworthiness directives is current and to ensure that required documents are on board.
Each summer for the last half-dozen or so, I’ve had the privilege of flying the North Atlantic with one or two clients. Last summer, I made two such round trips, the first in a Turbo Arrow to Versailles, France, and the second in a Cheyenne IIXL turboprop to London. For most pilots, the trip is a long-term dream, something they’ve been planning for a year or more.
Ferry flying may seem glamorous, but Tony Vallone’s book tells the truth
It seems every aviator I know would like to be an international delivery pilot. Each month, I receive more e-mails and letters on the subject of ferry flying than on any other topic, and that’s been the pattern for 20 years. I hear from every segment of aviation: new pilots with the ink barely dry on their private tickets and retired; 20,000-hour airline types; bored accountants hoping to change careers; charter pilots looking for a more exciting job; prospective aviation soldiers of fortune; and admitted aviation bums like me.
The NTSB has released its final report on the October 25, 2002, accident in which U.S. Senator Paul Wellstone of Minnesota and seven others were killed at Eveleth, Minn. The twin-engine turboprop King Air A100 didn’t have a cockpit voice recorder, so there was no possibility of investigators learning what the pilot and copilot might have said to each other about the way things were progressing during the VOR approach to Eveleth. Investigators had to rely on other things to figure out what caused the airplane to experience an aerodynamic stall at a critically low altitude. In reconstructing the accident scenario, investigators used radar data, ATC audiotapes, aircraft performance numbers, interviews and a large body of experience derived from investigating other accidents.
Amazing reminders of all things beautiful and powerful
Although I’ve made some slight progress in learning to fly during the last 38 years, I’ve never even come close to understanding weather. Naturally, I’ve read Bill Kerschner, Guy Murchie, Bob Buck and a number of other authors on the subject, and I appreciate some of the principles involved, but dealing with weather in a real sky is a very different animal from reading about it in books.