Aircraft Analysis

One of the great joys of flying is a routine flight. Im not referring to a flight that went as expected, which undeniably is the greatest joy, Im talking about flying a routine route. If you hop in your plane on a Saturday afternoon to fly to your favorite $100 hamburger location and get a respite from your weekday worries, or a cargo pilot plying a daily route, you probably know the pleasure I am talking about. Pilots who fly routine flights can feel at one with their aircraft, heightening their sensitivity to any little deviation, like unusual engine noises or subtle performance changes with different loads.

The FAAs BasicMed alternative to a traditional medical certificate is an attractive option for many pilots, especially those of us who are now senior citizens. However, we should recognize that medical issues are not the only factors affecting our ability to fly as we get older. Even in the absence of pathology, age alters our cognitive processes: how we recognize and interpret situations, decide on courses of actions, manage our workload, remember crucial information and skillfully execute our plans. We may joke about our senior moments, but many of us wonder if our ability to continue flying skillfully and safely is being undermined.

Im not a native Floridian, so I generally pay great attention to local weather forecasts when they include the words tropical storm or hurricane followed by someones first name. And because Ive never seen such weather-beyond the occasional tropical low that spreads relatively benign wind and rain across the state-Ive decided its a life experience I can do without. So it was in September with Hurricane Irma.

On July 7, 2017, an Airbus A320 operating as a scheduled Air Canada passenger flight and conducting a night visual approach to Runway 28R at the San Francisco International Airport overflew other airliners positioned on a taxiway and awaiting takeoff clearance. As we wrote in our October 2017 issue, Runway 28L was closed at the time; its lighting was turned off and a 20.5-ft-wide lighted flashing X (runway closure marker) was at its threshold. The Airbus lined up for its landing on parallel Taxiway C, which had four air carrier airplanes on it awaiting takeoff clearance-a Boeing 787, an Airbus A340, another Boeing 787 and a Boeing 737. Subsequent investigation reveals the Airbus crew advanced its thrust levers for a go-around when the airplane was about 85 feet above the taxiway; the minimum altitude recorded on the FDR once the go-around was initiated was 59 feet agl. The Boeing 787 is 55 feet 10 inches high.

Over the years, Ive flown in and out of a specific airport on numerous occasions, day and night. Its a well-equipped facility, featuring a tower and a local approach control, along with scheduled service, multiple gates, two full-service FBOs and three runways. The nearby attractions are interesting when I want to stop, the food choices are excellent and the airport is a great choice for conducting practice approaches. Theres only one problem: I cant find it at night.

Beechcraft Model F33A Bonanza/IO-520Cracked Magneto Impulse CouplingDuring a 500-hour magneto inspection, the impulse coupling was discovered to have cracks in its flyweight base plate. The cracks were detected using magnetic particle inspection and appear to have originated from the sharp-cornered feature of the base plate that forms the full advance stop. Slick p/n M3050.Part total time: 565.0 hours

It would be nice if economics didnt force a lot of our flight training into a laser-like focus on getting through the written exam or checkride, and instead encouraged pilots to soak up what we might call extra-curricular aeronautical knowledge along the way. Some of things that can make our flying smarter and less risky just arent on the test. Learning them comes through experience, from a mentor or, if you are a really lucky, a seasoned, lifetime instructor with the time and motivation to go beyond the minimum requirements.

Having owned an aircraft maintenance facility, Ive seen a lot of expensive damage to airframes and engines over the years directly resulting from improper winter care by the owner. Winter flying can be very rewarding and enjoyable for you and your passengers with the proper planning. But if winter flying isnt your cup of hot tea, and your airplane will sit outside, you may wish to consider what you can do to make that harsh…

It seems to be an arbitrary cutoff, 18,000 feet. However that height was originally chosen, its the altitude that defines, at least in U.S. airspace, what we call the flight levels. There are a number of rules that apply to all airplanes flying at and above FL180 but less obvious are some of the real-world considerations protecting you and your passengers as you climb above 18,000 feet-considerations that relate to very real hazards.

Theres nothing quite like hearing the phrase, vectors for the approach. To me at least, this is a calming phrase from an approach or center controller that says, Youre just about there; now well take care of you. On vectors, its easy to let your guard down and lose track of where you are and whats going on, subconsciously delegating those things to that friendly controller.