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In March 1997, our unit was going through recurrent ground school and reassembling from the lunchtime break when the former chief pilot walked in with a pale face and grimly announced to the room, Hey guys, the factory just had an accident. They were taking pictures and collided. They lost both aircraft and everyone on board.

The news hit us in the stomach. We all looked at each other with dismay. The aircraft collided during a photo shoot. Given the beauty of the DC-3s turboprop conversion, I could hardly blame them for wanting to take some airborne promotional pictures.

Witnesses saw the aircraft at approximately 500 feet to 700 feet agl flying close together headed north. The D…

There isnt a pilot out there who doesnt harbor a flying fantasy of some sort. Some dream of bouncing around the country in a J-3 Cub. Others want to fly the biggest jet or the hottest stunt plane or fly every kind of aircraft that can still stretch the chains of gravity.

For a relatively large number, nothing gets the blood pumping like the prospect of manhandling a warbird through tortured paces, drawing a bead on some unlucky prey like the ultimate computer game come to life. It is for these people that an entire segment of the aviation industry was born.

Fighter fantasy flights have been offered in various locations around the country for years. Usually staffed by ex-fighter pilot…

Sometimes you look at an FAR and have to scratch your head. What, you ask yourself, can that possibly have to do with flight safety? The various rules, placards and limitations seem to be written more for the FAAs lawyers than for pilots and their passengers.

Sadly, many of the notes, warnings and cautions in aircraft manuals and some of the FARs are written in blood. But violation of an FAR doesnt automatically mean that the flight was unsafe. It all seems so confusing.

When I was a private pilot, a lot of the rules seemed difficult to understand. It took an instrument rating before I understood control zones. It took a flight engineer certificate and a graduate school education…

Flight instructors spend hours discussing, drilling and training for handling in-flight emergencies. Things like engine failures, instrument malfunctions or electrical meltdown occupy an important part of the syllabus.

But what about the nagging little (and not so little) problems that crop up on the flight deck? Problems in the avionics often pose no dire threat to the safe conclusion of the flight, but represent a hazard based on increased workload and distraction. Then again, sometimes the little problems are just an appetizer for an entree of trouble that may be just around the corner.

There are many common problems with avionics that any pilot can troubleshoot and fix. Others may…

Have you ever had a bad air day where something comes out of left field and smacks you in your unsuspecting face?

It usually starts out innocently enough. The weathers good and your plan is to take a leisurely trip 300 miles down the pike. Youve never really had any problems with the airplane before and nothing looks out of place during the walk-around inspection. Both wings appear to be securely bolted to the fuselage, so in you climb and fire up … so to speak.

Even the tower controllers are in a good mood as they tell you to taxi to runway 13L. What could go wrong? In aviation, anything. But what are the odds something serious could go wrong on the ground in the run-up area? Usual…

Most pilots would agree that collision avoidance is desirable. The FAA agrees, and long ago made the desirable mandatory. FAR 91.113 states that all pilots have the responsibility to see and avoid each other regardless of flight plan or aircraft type, when weather conditions permit.

IFR and VFR pilots in VMC have the same responsibility to ensure that no two aircraft occupy the same space at the same time. No excuse will suffice if metal meets metal when visual meteorological conditions prevail. The FAAs logic is similar to that expressed in signs common on Texas ranches that proclaim that trespassers will be shot, and survivors prosecuted.

With this heavy burden upon all pilots, loo…

Pilot incapacitation? Who me? Im in great shape!

Though the greatest threats to pilots still remain alcohol, hypoxia, carbon monoxide and likely side effects of medication, these are conditions over which the pilot essentially has good control.

Among causes in the other category, are vertigo and anxiety. Vertigo is among the most frightening and most completely incapacitating sensations a pilot can experience. Though relatively rare, it is regarded with such seriousness that some types of recurrent vertigo are grounds for denial even of a special issuance medical. Anxiety attacks are subtler but are equally incapacitating. Neither of these conditions gets much press and misinformat…

A safe flight is a puzzle. Put all the pieces together correctly and you can get a pretty picture indeed. If one piece is missing, you can still see the picture, usually. But sometimes, if the wrong piece is missing, the puzzle is ruined. Unfortunately, when a piece is missing from the safety of flight, the price is higher than merely sighing and putting the puzzle box back in the closet.

Pilots love to talk about accident scenarios in terms of chains. Break one link and the chain fails, sending all of the airplanes occupants home to have dinner with their loved ones. Its a nice story. It has closure and finality. Its also a myth.

An accident can also be caused by something as smal…

Its somewhat astonishing to see how many accidents, or at least scary moments, occur on the first flight after maintenance. Perhaps the most striking one is the notorious case of a Navajo, in which the aircraft came out of the shop, took off, rolled over,and crashed, killing the pilot. The investigators discovered that the ailerons were connected backwards – yoke left rolled the plane right.

Its pretty easy to sit back in the cold, hard light of day and think, What a dummy! about that pilot. If the pilot really did follow the preflight checklist and note controls free and proper, theres a lesson for another day about seeing what you expect to see rather than what you really see. F…

Many pilots consider takeoff to be almost a no-brainer. Point the airplane down the runway and advance the power. A little footwork keeps the prop pointed in the right direction, then lift the nose.

Yet from an operational viewpoint, takeoff has proven to be one of the most critical phases of flight. NTSB accident statistics from 1998 – the latest available at this writing – show that general aviation airplanes of less than 12,500 pounds operated non-commercially suffered 262 takeoff accidents, 35 of which were fatal. That year, like each year in the five previous years, general aviation pilots averaged about 22 total and 3 fatal takeoff accidents per month, with no improvement as time p…