Features

Its every motorists nightmare, breaking down in an Audi in a rural town where the only mechanic knows only tractors, Fords and Chevys.

Surely, pilots reason, the same thing cant happen to airplanes. The technology is usually more familiar and the mechanics are more worldly. Besides, the FAA makes sure mechanics know how to fix airplanes, right?

If you believe that, youd better stick to a factory-standard 1978 Cessna 172.

The fact is that modifications done to airplanes through supplemental type certificates and even Form 337s can give mechanics headaches. Although the vast majority are straightforward installations that are intuitive to remove, service and replace, there are en…

At a recent international symposium on aviation human factors, one of the interesting sessions described an FAA study attempting to answer what traits might predict accident prone pilots.

A number of large aviation organizations – airframe manufacturers, airlines, pilot organizations and the NASA Ames human factors directorate – sent representatives to engage in what turned out to be a lively and interesting discussion. In the study, more than 4,000 pilots were asked to answer various questions about their background, training and attitudes. Among those who answered the survey, about half had experienced an official accident. The survey was structured to obtain a fairly representative s…

Take an 80-degree summer afternoon, clear skies, high pressure and light winds. Add an airplane, a friend or spouse, and pick a destination a few hours away. While youre at it, throw in the family dog.

This is a scenario many general aviation pilots would consider the ultimate in personal aviation – the perfect time to embark on what may be the perfect trip. For one Colorado pilot, however, the prognosis wasnt so sunny.

The pilot had accumulated more than 14,500 hours, many of them as a Part 135 helicopter pilot. He had single and multi ratings and instrument ratings for both airplanes and helicopters. He had once been a flight instructor. Even though he was retired, he still held a…

Just for fun, ask an instrument student to describe the single most confusing part of learning to fly instruments. Then ask a veteran instrument pilot to describe the single most confusing maneuver involved with instrument flight. Odds are youll get the same answer: holding pattern entries.

Holding patterns just dont get any respect, which isnt surprising considering theyre a last-ditch effort to salvage a route thats in jeopardy because of traffic or weather. Controllers dont like stacking up airplanes, and pilots certainly dont like droning around in circles for $100 an hour.

Sometimes holding is a necessary evil, but many instrument pilots secretly quake at the thought of t…

Most airplane owners whove been in the game awhile have a history. Even those with money to burn rarely start out with a high-performance single or a twin as a first airplane. Somewhere in the past, they probably owned a modest four-place, fixed-gear single, what well call an SE cruiser.

You know the species: Something with a bit more panache – and power – than an entry level model that doubles as a trainer but something less than a 300 HP retractable.

Specifically, we have in mind this list: Cessnas 177 Cardinal, 182 Skylane, Pipers Archer and Dakota, the Grumman Tiger and, as a lesser player, the Aerospatiale TB10 Tobago. Sure, the list could be expanded but lets be reasonable….

Some tailwheel pilots believe there are two kinds of landings: wheel and three-point (also called full-stall landing, even though most pilots make them above stalling speed). But just as you dont see airshow pilots wheeling their high-performance mounts onto the runway, you dont see Ford Trimotors touching down on all three simultaneously.

For some taildraggers, theres only one kind of landing. Unfortunately, which kind of landing that is depends on both the pilot and the airplane, but more on the airplane.

The key to understanding tailwheel dynamics is to recall that the center of the airplanes gravity resides behind the main landing gear. This means that when the aircraft is dece…

Getting rushed or falling into situations where a time shortage rears its head is one of the leading causes of inducing errors. If you are rushed for time, you are eleven times more likely to commit an error.

You are more likely to skip critical items, overlook important details or jump at the first idea that enters your mind without fully looking at other options. Youll ignore important warning signs and generally get that deer in the headlights look. Its prevalent in all segments of aviation. During my recent research into EMS helicopter accidents, I found that time pressure was one of the leading error-causing conditions.

Some time shortages are self-induced. Others are created…

Nearly every pilot has stuck his head in the lions mouth.

You realize its happened only after the crisis has passed. You have the metallic taste of fear in your mouth and the pounding of your pulse to remind you of the fleetingness of your mortality. Its not much fun, but at least you have seen the enemy and will have a better shot at recognizing him next time.

If there is a next time.

Busy airspace is one place where constant vigilance is the order of the day. During good weather, that vigilance depends on scanning outside the airplane and being alert to the dynamics of the airspace as well as the possibility of traffic.

Some pilots, particularly those who routinely fly IF…

[IMGCAP(1)]The key for all landings is the pilots ability to estimate how the airplane will descend to its landing. This ability directly affects the timing of configuration and power changes and the amount of maneuvering that might be necessary to arrive at a suitable touchdown point. The pilot needs to be able to maintain the correct glide angle while maneuvering the airplane.

The most important ability – and it comes easier for pilots with glider flight experience – is the ability to estimate the gliding angle and what distance can be picked up with it. All pilots should be able to do a pretty good job of estimating where their airplane is going to land, knowing the normal glide ang…

[IMGCAP(1)]Ill admit right up front that I live for winter. After dealing with the sweltering heat and high density altitudes of the summer, its a relief to have the cooler temperatures.

However, there are the obvious dangers with operating in a snowy climate, to include frost and snow covered aircraft surfaces, snow covered runways, rapidly changing weather, lower visibilities, more hours of darkness and icing, just to name a few.

In snow country, the preparation for a winter flight is more time-consuming than a summer flight because of these conditions, and requires some additional items and procedures.

When planning a winter GA flight, watch The Weather Channel. You can get…