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The weight of the engine is only significant in that it is part of the center of gravity of the aircraft, which naturally lies aft of the main gear in a taildragger. Therein lies the problem, especially while landing. That center of gravity, without interference, will travel in a straight line when in motion, according to Newtons First law, which is often called inertia. It is imperative that we keep the airplane (longitudinal axis) tracking and aligned with that same straight line.

Everything we do in life carries risk. An undesired outcome often is influenced by factors we cant control-someone running a stop sign, for example, or a perfectly good engine deciding to fail. But many other risks of a specific activity can be anticipated. Its why we wear a helmet when riding a bicycle, or earn our instrument rating if we regularly fly an airplane beyond the traffic pattern. Serving as a pilot in command offers many ways to increase our risks, but it also brings opportunities to mitigate them.

If youre like me, youve been watching the ongoing saga of Boeing and its 737 MAX. The gist of it for our purposes is that the new MAX versions of the 737 are powered by larger-diameter engines than the type was originally designed to accommodate. Since the 1980s-when Boeing switched from the types original low-bypass Pratt & Whitney JT8D engines to the CFM International CFM56-the reduced ground clearance when mounting high-bypass powerplants featuring improved fuel economy has required flattening the bottom of the cowlings. It was cheaper and easier than redesigning the landing gear, which is too short to accommodate the larger engines.

After noting that five incidents of aircraft uncommanded roll events with the ATLAS activated have been reported to EASA and the FAA, the U.S. agency on May 24 issued an airworthiness directive (AD) grounding Cessna CitationJet 525, 525A and 525B models equipped with Tamarack active load alleviation system (ATLAS) winglets. The action is related to an EASA AD and is mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product.

After a low pass over the field, the pilot returned to land. On final approach, he was blinded by [the] sun and the tailwheel hit vines growing near the airstrip, causing the airplane to stall. The left wing, left main landing gear and propeller were damaged during the hard landing. According to the NTSB, [b]ecause the pilot did not hold a current pilot certificate, nor did he meet the medical certification requirements, he was not legally authorized to act as pilot-in-command of the airplane at the time of the accident.

For example, a large flying club I was in a few years back had a pair of Cessna Cardinal RGs. They were getting a bit long in the tooth, but were roomy and relatively fast, and they were good cross-country airplanes. They also were configured basically the same, with two nav/comms but little else: no autopilot, for example, GPS or DME. After getting to know them both, I came to prefer the blue-and-white one over the orange version, since it was a bit younger and cleaner. Neither let me down, but one was sold to someone outside the club and, shortly thereafter, another pilot landed the remaining Cardinal RG gear-up.

And like every other technology, autopilots have their limitations. For one, they have to be set up correctly-along with the navigation equipment-to reliably follow a heading and descend along a glidepath. Details like when to take over from the autopilot, how you might handle an equipment failure-if you notice it-and even whether to let Otto fly the missed approach or do it yourself need to be worked out ahead of time. Thats the short version of why we might want to consider hand-flying the approach. Lets expand on them.

One way to deal with this torrent of poorly presented information is to call Flight Service, ask for an abbreviated briefing and query the briefer about Notams for your proposed flight, and especially if theres any new FDC Notam affecting the airspace or procedures you anticipate. Listen to the briefer; there might be some nuggets you didnt know about. And at least youll be on the record when FAAs enforcement apparatus asks you about a TFR bust. -J.B.

They expressed their nervousness, which was understandable. Who wants to show their flight skills to a critic when those skills are at low proficiency? It is human nature to want to show your best side, but a rusty pilot flight review will show the naked truth. I explained there is nothing wrong with being out of practice, and a flight review is not a test, but an opportunity to learn. Their anxiety acknowledged, we moved on to the needed practice.

There probably are few pilots in the U.S. who arent aware of ADS-B and its In and Out flavors. The traffic and weather services ADS-B In brings to the cockpit have proven popular and inexpensive, portable receivers used with consumer-grade tablet computers have proliferated along with panel-installed equipment to bring enhanced situational awareness to even the lowliest cockpit. Yes, the data and information available through ADS-B In is for advisory purposes only-it cant be used in lieu of airborne radar or collision-avoidance equipment required by operating rules.