Human Factors

I recently reconnected with an old friend, someone whose interest in flying I can legitimately claim to have sparked back in the days when we were just-out-of-college roommates. I took him for his first flight in a personal airplane, and he signed up for lessons later that same day. Today, hes a gazillion-hour captain for a major airline, sitting on more type ratings than there are beers in a 12-pack. But we both remember when things were different.

It was an early departure from the Philadelphia (Pa.) International Airport (KPHL) back to home plate. Thanks to an in-flight encounter with severe turbulence two days earlier, which injured three of my passengers, it had been a memorable three-day trip. I was the pilot flying the 757 for our last leg. As we taxied out, we checked the winds one last time before taking Runway 27L. It was early morning, and ATC still was doing noise-abatement departures to the west even though the winds were out of the east at 7-8 knots. We had a tailwind limit of 10 knots, and we were fairly light, maybe just over 200,000 pounds. So we were good to go.

If the U.S. general aviation industry has its way, a new FAA framework for certificating aircraft and components-including the ways new equipment is installed on in-service aircraft-would be in place by the end of the year. Thats one of the goals expressed in a joint statement supporting a proposed rewrite of the agencys Part 23 rules, those under which small airplanes are certificated and equipment for them is approved.

During his second solo flight, the student pilot encountered a gust of wind during the landing flare. The airplane ballooned and then bounced twice on its nosewheel. After the second bounce, the student pilot applied full power and aborted the landing. The subsequent landing was uneventful and he taxied to the ramp. Post-accident examination revealed substantial damage to the firewall.

Owning an airplane always was a dream of mine, one I recently was able to realize. Like so many others, I spent many years renting, and borrowing or participating in flying clubs, as I learned to fly and use an airplane both fun and travel. But theres no free lunch, and owning an airplane brings responsibilities and hassles. Theyre mostly worthwhile, of course.

General aviation pilots all too often routinely undertake flights in the face of obvious or hidden hazards. In too many cases, such pilots come to grief because they ignored obvious risks or failed to identify, assess and mitigate subtle risks. The key to addressing these hazards is to do a proper risk assessment, mitigate these risks and then decide whether youre ready to accept the remaining risk.

The FAA recently announced the new ACS guidance was ready for prime time and will be implemented this June for the private pilot-airplane and instrument rating-airplane practical tests. According to AOPA, the new ACS is designed to make the certification and testing process more relevant and meaningful to modern pilots.

I always try to ask myself before each takeoff, Whats going to try to kill me on this flight? Its a fair question to ask, and one that deserves a considered response, at least to yourself. The trick is theres usually more than one answer.

With the engine still running and sputtering, we were getting closer to the airport. With about 10.5 hours of dual under my belt, I was not frightened for some reason, assuming we would disembark and swim if it came to ditching.

The safety consequences associated with procedural noncompliance-failing to correctly perform normal checklists-have become hot button issues within the business aviation community and the NTSB. All general aviation pilots should heed the warnings raised.