Aviation Safety

I think it should be every light twin pilot’s responsibility to be current and proficient enough to safely handle an engine failure no matter where they occur. On takeoff, this can only be done safely with enough runway for an accelerate-stop distance computed for load and density altitude. Furthermore, compute single-engine climb performance for the conditions at hand.

Evektor-Aerotechnik SportstarPrior to departure, the pilot checked the weather and noted a storm was moving toward the area, so he needed to depart as soon as possible. During takeoff and while in ground effect, the airplane encountered a wind gust that pushed down the airplane’s left wing. The pilot regained control and continued to climb in order to clear trees near the end of the runway. The airplane encountered another gust and the pilot attempted to compensate. Subsequently, the airplane impacted trees and terrain, resulting in substantial damage to the fuselage and both wings. Neither the pilot nor his passenger suffered injuries.

At the last minute on final approach, you see an obstacle on the runway. You’ve initiated a go-around, but in your haste you let the nose rise too much, or even pull it up excessively for fear of hitting trees at the far end of the airport. The stall warning horn sounds but you don’t respond quickly enough, and the airplane begins to shudder—the “first aerodynamic indication” of a stall. One wing begins to drop. As you push forward to reduce the angle of attack and break the stall, do you coordinate rudder and aileron to level the wings or force yourself to hold the ailerons neutral and level the wings with rudder alone?

It hasn’t been that long ago that self-serve aircraft fueling didn’t exist. Many currently involved in the industry got their start as relatively unskilled labor running fixed pumps, driving tanker trucks and climbing ladders to pump aviation fuel. Simple economics dictated the end of full-service fuel dispensing at many airports, replaced with self-serve facilities. The good news with self-fueling is it’s usually cheaper than full-service. But it doesn’t come without a price.

When blessed with a choice of approach procedures at their destination, instrument pilots usually will choose the one providing the lowest minimums, in the belief doing so affords them the best chance to get in. That may be true when the weather is at or below minimums for the airport’s other procedures, but it’s not the only consideration.

To me, showing off in an airplane means conducting an efficient flight as planned and avoiding the worst weather, culminating in a smooth landing and an on-time arrival. For others, it might mean loops and rolls, flying inverted or a seemingly endless series of other aerobatic maneuvers visible to spectators. Each operation carries its own risks.

Things can go “bump” in the night. Daytime, too. Most of them either have been considered before or encountered by someone, resulting in a section of your AFM/POH labeled “Emergency Procedures.”

Aww, crap,” I thought as I realized my Baron’s right brake went all the way to the floor. Some vigorous pumping returned some of its pressure, and it was usable for low-speed taxiing, but not for much else.

Aww, crap,” I thought as I realized my Baron’s right brake went all the way to the floor. Some vigorous pumping returned some of its pressure, and it was usable for low-speed taxiing, but not for much else.

I hesitate to use this month’s space to discuss the U.S. government’s shutdown since it’s likely to be concluded by the time you read this, so I’ll keep the following focused on aviation-related issues and the potential long-term impact.