Aviation Safety

At about 1735 Pacific time, the airplane sustained substantial damage during a forced landing after a reported loss of engine power. The flight instructor and commercial pilot sustained minor injuries. Visual conditions prevailed.According to the pilot, on final approach, one of the airplanes two engines began to surge and lost power. Unable to make the airport, he decided to land on a nearby field located on a golf course. During the landing, the airplanes right wing struck an obstacle, resulting in substantial damage to the wing. The airplane came to rest in a pond, submerged in water.

I had an eventful flight the other night. The day before, I had picked up my Beech Model 58P Pressurized Baron from its annual inspection and some extensive panel work at a facility in Massachusetts. After the paperwork was complete, I did my usual careful post-maintenance inspection and then test-flew it around the pattern several times before putting it away in my hangar back at its base

One of the most important bits of information pilots can glean from our instrument panels is airspeed. Its used on takeoff to gauge when to apply backpressure for liftoff, its used when landing to ensure were neither too slow or too fast, and we use it in cruise to help verify performance (and establish bragging rights). Depending on the airplane and the days mission, we may also use it to ensure were at or below an appropriate speed before penetrating turbulence or conducting various maneuvers.

Most IFR operations dont require an alternate airport. Thats because the advertised weather often is better than required to select one and list it in a flight plan. That doesnt mean we shouldnt at least have something in mind as an alternative place to land if, say, some nummy lands gear-up at your destination or, as we saw in December 2017, an entire major airport finds itself without power.

Problems arise when both pilots are trying to fly the same airplane at the same time. The result often can be no one is flying. Thats when hijinks ensue and both pilots become passengers. While the FARs make it clear there can be only one pilot in command, the reality is we often split duties while airborne with two. It usually works out, but clear delineation of responsibilities is a must.

According to the SAFO, the following paragraph will be added to the ATC Order: Crossing of active runway(s) by aircraft/vehicle(s): 1. During departure operations, ensure that aircraft/vehicles intending to cross a runway do not cross the runway holding position markings until the controller visually observes the departure aircraft in a turn, or the departure aircraft has passed the point where the crossing aircraft/vehicle is located, regardless of altitude, unless authorized in FAA Order JO 7110.65, 3-10-10, Altitude Restricted Low Approach.

A pilot friend of mine once described a trip he and I flew in my airplane as boring. It was a one-stopper from Wichita to Florida, mostly done in or above IMC and at 11,000 feet msl. It was a smooth flight without any drama, but my passenger found it unsatisfactory because he couldnt see the ground for most of it. He would have preferred more opportunities to look out the windows as the world slid past, something only possible if we had flown lower and slower, both of which would have made the trip longer and less efficient. He was okay with that, however. I wasnt.

I am a lapsed pilot who last flew 47 years ago. Ive recently gotten back into the left seat and have picked up about 10 new hours flying with a CFI. The first few hours were intimidating, but confidence is returning every. Until, that is, a few days ago.

Aircraft experienced a right main landing gear unsafe indication on gear extension at destination. After following emergency procedures, the crew was not able to obtain a safe indication. The aircraft landed and, on coming to a stop, the right main gear collapsed. Significant damage to the right main landing gear actuator support structure was discovered. The actuator was observed in the extended position.

After a half-century of experience in the cargo flying sector, long-time pilot Stan DeLong has seen it all. He claims to be semi-retired, but he still flies a Piper Navajo Chieftain during United Parcel Services peak season, and is chief pilot and check airman for Gem Air, LLC. If you make the mistake of assuming his experience is geographically limited, he also is check airman for Cte dIvoire (formerly the Ivory Coast) in Africa… but…