Reality Check

Theres nothing quite like hearing the phrase, vectors for the approach. To me at least, this is a calming phrase from an approach or center controller that says, Youre just about there; now well take care of you. On vectors, its easy to let your guard down and lose track of where you are and whats going on, subconsciously delegating those things to that friendly controller.

There is more to weight and balance than the obvious fact that airplanes behave differently when the center of gravity (CG) is forward versus aft. The acceptable CG range tends to be broader when the plane is carrying a minimal load and narrower as you approach gross weight. Performance always matters, but CG is the most critical performance factor when the plane is at gross weight.Calculating weight and balance is not complex. Its pretty basic math that we all learn to do early on in ground school. And just like balancing a checkbook before paying bills, the numbers should always add up. It is just a little more effort with a bigger plane offering more loading permutations-more options for where people and objects can be stationed inside.

The approach and landing phase should be conducted in accordance with whatever specific procedure is being practiced: normal, engine-out, short/soft-field, high density altitude. Simply because youre not planning to slow down and exit the runway doesnt mean you should do anything different on the approach and landing. After all, the reason youre doing touch-and-goes is to practice, and you cant engage in valuable practice if you dont simulate realistic conditions and procedures.

At 1529 Pacific time, the airplane struck powerlines and traffic lights, then collided with the ground after a loss of engine power during takeoff. The pilot was not injured; the passenger received minor injuries. The airplane sustained substantial damage. Visual conditions prevailed.

Pilots have been complaining about FAA regulations (and those of its predecessor agencies) since the first aviation rules were issued in the 1920s. A lot of that complaining stems from the aviation media constantly bombarding us with horror stories of over-regulation and how its killing general aviation. The reality is very different, at least for pilot certification under FAR Part 61 and flight operations under Part 91.

The subject of fees charged by airports and FBOs recently cam under industry scrutiny. Airports and FBOs naturally need revenue, but operators need value in proportion to the costs and better information on them, in order to make informed decisions. I wanted to offer a couple of thoughts.

I was flying out of Boeing Field (KBFI), something I had done hundreds of times before. Tonights flight was to maintain night landing proficiency, so after making landings at a few airports in the area, the adventure started as I returned home in the dark. The wind was from the north, so the active runway was 31L. And because I was making the approach at night, I did what I always do: approach the runway from the north over Elliot Bay. As expected, I was assigned a left pattern to 31L.

I am still a student, but after a long time and many obstacles, Im finally getting close to my checkride. Along the way, Ive had a few experiences, one of which started with me basically stealing the airplane.

On December 16, 2016, shortly after takeoff at 0119 local time, an EVA Air Boeing 777-300ER apparently came well within 1000 vertical feet of mountainous terrain after departing the Los Angeles (Calif.) International Airport (KLAX). While a formal investigation reportedly is underway at the FAA and the carrier, unofficial transcripts and aircraft tracking data make it clear this event was a very near thing. The publicly available information depicts confusion and uncertainty in the 777s cockpit. It also suggests non-standard phraseology on ATCs part may have contributed to the event. The sidebar on the opposite page explores it a bit more, based on unoffocial sources.

As election day loomed, I realized I hadnt secured an absentee ballot. What to do? Fly home and vote, of course-any excuse for a cross-country. So I reserved the Skyhawk for the full day and invited a friend to join me. This was one of my first cross-country flights in a while. And it was the friends first-ever flight in a personal airplane, so he peppered me with questions as I pre-flighted the rental and got my act together.