Pilot Proficiency

The passengers were all sound asleep in the back. It would be a shame to awaken them to prepare for the landing. I let them sleep until the very last moment. There had been none of the usual complaints, like “we’re too hot” or “we’re too cold.” They had no inkling of what lay ahead […]

When it comes to avoiding structural icing, the enhanced infrared satellite image ( Read More »

Few pilots know that FAA imposes a hard character limit on text products such as Convective SIGMETs and the Area Forecasts (FA). The Aviation Weather Center (AWC) has a check program for the Area Forecast that counts the number of characters. On busy weather days when these forecasters have a lot to mention in the forecast, they often bust the character count. This forces them to cut from either the text or the synopsis in order to make the size fit through the National Airspace Data Interchange Network (NADIN) hubs. Often the first casualty is the ellipsis (…). Forecasters can use two periods instead of three. Another casualty is the synopsis. Of course, the last resort is to cut from the text of the FA.

I was having fun despite it being a slog on the airlines. Id spun a cancelation of my flight to La Guardia (due to a tropical storm shutting down the East Coast) into a direct flight home from Toronto to Portland. Circumstance even got me into an airport members-only lounge with cozy couches and free food while I got some work done on the laptop.

As seasoned recreational pilots we sometimes forget just how little about general aviation our passengers really know and understand. Many of our right-seaters probably think flying in a light airplane is little different from what they experience on the airlines. From their time flying United or Delta, they know the drill is to sit down, […]

It was late afternoon and time to fly home after a productive business meeting. Before heading to the airport, the pilot called Flight Service. Most of the significant weather was along a cold front just to the north of his east-west proposed route. The briefer mentioned some light snow showers were showing up on radar near the front. There were a few pilot reports of light to moderate icing, but all of them were associated with the weather to the north. The briefer alerted the pilot to an AIRMET for IFR conditions and mountain obscuration along a portion of his proposed route, but as of yet no en route advisories for structural icing had been issued.

We bought ice and Styrofoam chests at a Family Dollar store after leaving the Bourgeois Meat Market in Thibodaux, Louisiana, and packed them with crawfish boudin (sausage), headcheese and beef jerky. The boudin and headcheese (sounds gross but this stuff is a scrumptious pâté kind of thing) would be OK for a long time but […]

“Don’t do that. Don’t ever do that,” my instructor said. I was confused. I wasn’t even sure I understood what his complaint was. But when I did, I realized the issue lay at the very heart of the debate about how to deal with cockpit automation. I said, “Let’s talk about it on the ground.” […]

Ive come to believe that single-pilot IFR in a fully loaded, glass-cockpit-but without using an autopilot-can be the toughest IFR flying you can do. The past month has found me in the clouds with and without students in a couple different airframes that I hadnt recently flown. Thats important because I wasnt in the groove with known power settings and trim. Theres more load on the scan when the plane is less familiar and thats where glass shows its biggest weakness: Visual channel overload.

I thoroughly enjoy your IFR magazine and eagerly look for it every month. I do have a concern about the front-page caption, Bitch-slapped by physics, found on the cover of the October 2010 issue. Come on, Jeff. All of you at IFR magazine are excellent writers who know how to get the information out in a comprehensible form and fashion that is entertaining and useful. Using that description for your article about V-speeds is inappropriate.