Pilot Proficiency

At the AOPA Summit in October 2012 Lockheed Martin had a large and impressive display to announce the rollout of Flight Services (LMFS). Sigh…another flight planning app. Why bother? We took a look and concluded that the site has a lot to offer, but a lot to improve. telephone. Quickie BriefingWe particularly liked the feature […]

Icing is one of the most feared hazards of flight. In the extreme, the aircraft becomes enshrouded in a thick, solid mass that reduces lift and thrust as the twin effects of drag and gravity overcome our ability to maintain controlled flight. Not only is the shape of our airfoils changed, but ice accumulation dramatically increases drag, clogs pitot tubes, jams control surfaces, blocks undercarriage doors, obstructs engine intakes, and the final insult, covers the windshield. We may not even be aware of how extensive the ice is until a high angle of attack or unusual power settings are required. At this point premature and significant aging may instantly occur within the cockpit.

Transitioning to your first aircraft that has ice protection equipment beyond a heated pitot tube is a big step for a pilot. Having a full complement of ice protection usually gives pilots warm fuzzy feelings about being able to complete more trips and handle any ice related problems that arise. Unfortunately, the current regulations and guidance addressing icing can be just as complex as dealing with the nuances of in-flight icing encounters.

In 1892, E.B. Garriott wrote for the fledgling U.S. Weather Bureau, Following a period of intense cold the Chinook wind is a welcome visitor in the Northwest. The icy clutch of winter is loosened. The earth throws off its winding sheet of snow. Humanity ventures forth to inhale the balmy, spring-like air. Animate nature rejoices.

We’re not talking about the anxiety of a slam-dunk vector. The subtleties of the mundane altimeter setting really matter—especially for IFR in the high hills.Of all of the weather elements measured by sensors located at airports, atmospheric pressure is perhaps the most important—and the least appreciated—for IFR pilots. Without it, pilots have no way to […]

With sunny skies and calm winds, it’s a surprise to reach cruise altitude and find a bumpy ride. Though computer modeling is beginning to overcome many limitations in turbulence prediction, the products aren’t always accurate and don’t convey the nature of the problem. So, it’s pretty important for pilots to be well versed in what […]

It’s been a pretty smooth flight so far, but out of the haze, you see the emerging outline of a huge towering cumulus. Oh, wonderful—an afternoon thunderstorm in your way. But controllers are primarily concerned with directing aircraft, so a dynamic rainbow of colors on their scope would be a serious distraction. For that reason, […]

By the time September arrives, most pilots in the northern hemisphere are tired of picking their way past cumulus clouds, dodging thunderstorms and dealing with diminished performance from high density altitudes. But with the arrival of autumn, things are about to change. Its not just a season where things get colder and we have to review icing. There is a lot in the details that can help your flight planning. …

Every seasoned pilot occasionally finds a stubborn thunderstorm blocking the path like a bully in the schoolyard. We wonder not only where to deviate but whats on the other side. If you have a weather display, youve got a better idea of what lies ahead, but theres always uncertainty about how safe it is to cross the area. An understanding of thunderstorm patterns and ingredients, and considering the basic meteorology pattern of the day is…

When operating near large bodies of water, especially on the west coast of the United States, you might encounter the “Fog Monster” from the excellent article by Tim Vasquez in the May, 2013 IFR. Since I’ve spent over 20 years under the spell of this weather pattern, I’ve learned that fog is only a symptom […]