Search Results for: Cessna 172

Among the caveats, though, is the fact that the guaranteed traffic separation works great with IFR aircraft, but not so much with VFR aircraft. On top of that, even those who always fly IFR must be in VFR mode at certain times, e.g. to depart and pick up a clearance, or to cancel IFR at or before the final landing phase. Even if you had those protections all the way in, though, you could be left to your own devices if VFR traffic conflicts occur. And they do.

Radar data depicted the airplane flying northerly until about 1138, when it initiated a right turn to the south at about 400 feet msl. Witnesses then saw the airplane turn right to a westerly or northwesterly direction over land while radar depicted the airplane descending to about 200 feet msl. The airplane banked sharply left, and one witness observed the banner twist and separate. The airplane then banked to the right and impacted a 19-story condominium near its top floor. The airplane fell to the second floor deck and came to rest on its left side. Witnesses described the engine sound as either sputtering, operating normally or being at a low throttle setting.

My interest in flying began years before my first lesson. In one of my early books, The Joy of Flying, I detailed the hours spent as a kid watching airplanes at Chicago Midway Airport (MDW), dropping nickels in the coin-operated binoculars atop the terminal’s now-removed observation deck. “Those great silver machines would gather speed and […]

Flying IFR can get deceptively routine. Most of the time, it means taking off, climbing, cruising, descending, and an approach and landing-all along well-defined routes and usually in VMC. The majority of IFR pilots tend to fly the same routes and procedures again and again, to the point they might memorize communications frequencies and even approach minimums. Its possible to be extremely proficient at the type of flying you usually do while letting other skills atrophy.

As the airplane was vectored to avoid cells and areas of heavy precipitation, the controller queried the pilot about his inability to maintain assigned headings. The pilot reported that his autopilot had kicked off and that the winds are really weird up here. At about 1310, the airplane slowed to about 70 knots groundspeed on a northeasterly heading before it began an accelerating 90-degree right turn to the south. By 1313, the controller again asked, …appears you’ve turned back to the northwest and…are you going to turn back eastbound? The pilot replied, I don’t know what’s going on up here. I’m working on instruments…acting really goofy here. Shortly thereafter, the airplane turned and descended from a northerly heading sharply to its right. The radar track tightened to the right as the target rapidly descended, then disappeared at about 1315 in an area that depicted heavy precipitation.

Found damage on shock absorber assembly. Damage caused from the top boss contacting the shaft shock absorber shaft. The bushing was discovered missing on three aircraft at the same flight school. The manufacturer was notified of damage, affected parts replaced and the aircraft was returned to service. The quality/airworthiness department is currently reviewing work orders in an effort to isolate aircraft affected by this missing bushing. All three aircraft with missing bushings had between 1300 and 1400 hours total time.

Your home field is non-towered, and the AWOS says the winds are fierce out of the west. If it was VFR, Runway 27 would rock. However, theres nasty precipitation starting five miles east of the airport. The RNAV 27 approach would drive you right through it. Youve already been beaten up enough for one day. Instead, the reported 800 foot ceiling inspires you request an RNAV approach to Runway 36 with a circle to Runway 27. The circling mins are 600 feet for your aircraft category. Youll stay close to the airport and once you get underneath, you can bring it around to land into the wind on 27.

As BendixKing seeks to offer a full array of avionics products for the general aviation market, the company is turning to an untested growth strategy to allow it to better compete against the likes of Garmin and other heavy hitters in a crowded market. Rather than develop new avionics products on its own, BendixKing is […]

After Dynon introduced the SkyView HDX system, originally designed for the experimental market, to the Cessna 172 as an aftermarket STC, the company has made progress in expanding the STC for other Part 23 certified platforms. While the government shutdown slowed the progress, the company will soon be able to ship SkyView HDX systems to […]

Convincing the airplane that youve changed your mind and now want to climb-at the best rate, by the way-requires adding power, arresting the descent and beginning a climb, reconfiguring the airplane and ensuring directional control. While the order in which we perform these tasks varies-check your POH/AFM for the details-we still have to fly the airplane as we accomplish them. That means we can be tempted to add full power when doing so is probably not what we want to do.