Search Results for: Cessna 172

When it comes to pure size and reach, no ab initio/professional career flight training academy can surpass Airline Transport Professionals (ATP), a flight academy founded in 1984 in Jacksonville Beach, Florida. With 25 locations now stretching from San Diego and Fort Lauderdale to Trenton, New Jersey, and another four locations (Charlotte, Tampa, Indianapolis and Oakland) […]

Doug White, 56, had about 130 hours total time in Cessna 172s when he faced the sort of challenge usually reserved for characters in action movies. On Easter Sunday, with his wife and two teenage daughters on board, White was in the right seat of a King Air 200 when the pilot-in-command collapsed and died. […]

The forward outboard, lower wing spar caps were found cracked. The cracks-on both left and righthand assemblies-radiated out from the fourth Huck rivet forward, passing through the wing attach hinge. This aircraft was inspected 15 months /404.2 hours ago by eddy current. No cracks were found at that time. Wing lower spar cap part numbers: l/h: 000-110012-1; r/h: 000-110012-2.

Student pilots learn very early in their flying career how to avoid cloud and maintain visual reference to the ground. Even so, the classic case of a VFR pilot caught in IMC remains one of the most chilling scenarios in general aviation. The situation is made all the more critical when rising terrain is factored […]

The pilot was making a left turn in front of a hangar. He pulled the control wheel full aft to take the weight off the front wheel and the control wheel broke off in his hand. The break formed across the wheel, from the lower left to the upper right. Control wheel p/n: 0513168-2.

The Piaggio P.180 Avanti II is one of the most unusual, even exotic, looking airplanes in production today. When you look at the airplane and wonder “why did they do that,” the answer is always the same — to fly the biggest cabin the fastest for the least fuel. Efficiency drove every decision Piaggio engineers […]

The pilot reported a loud “pop” just before entering the pattern. When he extended the gear, the green “gear down” light would not come on. A fly-by revealed the left main gear was in transit. A gear-up landing ensued. Inspection revealed the left main gear actuator (p/n 9882015-2) housing was cracked across the forward attach bolt hole. The cracked housing allowed the piston rack to jump gears on the pinion gear attached to the main gear leg. This area is inspected each 100 hours for cracks and defects very carefully, (using) lights and inspection mirrors. Time since last inspection: 25.0 hours.

The trickle-down effect of installation of glass cockpits in increasingly modest airplanes has changed the type of checkout a pilot gets when seeking to rent a machine from the local FBO. Because presentation of attitude, altitude and speed of the airplane, along with health of its various systems, has changed so dramatically from round-gauge airplanes, there has to be a fair amount of time spent with an instructor on the ins and outs of the video screens. This is a very good thing, if for no other reason than getting a firm introduction to the avionics of an airplane before launching into the blue unknown may prevent a few pilots from killing themselves. One hopes the days of “Hey, its an airplane, lead me to it and Ill fly it” soon will fade into aviation legend, along with their associated accidents. The good news is that the newer, more technically advanced airplanes tend to have fewer secret corners in either their systems or their handling as certification rules have become more sophisticated. While some bemoan the increasingly “vanilla” flavor of handling and systems in newly certified airplanes, its hard not to appreciate that they tend to have fewer little secrets that will kill the uneducated. However, the reality is that most pilots are still flying airplanes acquiring senior citizen status-the airplanes, I mean-and failure to spend time learning the details of a particular type prior to flying it can prove embarrassing at the very least.

A mechanic writes, “Two aileron cables, one flap cable, and the fuel line are all routed through the l/h lower aft door post area. This fuel line is protected by a plastic sleeve, but an (aileron) cable wore through the sleeve (and began cutting) into the fuel line. This line (p/n 0500106-326) is approximately 20 inches long with four bends. I suggest a one-time inspection in case other aircraft might have this problem.”

Its morbidly fascinating to look at landing accidents involving pilots who came to grief while shooting an ILS in instrument weather. By contrast, VFR landing accidents tend to involve loss of control after landing, usually a result of too much speed at touchdown. Few VFR landing accidents involve crashing short of the runway itself. Yet, when actual IFR weather moves in and the airplane is on the ILS, the converse occurs, and suddenly pilots develop a proclivity for crashing before ever getting to the runway. As would be expected because an airplane is going far faster prior to the time it touches down than when it is when rolling out, landing accidents when flying the ILS in IFR conditions are more often fatal than landing accidents when flying VFR. The instrument landing system has been around for over a half century. In its own way, it is instrument flyings simple and reliable old boot; the two-needle, three-dimensional approach system that funnels one to a touchdown spot about 1500 feet down a comfortingly long runway. With a time-proven design that guides arriving aircraft over the runway threshold at a safe 50 feet or so, how come so many GA pilots find a way to depart from the friendly confines of the ILS arrival cone and smack into the planet before getting to the runway? Why are so very few GA ILS accidents in IFR of the sort where the airplane overshot the touchdown point and went off the end of the runway as is expected in VFR conditions?