Search Results for: Cessna 172

I was on an IFR arrival into Houston a while ago with busy Approach Control, when I heard the following exchange:Approach Control: N1234 say altitude.N1234: Altitude.Approach without hesitation and very patiently: N1234 say the altitude you are flying.N1234: Oh, 5500 feet.Approach: Thank you. Altimeter 29.93.

Like most pilots, my primary training started at the local FBO. After a few months of the usual plateaus and valleys, I was progressing well and nearing the private checkride. But within a matter of a few weeks, all the instructors left for greener pastures and there was no one available to finish me off. In the meantime, the Cessna 150 and Cherokee 140 I had been flying were sold; there was nothing to fly…

Maybe it’s because I’ve screwed up more than most (living) pilots, but I often get calls from angry, confused or worried aviators: “Fiddling with my iPad and taxied across a hold-short line”; “Didn’t check notams and flew through a TFR”; “Assumed the other guy was PIC”; “Forgot about my flight-review (annual, physical, etc.) date”; “Blew […]

I had flown to Florida to visit friends in their beachfront condo. They were not pilots and had no concept of things like trading fuel for cabin load or the dangers of overloading an airplane. That evening, after a few drinks, the idea arose of a day trip to Key West to take in the sights. Against my better judgment, I agreed.

Cessna Model 172S Skyhawk SPArcing Avionics MasterPilot reported burning smell and failure of avionics #2 buss during run-up. Troubleshooting revealed the right side of the avionics master switch (#2 buss) had been arcing internally. Replaced switch; ops check okay.

It would be nice if economics didnt force a lot of our flight training into a laser-like focus on getting through the written exam or checkride, and instead encouraged pilots to soak up what we might call extra-curricular aeronautical knowledge along the way. Some of things that can make our flying smarter and less risky just arent on the test. Learning them comes through experience, from a mentor or, if you are a really lucky, a seasoned, lifetime instructor with the time and motivation to go beyond the minimum requirements.

Along with legions of other pilots, I learned to fly in Cessna Skyhawks, with six-pack instrument panels. Even when I moved on up to the 21st century and Garmin G1000-equipped 172SPs, the core aircraft remained familiar-similar V speeds, control yoke, nose wheel steering, big trim wheel. There was a comfort in the sameness.

While traveling into Valdez, Alaska for the annual fly-in and STOL competition, a couple of planes were trying to hurry in before the airspace closed for aerobatic practice. A couple minutes after tower gave best forward speed instructions to a Lake amphibian (not known for great forward speed), the following exchange was heard:

I am pretty much all in with all the latest wizbangs-syn vis, AOA, MFD, ADS-B In etc. in my V-35B, plus of course the great PFD. All this works perfectly with my legacy autopilot and it will take me wherever I want.I too discovered that I was really getting sloppy with my hand flying in challenging conditions and resolved to make letting George fly the exception. Sometimes we split the route where I fly out George flies back. I like flying the airplane and becoming more aware of all that I have on display in front of me, but it does take more effort and concentration.

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.