Search Results for: Lear 45

Sometime late this afternoon, I’ll get an email telling me about tomorrow. I keep a close eye on my phone, as this will be my first rotation as captain. I hope I get paired with a strong first officer. Upgrading to captain has come just two years after the official start of my career as […]

We listen to the weather at KLEE. The winds favor Runway 13. We have the RNAV 13 approach loaded and ready to go. All we need is to be turned over to Orlando Approach on 121.1 to make our request.

When starting a rotation as a Part 135 pilot on the Cessna CJ3, I really have no idea what’s coming up. I might spend eight days shuttling around the Northeast or I might cross the country three or four times. A recent trip touched all the bases when it comes to the fanciful and the […]

I scanned the bid sheet, expecting to find the usual potpourri of trips. London. Rio. Buenos Aires. São Paulo. But wait, what’s this? Milan? Hmm … I could do for a change of scenery. In addition, a month of Milan trips would add a little extra in the paycheck because of the longer flying time […]

At 1945 Eastern time, the airplane experienced a total loss of engine power, was force-landed on a road and struck a telephone pole with the left wing. The commercial pilot and the passenger were both seriously injured. Visual conditions existed.

What if getting to B by burning as little fuel as possible is our objective? Or we want to stay aloft as long as possible? There are speeds to fly to achieve those goals, but well have to slow down, usually a lot. And those exact speeds, for best range and for best endurance, usually arent published for personal airplanes. A workaround is to simply use the lowest book power setting. If no limitations prevent it, best range or endurance usually is found at even lower power.

Safety management systems (SMS) — if someone in aviation whispers these three words in your ear, then it is time to sit up and listen. It’s a newly defined career in aviation — SMS director — and one that is growing quickly. A search on LinkedIn for “SMS officer aviation” lists SMS experts in companies […]

It seems pretty obvious-start the procedure turn (PT) past the remain within fix and dont exceed the specified distance. But, there are other considerations such as having enough time and distance to make the FAF altitude inbound. Then, theres the Buchannan Field VOR Runway 19R approach at Concord, CA (KCCR). Here, the chart clearly shows that the procedure turn begins after HUKVI. Or does it?

This magazine often has discussed the so-called impossible turn: returning to the departure runway and landing downwind after an engine failure during takeoff. Our view of the impossible turn is that it is possible, but only with practice, sufficient altitude and some luck. Generally, executing a forced landing straight ahead is preferable to attempting a steeply banked turn at low altitude. This is especially true without engine power or sufficient airspeed above the wings stalling angle of attack to enable the steep turn.

At about 1950 Mountain time, the airplane was substantially damaged during a forced landing following a loss of engine power. The commercial pilot and his passenger were not injured. Night visual conditions prevailed. While en route, the pilot determined adequate fuel to complete the flight as planned was not aboard. The right fuel tank apparently failed to feed the engine. While preparing to land, the engine lost power. The pilot performed a forced landing to a field, during which the airplane nosed over and came to rest inverted.