Search Results for: Lear 45

The FAA says we should stop crashing-good idea, yes? The problem, though, is to figure out why we crash so we can stop doing whatever it is that makes us crash. I have a few broad-brush ideas about why we crash: bad luck, incompetence and bad judgment.

The Ol’ Switcheroo, V2In the October issue, “The Ol’ Switcheroo” letter and your response discuss flying an approach to one well served airport, then “hopping over” to another airport lacking sufficient approaches. Portland, Oregon is mentioned as one place that can work well. I want to caution you that the airspace around PDX all ends […]

Many of us would rather fly an approach to minimums in harsh conditions than depart in the same weather. Perhaps one of the reasons is that we thoroughly brief the approach and have the opportunity to make sure we’re stabilized on the approach. But on a departure, it all seems to happen at once. We’ve […]

I love GPS. It’s absolutely great the way you can program the most complex route from anywhere to anywhere else. With a little help from your friends at the other end of the radio, you can often even just make a straight (great-circle) line to your destination, or at least to some intermediate point. GPS […]

Awhile back we got a note from a reader based at Denver Centennial. He was concerned about a speed restriction on their ILS Runway 35R. We did a little digging and found that the FAA had already concluded this wasnt such a good idea and removed the restriction. However, this still makes good fodder for these pages, so lets take a closer look.

Overheard on a typically busy Sunday morning just north of ORD in Chicago:Cessna 123BD: Chicago Approach, Cessna 123BD.Approach: Cessna 123BD, approach, say type and request.Cessna 123BD: Wed like to land at OHare.Approach: 123BD, I have no flight plan for you, say type and position.Cessna 123BD: Were a 172 over the Chicago Heights VOR.Approach: 123BD, is this a full stop?Cessna 123BD: No, wed like to do touch-and-goes.Approach (after a long pause): 123BD, we dont do touch-and-goes…

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.

Returning IFR from Opa-Locka (KOPF) to our home airport F45, we overheard this exchange.Cherokee 123 Alpha Bravo: Miami Center, Cherokee 123 Alpha Bravo, 20 SW 3000 feet. Request flight following, Stuart, KSUA.Center: Cherokee 123 Alpha Bravo, roger. Do you require an IFR clearance? Were showing below VFR minimums in your area.Cherokee 123 Alpha Bravo: Nah. Well be ok once we get outa these clouds. …

Frank Bowlin may have a misunderstanding of how the CDI needle works while the HSI is using LOC signals.

Fly IFR in busy airspace and eventually youll have one of those much ado about nothing experiences. It starts with a clearance you dutifully put in your navigator-and then repeatedly change or completely ignore until you get a clearance to resume the plan you were given at the start.