Its an aviation clich that your single engine goes into automatic rough when crossing any significant body of water. To be sure, any engine problem while beyond gliding distance from land is a critical problem, even if you have more than one. When flying a single, its everything. Another clich is that most of us dont bother to analyze the real risks of overwater flying. Any water crossing of any significance-and wed put the Great Lakes, Hawaii and Bahamas in that basket-should be carefully planned to ensure risks are mitigated to acceptable levels. The thing is, both clichs are true more often than not.
Toward the back of the magazine youre holding in your hand, in our Quick Turns department, theres a news item about the FAA formally transitioning to the ICAO-standard/international flight plan form for all domestic non-military operations. If youve been paying attention over the last few years, as we have, youll be happy to know a process that has seen several earlier deadlines come and go seems to have finally staggered across the finish line. As of August 27, the international flight plan form is the law of the land, so to speak.
During the landing roll, three deer ran from right to left across the runway. The pilot felt a hard strike on the inboard section of the right wing, observed a deer roll over the right wing and felt a sensation of the right landing gear running over a second deer. Although the airplane sustained substantial damage to its right wing, the pilot was able to maintain control and taxied to the ramp without further incident. The pilot and passenger had to egress through the rear baggage door due to damage to the cabin door.
Moreover, the FAAs Airman Certification Standards (ACS) for private and commercial certificates specify that pilots are to have knowledge of EM concepts for many maneuvers. They include emergency approach and landing, soft-field/rough-field landing, normal approach and landing, short-field landing, various types of water landings, power-off 180-degree accuracy approach and landing and go-around/rejected landing. The word knowledge implies pilots should have, at least, a basic understanding of EM concepts and be able to apply these concepts to tasks in the FAAs ACS.
The event perhaps most demonstrative of what can happen as an aircraft ages occurred on April 28, 1988, over Hawaii. Thats when an Aloha Airlines Boeing 737-200 operating in scheduled passenger service as Flight 243 between Hilo and Honolulu lost part of its cabin roof while in cruise at FL240. The crew successfully landed the airplane after diverting to Maui. Of the 89 passengers and six crewmembers aboard, there was one fatality-a flight attendant who was swept overboard during the decompression event.
Once again, the Experimental Aircraft Association in July pulled off another great AirVenture fly-in at its home in Oshkosh, Wis. This years event had a little of everything, including torrential rain the Friday evening before Mondays opening day, nighttime air shows and lots of airplanes of every shape, size and purpose. Perhaps because the pre-show rain knocked everyone off-kilter-followed by mid-week heat-the overall event seemed to need more cowbell, but it definitely was worthwhile checking out all the new stuff and checking in with long-time friends.
We all know how to fly a missed approach. We probably did a handful of them on our instrument checkrides, and when were out practicing approaches, even in a sim, we most often go missed. We may not be flying a full missed approach procedure as published, but we still have to reconfigure the airplane and climb away. When were practicing, we know how the approach will terminate: by going around at the missed approach point. Its what we expect when practicing.
The FAA defines a hot spot as a location on an airport movement area that demands heightened attention by pilots and vehicle operators due to the history of potential collision or runway incursion. Knowing where any hot spots are at the airports you intend to use arms you with useful risk management information. Meanwhile, the FAA has gone sort of nuts with the airport hot spot concept. Dont believe me? Check out the airport diagram for Addison Airport (KADS) in Dallas, Texas, below. Every taxiway intersection east of the runway is a hot spot.
Most of my articles for this journal focus on managing the risk of flying piston-powered general aviation aircraft, with examples of good and poor risk management. But risk management is at least equally critical in the world of operating airliners and turbine-powered transport category aircraft. Recent air carrier accidents provide illustration and lessons relevant to operating small general aviation aircraft, especially when designing and certifying them. In fact, and just as during flight operations, the job of managing risk in the design and certification is to identify, assess and mitigate that risk. These procedures apply even more objectively when using rigid design criteria, especially when they involve transport category aircraft.
Sitting around and talking with pilot friends, you hear nonstop talk about aircraft and equipment. Eventually, someone always brings up ATC in conversation. Pilots argue among themselves more intensely than Socrates debating Plato. One question that new and even veteran pilots bring up is why, when they file an IFR flight plan, that their clearance is usually never as filed but includes a route change of some sort.
The weight of the engine is only significant in that it is part of the center of gravity of the aircraft, which naturally lies aft of the main gear in a taildragger. Therein lies the problem, especially while landing. That center of gravity, without interference, will travel in a straight line when in motion, according to Newtons First law, which is often called inertia. It is imperative that we keep the airplane (longitudinal axis) tracking and aligned with that same straight line.
After a low pass over the field, the pilot returned to land. On final approach, he was blinded by [the] sun and the tailwheel hit vines growing near the airstrip, causing the airplane to stall. The left wing, left main landing gear and propeller were damaged during the hard landing. According to the NTSB, [b]ecause the pilot did not hold a current pilot certificate, nor did he meet the medical certification requirements, he was not legally authorized to act as pilot-in-command of the airplane at the time of the accident.