Justin, a private pilot in Texas, writes: “There’s a lot of chatter online about Air Traffic Control Towers “having to” report any mechanical issue a pilot has to the FAA and pilots having to follow up on incidents with the FSDO. Is this new? Where does this come from? What rises to the level of being reported? And what should you do if the FAA calls or writes?”
Human Factors: No Such Thing as Routine
What can we learn from a training flight that never left the ground?
Questions from the Cockpit: Confusion Crossing the Country
Jimmy, a student pilot in Florida, writes: I’m confused about what seem to be overlapping definitions of cross-country flight, especially when it comes to what can or should be logged. I’ve talked to a couple of different CFIs at my school and I’m getting different answers. Can you help me sort this out?
A Hail Mary landing (with an emphasis on the hail)
What can we learn from an accident where a Baron is pummeled by hail?
Questions from the Cockpit: A friendly dogfight
High-wing vs. low-wing aircraft: Who wins in this debate?
Human Factors: A case of mistaken identity
What lessons can we learn from a pilot who crashes while landing at the wrong airport?
Questions from the Cockpit: Strength is relative
Staci, a student pilot in Arizona, asks: Why are airplanes less strong when it comes to negative Gs than positive Gs? Our “normal” trainers are said to be OK to 3.8 positive but only 1.52 negative. Even aerobatic airplanes, while stronger on both sides of the scale, are still weaker in the negative G area. It would seem to me you’d just build an airplane to be the same strength all the way around. I’m hoping you can tell me why there is a difference in strength between positive and negative.
Human Factors: Finesse required
So one takeaway from this accident is to concentrate on deliberate, smooth application of throttle — of any lever, dial, or knob on the flight deck, for that matter. We really don’t have anything in our play book that needs to be done at the speed of light and the strength of Superman.
Human Factors: Safety in numbers?
The big takeaway from this accident is clearly that flying as a crew requires good communication and a clear discussion of who is responsible for each aspect of the flight. If we really want to take a page from airline crew resource management, duties should be divided up, rather than duplicated.