A few years ago, I hadn’t flown in a few years, so I went to my local FBO to for biennial flight review/instrument proficiency check combo platter.

Wrapping up air work, my instructor launched right into approaches. “You’ve done LPVs before, right?” he asked me. “Sure,” I replied, thinking back to a previous life where he and I’d both flown turboprops at the same commuter airline. The FMS systems onboard those had LNAV/VNAV/RNAV databases loaded in, so in my mind, I conflated LPV with the rest of the abbreviations.

Once he loaded up an LPV approach and started briefing the approach plate with reference to the electronic glide path indicator, I realized this was something I’d never seen before. Before I had a chance to admit my error, he shut down an engine on me.

I went into autopilot mode and once “dead foot, dead engine” kicked in, muscle memory had the power lever pulled, the fuel shut off, and the propeller feathered. All secured, I declared an emergency and continued on the approach. The GPS was tracking, so I followed the glide path to the DA and then went missed. After the lesson, I admitted that had been my first ever LPV approach.

LPVs, LNAVs, and VNAVs are all RNAVs, but not all RNAVs are created equal. Sorting out the various RNAV approaches can be difficult.  An LPV is a Localizer with Vertical Guidance approach. It takes advantage of the refined accuracy of the wide area augmentation system (WAAS) lateral and vertical guidance to provide approaches approximating the accuracy of a Category I ILS. This is not be confused with an LP, a Localize Performance without Vertical Guidance or Lateral Navigation.

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I surfed over to the Aviation Safety Reporting System website to research a topic for this column. I typed in “cracked windshield” and waited. A thought popped into my head that reminded me to check out an airplane seller’s website. I scrolled through a plane or two from the inventory when I remembered this was not the reason I was on the internet.

I jumped back over to the ASRS tab. My search had yielded hundreds of “cracked windshield” hits, but they were all reports from pilots flying heavy iron. “Iron” reminded me I needed to fold the clothes in the dryer, which somehow led me to think about what kind of railing we were mulling to put on our refurbished back deck, which got me to thinking about how I always text my wife “on the deck” when I go flying and safely reach my destination. A loud, metallic clanging noise somewhere in my neighborhood reminded me of that one time at my old airline… [Read more…]

I’ve never hand propped an airplane, so I don’t know that thrill. I used to jump-start my manual transmission cars by popping the clutch. It’s not quite the same, but from that I think I can approximate the rush that comes from spinning life into a dead airplane.

In this day and age, should you hand prop an airplane if other conventional methods don’t work in getting the motor running? That’s a solid maybe in my book. The question isn’t can you. It’s should you?

It’s kind of like determining the difference between “legal to fly” and “safe to fly.” [Read more…]

Aeronautical Decision Making is a way of thinking taught to all pilots. It’s a means of maintaining situational awareness throughout all phases of flight.

It teaches pilots to constantly assess the weather around them, the terrain below them, and the condition of their airplane and its engine(s).

It also teaches a pilot to suppress emotions and to be willing at any moment to postpone, abort, delay, or cancel a flight based on a clear-eyed assessment of the safety of flight. [Read more…]

I was a freshly minted fixed-wing private pilot with some five total hours of simulated IFR training logged visiting an airport friend at Van Nuys Airport (KVNY) in Southern California.

KVNY was CAVU, but to the west, the marine layer had started a slow creep from the beach in towards Santa Monica Municipal Airport (KSMO). I had to return the tiny, rented Grumman Tiger to KSMO right away. So I bid my friend goodbye after a cursory preflight and taxied to 16L.

Full fuel tanks and my weight combined to put that plane at gross weight, making my climb rate anemic. I vectored toward the Cahuenga Pass. If I couldn’t gain enough altitude in time to cross over the Santa Monica Mountains, I could at least slip through the pass over the 101 Freeway. I flew through the cut and was abeam the Hollywood Bowl when I saw it: The marine layer had gone from creeping to galloping. [Read more…]

One of my nephews is really keen on becoming a pilot. I had some time over the summer, so I committed to flying a Piper Twin Comanche up to his hometown, taking him flying over to the coast, and flying back with a lesson involved.

The flight from Wilmington, Delaware, to Cape May, N.J., proceeded without incident. I gave him some straight and level time, much to his delight. We landed and went inside for soft drinks. This was a typical, hot summer day in August, so after the run-up checklist, I leaned the engines for takeoff.

When I applied full power, both motors sputtered. I considered aborting, but with 4,000′ of runway ahead of me and an aircraft now about a mile behind and closing, I instead looked to my throttles. I firewalled them. The engines stopped sputtering and sprang to full power. Thirty-two seconds later, we were airborne and out of there. [Read more…]

IMSAFE and PAVE are two of the best tools the FAA has given to general aviation in decades.

IMSAFE stands for Illness, Medication, Stress, Alcohol, Fatigue and Emotion (or Eating).

PAVE refers to Pilot, Aircraft, EnVironment and External pressures.

Pilots often mention them together in incident reports submitted to the Aviation Safety Reporting System. They tend to cite those checklists either to rule out human factors or to highlight human factors contributing to their incidents. [Read more…]