by John Udovich on July 9, 2009
Given the state of the economy and the overall cost of obtaining a private pilot license (see Flying lessons in a bad economy) – controlling costs is key. Hence, Mike Colins of the AOPA Pilot Reporting Points blog poses the question of:
How do you control the cost of your flight training? Do you try to fly frequently, to maximize retention and minimize repetition? Do you use a simulator–and if so, do you fly one at your flight school or a PC-based flight sim at home?
He invites readers to post responses in the comments section and he promises to share the best ideas that readers come up with in a future issue of AOPA Flight Training magazine.
by John Udovich on July 8, 2009
Bruce Landsberg, the President of the AOPA Air Safety Foundation, makes a case on the AOPA Air Safety eJournal that pilots across the pond should take note of. He argues that the FAA Practical Test Standards (PTS) are still sufficient for today’s flying complexities because in his words “the basics of not crashing airplanes haven’t changed in decades but the legalities have.” He further points out that the current PTS focuses on physical flying skills and its guidance is fairly clear. Thus, if pilots just adhered to the basics, Bruce argues that there would be almost no takeoff and landing accidents (which by the way, account for roughly half of all accidents).
However, Bruce does criticize the “artificial world” of checkrides where a “superficial assessment is made of judgment or decision making” - a major cause of serious accidents. He also challenges readers to prove the existence of:
A pilot applicant who passed a checkride after a crash, where there wasn’t a mechanical problem, and the applicant was manipulating the controls, a prize is in the offing. Suitable proof and not just hearsay must be presented (That was a loophole slamming shut and there’s probably one I’ve missed).
And he concludes by saying:
If everyone adhered to the basic skill level in the various PTS, we’d have many fewer accidents. Do we need stiffer requirements? I don’t think so. In almost every case the accident pilots weren’t flying to the standards we already have. Are you up to the standard? Could you pass a checkride on your next flight? Might be fun to try.
Bruce’s entry has already drawn a number of interesting comments – including one person who is taking him up on his challenge of finding a pilot who passed a checkride after a crash – specifically a mid-air collision.
by John Udovich on July 7, 2009
The best way for a pilot to avoid a thunderstorm is to simply not fly when there is a good chance of one occurring. However, when the weather report inevitably reads scattered thunderstorms or a chance of thunderstorms throughout the summer season in many locations, not flying is not really be a practical 
option. And yet, thunderstorms can be pretty serious business should you be caught up in one during a flight.
Hence, Patrick Flannigan has made an excellent blog post about thunderstorm avoidance on AviationChatter.com. In it, he explains the tell tale signs of a thunderstorm approaching and what parts of one to completely avoid. Patrick also explains that staying down low and avoiding the rain shafts, a preferred method of VFR pilots, has its drawbacks. In fact, he suggests a better way might be to get on top of the weather and weave your way through the buildups.
At the end of the post though, Patrick clearly states that there is no shame in choosing not to fly or in landing to wait out the storm as that might be the safest and smartest course of action. The blog post is well worth reading – especially with the summer flying season upon us.
by John Udovich on July 6, 2009
A DC-10 had come in a little hot and thus had an exceedingly long roll out after touching down.
San Jose Tower Noted: "American 751, make a hard right turn at the end of the runway, if you are able. If you are not able, take the Guadalupe exit off Highway 101, make a right at the lights and return to the airport."
