The signs of a pilot who is a radio hog

by John on April 26, 2012

The Blue Side Up blog has an interesting post outlining the signs of a pilot radio hog. To start with, the author of the post apparently works in an airline environment where there are no doubt more than a few radio hogs or pilots who are just a little bit too much into talking on the radio. Moreover, it was written:

Out there somewhere is the silver tongued airline pilot that has a voice that is the gift for radio. His voice is deep and he has great diction. He is the master of clarity, his voice beckons for you to get to know him. We have all heard him at some point in our careers. He may not even be alive today but chances are good you have heard him too.

Unfortunately, most people don’t have a smooth sounding voice that makes them fit to be a radio announcer. Moreover, the following are a few tell tale signs of a radio hog:

  1. Love to hear themselves talk. Radio hogs are pilots who hog the radio with unnecessary chatter about unnecessary things.
  2. Attempt to have a cool airline pilot voice that’s actually not the least bit cool.  In fact, the voice may come across the radio as being too nasal.   
  3. Calls with just the call sign. A radio hogs don’t state what they want during the initial transmission just so they can make extra transmissions to so that everyone can hear their voice – again.  
  4. Answers the “disregard” call by saying “disregarding” etc. When ATC begins a command then changes their mind by saying “disregard,” there is no point in not ignoring something that someone telling you to ignore.
  5. Asks ATC on every sector how the rides are. Waiting a few minutes and listening to other pilots and radio hogs should answer that question. 

Finally and according to the author of the post, a radio hog in the airline industry tend to be the same pilots that wear their sunglasses when they come out of the cockpit to use the bathroom.

Are there any other signs of a pilot radio hog that were left out from the above list – especially in the world of general aviation?

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    Top 10 weather rules to fly by

    by John on April 25, 2012

    Richard Collins has written a great article for Air Facts Journal listing his top 10 weather rules for flying which were the following:

    1. Distrust any weather forecast calling for an improvement at a location covered in fog because you don’t want to be stuck in the air above a foggy airport without enough fuel. Moreover and if its overcast ABOVE the fog, you are going to run into even more problems.
    2. When the wind aloft forecast is substantially wrong, don’t trust any other forecast.
    3. Scattered clouds can end up causing the same effect as overcast approaches in IMC. Moreover, they could form into broken clouds or cause overcast conditions.
    4. Turbulence can tell you plenty about what is going on in the clouds – which can either be wind shear turbulence that can make flying a chore or convective turbulence that make it difficult to maintain altitude and air speed.
    5. There is no such thing as getting trapped by the weather as there are always signs that a system or something is forming.
    6. Cloud tops are always 1,000 feet greater than the ceiling for the aircraft you are flying in according to former Senator (and General) Barry Goldwater who was also a pilot – a point worth remembering.
    7. A windsock is the most reliable indicator of a gusty crosswind during a takeoff or landing.
    8. Early birds be warned: Substantial weather changes can happen shortly after sunrise – including the appearance of fog or frost on the aircraft.
    9. The onset of rain while flying VFR is bad news as it will cut visibility and lower clouds will tend to form after the rain starts. Rain can also make visibility from the aircraft much worst than the visibility being reported on the ground.
    10. If the wind shifts from northwest to north to northeast after the passage of a cold front, it means the front has stalled and has turned into a stationary front – meaning VFR flying may be off the table for awhile.

    Richard went into considerable detail about each of these rules and he concluded by saying that a VFR pilot has the easiest time figuring out weather conditions as its always in plain view outside the windshield.

    However, are there any weather rules for flying that Richard may have left out – especially any specific rules specific to UK or European weather conditions?

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      Complacent pilot misses the runway in winter

      by John on April 24, 2012

      General Aviation News will often reprint accident reports from the National Transportation Safety Board (NTSB) in the USA, including one dated April 2010 that involved a Cessna 210 in Truckee (CA) that resulted in substantial aircraft damage but luckily no injuries.

      According to the accident report, the pilot had obtained an airport condition report while on the approach to the airport. Apparently, airport personnel had indicated there was ice along with a layer of snow covering the surface of the runway. On approach, the pilot aligned with the airport runway and then flared over what he believed to be the normal touchdown point.

      However, the aircraft hit a snow berm at the edge of a cross runway which resulted in a collapsed nose gear along with a damaged firewall. Moreover, the pilot figured out that he was 50 feet north of and parallel to the actual runway.

      Hence, the probable cause of the accident was the pilot’s failure to correctly identify the location of the snow covered runway. He had also noted that complacency along with deviation from standard aeronautical decision making practices had caused him to miss the runway.

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        No silver lining there…

        by John on April 23, 2012

        “Stay out of clouds. The silver lining everyone keeps talking about might be another airplane going in the opposite direction. Reliable sources also report that mountains have been known to hide out in clouds.”

        -Pilot words of wisdom

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          Best of the Web

          by John on April 22, 2012

          Podcast About the New European Pilot Rules. AVweb has a podcast interview with Jan Brill, the managing editor of Pilote and Flugzeug magazine, about the immediate and long-term effects of the controversial EU pilot certificate rules and how they apply to non-European pilots. Hence, the podcast is well worth listening too.

          Around the World Flight Completed. Slovene pilot/photographer/author/biologist Matevž Lenarčič has just completed his GreenLight WorldFlight in a Rotax-powered Pipistrel that had included a stop in Antarctica, a flight next to Mt. Everest and plenty of other adventures along the way. Lenarčič was supposed to appear at Aero Friedrichshafen, the German airshow, but he opted to return to his home airport instead due to bad weather.

          Pipistrel unveils Panthera. And speaking of Pipistrel, the Slovenia based company has just unveiled its latest aircraft design, the Panthera, at Aero. Specifically, the Panthera is a new four-seat composite cruiser with a range of 1,000 nm and cruising speed of 200 kts while burning just 10 US gallons per hour of fuel. And while the prototype is powered by a Lycoming IO-390 fuel injected engine, hybrid- and electro powerplants are coming soon. For more information, visit Panthera-Aircraft.com or Pipistrel.si.

          Cirrus Aircraft’s Vision SF50 Personal Jet. Also unveiled at Aero was Cirrus Aircraft’s Vision SF50 personal jet program which has been fully funded through certification and initial production by the company’s new owner, China Aviation Industry General Aircraft Co Ltd (CAIGA). The first customer deliveries for the jet that was introduced in 2008 will take place in 2015. Until June 30, the list price for a “well-equipped” Cirrus Vision SF50 will be $1.72 million and then the price will rise to $1.96 million on July 1. For more information, visit CirrusAircraft.com. In addition, AVweb’s Paul Bertorelli did a podcast interview with Cirrus VP Todd Simmons at Aero about CAIGA’s commitment to finance the Cirrus Vision.

          Rotating iPad Kneeboard Debuts. Meanwhile, MyGoFlight has introduced the iPad Kneeboard Folio – a rotating aviation kneeboard, lapboard and everyday case for the iPad 2 and iPad 3. Specifically, the iPad is held by a form-fitting ratcheting/rotating cradle that it clips into while all of the ports and controls remain accessible so the iPad can still be charged, synced and controlled while in the case. For more information, visit MyGoFlight.com.

          Fully Customizable Flight Bag. In other pilot accessory news, BrightLine Bags has introduced a new modular flight bag system called “The FLEX System” that comes with five different-sized interchangeable modules, a front and rear end cap, and a collection of four interchangeable external pockets. This means that every pilot can create a customized bag according to the needs of their next flight. FLEX will begin shipping in late May and for more information, visit BrightLineBags.com. 

          Primary Flight Displays (PFD) Survey. On a different note, researchers at the University of Michigan are surveying general aviation pilots on their experience with modern Primary Flight Displays (PFDs) as part of an FAA-funded project. The findings will help identify the positive and challenging aspects of PFD designs and may lead to improvements of these interfaces. To take the survey, click here.

          2013 Pilots Without Pants Calendar. Finally, production has started on the 2013 Pilots Without Pants calendar for the Antique Airplane Club of Greater New York and like last time, the calendar will feature 13 nude pilots over the age of 50 next some of the most rarest antique airplanes in the US. Proceeds from calendar sales will go to help preserve antique aviation in New York. For more information, visit AACGNY.org

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            Mounting a camera on the outside of an aircraft

            by John on April 21, 2012

            Jim Foley has posted an interesting question on the Ask a Flight Instructor site about the regulations for mounting a camera (a GoPro HDHero2) on the outside of his aircraft. Specifically, Jim wrote:

            I have been filming flights for a couple months, and then was told by my CFI that the cheif CFI said not to do it.  When I asked him directly abou it, he said it would disrupt the airflow too much and your lift wouldn’t be sufficient.  (Obviously, that’s not at all true.)  When I told him that was just stupid and that my self and thousands of other people fly with them daily without problem, he then changed and said it was against some FAA reg.   (Which he couldn’t find to prove it.)  He told me if I could prove it was legal, it would be O.K. 

            However, Jim has not been able to find anything in FAA regulations either allowing or disallowing it.

            imageBill Trussell replied by writing that a modification will typically require a STC to be issued by the FAA but its also possible that a STC already exists for cameras. If so, there can be several ways to get permission off an existing STC. Otherwise, the process can be found here.

            On the other hand, Carl Tyler wrote that he read many different things and that no one seems to agree. However, Carl had also heard that so long as you attach the camera to the aircraft without using tools, you are technically not modifying the aircraft structure. Hence:

            I attach my go pro to the tie downs on the plane. I attach it with a mount I made that I tighten with wing nuts, no tools.  It’s on and off in seconds.  I’ve used the tie downs below the wing and also on the tail of the plane where it has zero impact on lift. 

            Carl also noted that his camera is under the wing and he has not noticed any difference to lift but he also wishes that the FAA would make a firm statement on cameras as you get different interpretations depending upon who you speak to.

            Finally, avid aerial photographer and GoPro user Jonathan Silva wrote that lift would not be an issue but the camera coming loose would be as there have apparently been lawsuits over cameras falling and damaging people’s homes plus a swinging camera could damage the aircraft – something insurance would not be to excited to cover. Hence, Jonathan wrote that he understands the Chief CFI’s concern as “there is hell to pay if something goes wrong.”

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              Pilot builds a Boeing 737 simulator in his garage

              by John on April 21, 2012

              While most aviation enthusiasts don’t go beyond having Microsoft Flight simulator on their computer, the tecca blog has reported that James Price of Pleasanton, California who is an air traffic controller at Oakland International Airport and a private pilot, has spent 12 years to build a fully functioning Boeing 737 flight simulator in his garage that even uses an actual commercial jet cockpit and nose section.

              Price also went a step further and designed and programmed his own simulation software with lifelike visuals that project onto a massive wrap-around screen. The visuals even interface with the simulator’s instruments, knobs, and switches plus 90% of the original instruments from his Lufthansa 737 cockpit are fully functional.

              The only thing missing from Price’s simulator is the motion. However, he could always put his simulator on hydraulics as his next decade long project.

              No word on whether Price is married nor what his wife thinks of the simulator taking up no doubt a large position of the garage!

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                Resurrecting RAF Spitfires in Burma

                by John on April 19, 2012

                Last Saturday, there was an article in The Telegraph about Spitfires (apparently Mark XIVs) buried in Burma (now Myanmar) that could turn out to be in near mint condition as they were buried inside their crates. Apparently, David Cundall, a 62 year old farmer from Scunthorpe, North Lincs, had spent 15 years and made over 12 trips to Burma at a cost of £130,000 in order to eventually locate them at a former RAF base there using radar imaging technology.

                With Burma now opening up to the outside world, Prime Minister Cameron secured a deal on his recent trip there that will allow for the aircraft to be dug up and returned to the UK. In fact, a UK team is expecting to begin the excavation soon which will cost around £500,000 and is being funded by the Chichester-based Boultbee Flight Acadamy.

                Originally, the Spitfires had been shipped to Burma and then transported by rail to the RAF base during the war but advances in technology along with the emergence of better combat aircraft jets meant that they were never used and were simply abandoned before the end of the war. According to Cundall:

                “They were just buried there in transport crates. They were waxed, wrapped in greased paper and their joints tarred. They will be in near perfect condition.”

                On the other hand, they have yet to dig up aircraft and I do have to wonder just what kind of condition they will be in given Burma’s no doubt hot, humid and wet climate.

                Meanwhile, Paul Bertorelli recently wrote about the find on AVWeb and pointed out that recent auctions and for-sale offerings have valued the Merlin versions between $2 and $3 million while documented combat history makes one even more valuable. Of course, there will likely be a cost to restore the aircraft plus they will need to get them out of Burma.

                Nevertheless and if all goes well, Cundall hopes to not only get his money back but to be able to put together a flying Spitfire squadron for air shows – a sight that would be worth seeing and no doubt worth all of his troubles.

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                  Doolittle Raid on Tokyo 7oth anniversary

                  by John on April 18, 2012

                  Last week was the 100th anniversary of the sinking of the Titanic while today is an important military aviation anniversary as its the 70th anniversary of the so-called Doolittle Raid on Tokyo using B-25 bombers and led by then-Lieutenant Colonel James "Jimmy" Doolittle. All 16 aircraft used in the raid were lost, either crash landed or were wrecked with one ending up in the Soviet Union where its crew was interned. In addition, 64 out of 80 crew members were rescued with 3 of the 8 captured by the Japanese being executed while more than 250,000 Chinese civilians were reportedly executed for “helping” the raiders to escape.  

                  And while damage from the raid was minimal and paled in comparison to later air raids on Japan using B-29s, it served as a badly needed morale booster for the USA after Pearl Harbor.

                  The EAA website has also posted this short contemporary newsreel about the raid on its website:

                  In addition, the National Museum of the US Air Force in Ohio is having a Doolittle Tokyo Raiders reunion that will be attended by all five of the remaining crew members from the raid who are still alive. World War II aviation buffs might want to check out the reunion webpage on the museum’s website which contains videos of previous Doolittle Raider reunions, relevant photos and an audio of a 1980 interview with Jimmy Doolittle.

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                    Sleepy pilot plunges plane after mistaking Venus for another aircraft

                    by John on April 17, 2012

                    Reuters is reporting an incident from January 2011 involving an Air Canada flight that even general aviation pilots should take notice of. Apparently, a drowsy Air Canada First Officer had just awoken on a Boeing 767 twin engine passenger plane flying from Toronto to Zurich with 95 passengers and eight crew when he learned from the pilot that a US cargo aircraft was flying toward them. He then mistook the planet Venus for the aircraft, perceived the oncoming aircraft as being on a collision course with his aircraft and then pushed forward on the control column which sent the plane plunging 400 feet.

                    The plunge caused fourteen passengers and two crew to suffer injuries with seven needing hospital treatment. And although the seat-belt sign was on, none of those injured were wearing seatbelts.

                    According to the Reuters article:

                    The first officer, whose young children often interrupted his sleep at home, had napped for 75 minutes rather than the 40-minute maximum laid down by airline regulations. This meant he fell into a deep sleep and was disoriented when he woke up.

                    I would doubt that many general aviation pilots will need to be napping in the cockpit while flying but certainly it’s a good idea to ensure that you get a good night’s rest before going flying. Moreover and if flying on a clear night, be aware that stars and planets could easily be mistaken for other aircraft and not necessarily due to fatigue as was the culprit in this particular incident.

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