The Dangerous Departure

J. Mac McClellan tells us about the most dangerous stall. And it isn’t the one most instructors think it is:

“If you have been flying for more than a few years you probably believe most stall/spin accidents happen in the traffic pattern. And you are likely convinced that the base-to-final turn is the deadliest spot for stall accidents. And I don’t blame you. That’s what you have been told by instructors and other “industry” types. It just doesn’t happen to be true. And hasn’t been true for many years.

Richard Collins and I have written many times that the takeoff and initial climb is the most common phase of flight for a serious stall accident. And the departure stall is the deadliest. But pilots either don’t believe us, or the myth of the base-to-final stall is simply too enormous for anybody to dethrone…..”

Read the whole article here.

Aviation 101

This is interesting for the student pilots out there. Embry-Riddle is offering a free Aviation 101 class.

From the website:

AVIATION 101 is comprised of nine video lessons, which will introduce you to a variety of topics in aviation.
Aircraft Systems
Flight Instruments
Radio Communication & ATC
Aviation Weather
Performance and Navigation
No matter your age or your goals, whether you are taking your first steps toward an aviation career, or if you are an experienced pilot, AVIATION 101 has something for you! Be sure to share this course with anyone who may also be interested in aviation!

Check it out!

Crosswind Prep

J. Mac McClellan talks about the challenges with crosswinds:

“The crosswind capability of an airplane actually has two elements. One issue is flight control authority, and the other is capability to stay on the runway during rollout.

Identifying the crosswind limit in flight is really pretty easy. If you have the rudder or ailerons–or both–at the control stops and the airplane is still drifting sideways you have found the crosswind limit for what most of us consider to be an acceptable landing.

An airplane’s capability to handle a crosswind after touchdown is much more complicated. Among the many factors involved are the deck angle of the airplane on its landing gear, the traction available from the tires, the geometry of the landing gear wheelbase and track, and availability of lift killing devices.”

Read the whole post here.

Flight Planning Apps

AOPA gives a roundup of flight planning apps for IOS and Android:

“Before taking off, a pilot must complete myriad planning duties. The five apps listed below, sent in by members, help with many of those functions, including FBO/airport information, in-flight computations, filing pireps, and weather. These are not endorsements of any app.

FltPlan Go (free in iTunes): This iPad app has added more features to the company’s legacy FltPlan app, originally created to provide pilots with airport information and approach charts. The new app is still integrated with FltPlan’s website for one-stop flight planning in one centralized user account. App features include breadcrumb trails on the screen that show where the user has flown; rubber-banding of routing in flight planning; ability to create and edit routes offline; and expanded FBO airport information including fuel prices. The company will continue maintain and support the legacy app.

Aviation Calculations (free on Google Play): This smartphone app helps pilots and student pilots learn, practice, and review the 60 to 1 rule calculations used to provide quick approximations for many in-flight computations. It walks through the computations by leaving spaces where the user can enter data. The answers are computed upon pressing the calculate button on each page. Long pages may have multiple calculate buttons between different calculation methods or steps for convenience….”

Read the whole list here.

RAIM Failure

For those pilots using GPS, RAIM is essential. John D. Collins gives a tremendous explanation of how RAIM works and the possible failures on the Ask A Flight Instructor blog:

“RAIM is a calculation that a GPS receiver makes to determine if the position information is suitable for the navigation mode the receiver is using. It works on the principal that a position takes 4 satellites in view. If more satellites are in view, then one of the four satellites being used for the position can be substituted one at a time with one of the extra unused satellites. This generates 5 possible positions or more. The difference in the positions can be used to estimate the integrity of the position. This calculated value can be compared to the required integrity for the phase of flight and if it is not acceptable, warn the pilot. For enroute mode the RAIM value should be under 2 NM, terminal mode under 1 NM, and approach mode 0.3 NM.

Not all geometries of satellites provide the same accuracy of position. This is similar to determining a position with two intersecting VOR radials. If they cross at 90 degrees and are close to the station, the position error is small, whereas if they cross at 20 degrees and are far from both stations, the position error is large….”

Read the rest of the post here.

Thanks, John!