AOPA’s Air Safety Institute has just released its third year of studying Technically Advanced Aircraft – those with glass panels. Here’s what they found:
“A couple of things stand out: The vast majority of accidents occurred in day VMC conditions where the advantages of full glass instrumentation over analog may not be so great. The new technology aircraft pilots (Cirrus and Cessna Corvalis) apparently are having difficulty with basic airmanship relative to takeoffs, landings, and go-arounds”
It’s going to take a lot more time to get to be an airline pilot. From the AVweb story:
“The FAA said on Monday it wants to substantially raise the qualification requirements for first officers who fly for U.S. passenger and cargo airlines. The proposed rule, which the FAA said complies with a law passed in 2010, would require first officers flying in Part 121 operations to hold an ATP certificate, which requires 1,500 hours of flight time. Currently, first officers are required to have only a commercial pilot certificate, which requires 250 hours. Also, first officers would need to log at least 1,000 flight hours in air carrier operations before they could serve as pilot in command in those operations.”
“FAA believes it’s important for other traffic to know whether your blip is a powered aircraft, so the code 1202 has now been designated the standard for gliders, effective March 7….
One impetus for the new designation is an NTSB recommendation following the 2006 collision between a Hawker jet and a glider near the Reno/Tahoe International Airport. Following nine deaths in mid-air collisions between gliders and powered aircraft over a 20-year period, the NTSB chastised the FAA in 2008 for failing to make transponders compulsory.”
Read the whole story here. Another interesting point brought up in the story is that there are other discrete transponder codes – 1255 for firefighting and 1277 for search and rescue.
AOPA has a good explanation of the difference of filing a VFR flight plan and working with air traffic control to get VFR flight following. VFR flight plans serve a different purpose than IFR flight plans, and understanding the difference between the two when it comes to what information ATC knows can help avoid misunderstanding and frustration. The video is embedded below and direct link is here.
These operations include landing and holding short of an intersecting runway, an intersecting taxiway, or some other designated point on a runway other than an intersecting runway or taxiway. LAHSO is an air traffic control procedure that requires pilot participation to balance the needs for increased airport capacity and system efficiency.
The pilot-in-command has the final authority to accept or decline any land and hold short clearance. The safety and operation of the aircraft remain the responsibility of the pilot. Pilots are expected to decline a LAHSO clearance if they determine it will compromise safety.
You can read more about LAHSO in the FAA AIM here.
AOPA has an article that includes illustrations of the procedure at work here.
N1061x, our Cessna 172, is the mainstay of the club. Here’s an interesting article from Flying that talks about the history of the 172 and the future models Cessna is scheduled to roll out later this year:
“The Cessna 172 was arguably the most elegant compromise in the history of aviation. It might not have been the best airplane at doing any one thing, but it was clearly the best at giving its owners a satisfying taste of everything they wanted in a personal airplane. For many of those owners, the 172 was the airplane of a lifetime.
Why not? It was and is a great, fun flyer; a good-short-haul, modest-payload cross-country machine; a wonderful trainer and a solid IFR platform.”