Current Picture of U.S. Aviation

It's time we took a broad look at our aviation - where we are now and where we are going. Now that the Boeing Company has displayed its latest beauty - the 787 Dreamliner ( and a beauty it is), we'll get on our way. We don't have to look far or deep to see that we have major problems - some that have existed for some time and some that are just beginning. Actually, we need the Boeing Dreamliner at this moment to satisfy the ever-increasing demand of the air travelling population and to replace some of the smaller, ageing fleet of airline airplanes.
The airplane and its extended range of miles has made air travel available to all kinds of travelers - to anywhere - from 300 to 10,000 miles. There is no question that air travel is the primary mode of transportation. It has been reported by the Travel Industries Association that Americans will spend $733.9 billion in 2007, rising to $821 billion by 2010. Moreover, international visitors are pouring in, rising 7% annually.
But the travelers are having constant difficulties. There are flight delays, baggage problems, non-direct travel, airport security problems (often airports are suddenly closed due to terror threats leaving thousands of passengers stranded in airplanes on the tarmac without food and sustenance, causing rebooking with additional fees, and other problems). The airlines, large and small, are having scheduling problems, airspace control, security, and summer weather problem delays. Only a few of the high-altitude flying jets, with all the advanced digital equipment, manage the point-t0-point flight without delay.
The FAA is in the midst of a funding and next-generation planning crisis, trying to resolve problems before September 2007, when the Administrator's term expires. A new Administrator may not be appointed in time to take over some of the equipment and training problems. The Air Traffic Controllers have their problems and are asking for more money. Reportedly there is a shortage of Controllers and much of the advance equipment they need is not in evidence and many are not trained in the new equipment. FAA has proposed user fees for General Aviation (GA) operations (reportedly instigated by the airlines), which is currently being considered by both Houses of Congress. Congress appears ambivilent and not very knowledgeable concerning the everyday workings of aviation. The GA pilots are incensed regarding the prospect of user fees, and all say that they cannot afford the costs of user fees and will have to quit flying. AOPA and NBAA are fighting the battle for the GA pilots. Additionally, certificate fees are scheduled to be increased and fuel prices for 100LL octane and jet fuel are scheduled for higher taxes.
There is no doubt that we have a shortage of pilots - airline and otherwise -and the need will increase. Where are the future pilots coming from? Some airplane manufacturers are providing ground and flight training in their airplanes - particularly jet training. And there are hundreds of private Insructors begging for students. The response for pilot training has not been overwhelming.
Airports are being crowded out by aggressive Contractors who insist on building houses in established airport areas, too often condoned by local politicians. Part 135 Operators (Commuter and On Demand Operators) are now involved in renting or leasing jets and prop-jets because they cannot afford to buy them. And the problems go on.
I'm only one small voice, but I'm getting louder all the time. The truth of the matter is that the would-be pilot cannot afford high-cost training and equipment. It is time for Congressional oversite on all of these problems - our government should be the leader.
There are ways to sensible attack these problems. For starters, why not begin with a govt-sponsored ground and flight training for new pilots - on a competitive or low-cost basis - to provide pilots for GA, Part 135 and Part 121(airline) operations. For the oversite and operation of the FAA and the Airline problems, why not focus on a new Civil Aeronautics Board (or something similar) to provide stability and economic well-being.
We are not doing too well regarding safe flight, either. For the month of June 2007, NTSB reported 102 aircraft accidents, 26 fatal accidents accounting for 56 fatalities. GA accounted for 72 accidents, Air Carrier (Part 121) 6 accidents and incidents, and commuter Operations (Part 135) 5 accidents. Agriculture Operations (part 137) accounted for 7 accidents, and there were 2 Public Use accidents. The remainder were of foreign origin.
If you would like to hear more or if you have comments , please contact me. RS.

Approaches and Landings

Approaches first - What is a good approach to land? A good approach is a prerequisite to a good landing. We can approach the runway either by a traffic pattern or straight in (if cleared). We'll begin with what the FAA thinks a good pattern should be. (My comments in parenthesis) chapter 4 under Air Traffic Control in the FAR handbook states as follows:

1. Enter pattern in level flight, abeam the mid-point of the runway at pattern altitude - 1,000' above ground level (AGL) is the recommended pattern altitude unless established otherwise (each airport or field has a stated pattern altitude above the station's elevation above sea level - if the station is located at an elevation of 800', and if the pattern altitude is to be 1,000' above the station, then the pattern altitude would be 1,800'. (A left hand pattern is recommended unless directed otherwise).
2. Maintain pattern altitude until abeam approach end of the landing runway on downwind leg.
3. (Turn left on base leg, either hold altitude or descend to turn from base leg to final - FAA left this step out, which is important).
4. Complete turn to final at least 1/4 mile from the runway.
5. Either land or proceed straight ahead until beyond the departure end of the runway.
6. If remaining in the traffic pattern (TP), commence a turn to crosswind leg beyond the departure end of the runway within 300 ft of pattern altitude.
7. If departing the TP, continue straight out or exit with a 45 degree turn (to the left or the right depending on the TP) beyond the departure end of the runway after reaching TP altitude (or, as directed by the Tower or Air Traffic Control for climbout.
8. Do not overshoot final or continue on a track which will penetrate the final approach of a parallel runway.
9. Do not continue on a track which will penetrate the departure path of the parallel runway.

In WWII, flying P-38's, a pattern to the field was somewhat abbreviated. We would come across the field downwind at low altitude (say 50 ft) to midfield, execute a steep climbing right turn (never left) to a pattern altitude established by experience, followed by a relatively steep descending turn to the runway. There was a line painted across the runway. If we landed beyond the line we were fined $1.00. The distance down the runway beyond the line was necessary to keep from overshooting. I missed now and then in the beginning. But we can't do that here and now - we fly square patterns and use our best judgment.

Keep in mind that there are other authorized approaches such as Contact, VFR,VOR, IFR , etc., many associated with or from a holding pattern or instrument approach procedure.

Most airports will have a Segmented Circle, usually in the middle of the airport, showing the direction of the TP, and a wind cone to indicate the direction of the wind.

Now the landing: The approach is half the battle - but you really have three choices:
1. You can set up an approach speed and maintain it all the way down to the flare point (probably above the end of the runway at perhaps 50 ft, assuming your shooting for the first 1,000 ft of runway).
2. Descend at a constant rate, say 500 ft/min, and adjust the descent angle so that you don't undershoot or overshoot your touchdown point.
3. Set up an airspeed with throttle, bleeding of airspeed as you descend with pitch control (using your stabilizer control) to the flare point (say the end of the runway at 50 ft). In any case leave a little throttle on in case you have to go around or if it's gusty or you have a crosswind. The flare will be your short-term judgment, gently bleeding off airspeed to the stall. The stall has to coincide with runway contact, otherwise you will "drop the airplane in" or experience a "hard landing", followed by a bounce. Remember that if you stall the airplane, say 2 ft above the runway, your contact force will be the 2 ft x the weight of your airplane (the heavier the airplane the greater the force), plus the fact that you may have a little trouble with the second contact, after the bounce, keeping the airplane on a straight course. A crosswind or gusts would aggravate your situation.

I prefer setting up a 500 ft/min descent, then bleeding off airspeed with the stabilizer to the flare point, depending on my judgment between undershooting and overshooting the runway. Short field landings should be made with power on to the end of the runway, then"chopping the throttle" on touchdown. Forget the go-around, unless you feel you can't accomplish the stop on rollout.

After all is said and done, remember that the airplane has to touch down on the runway stalled, at the same attitude that it sets at rest. Put this in your memory for the final approach and as you flare.

RS.

VFR Flying AT Night

VFR flying at night has its hazards, especially for the beginning private pilot - hazards that are not easily recognized and appear rather suddenly - especially transitioning from day flight to night flight.
Okay, what is night flight? Let's start with FAA's perception of night flight as detailed in
Part 61.57 of th FAA Regulations - "the time between the end of evening civil twilight and the beginning of morning civil twilight, as published in the American Air Almanac, coverted to local time".
Okay, then, what is twilight? On the ground (or airport) twilight is the time between sunset and complete darkness.
At altitude twilight appears as daylight until the sun disappears from your vision. With no clouds you can see the sun setting while you are still in bright daylight (it's a beautiful sight). You keep flying and all of a sudden the sun has disappeared and you are in darkness. There may be lights but (surprise, surprise) your horizon has disappeared. You must now refer to your instruments.
The important thing to recognize and remember is that night flight requires a reference to the ground and the horizon (airport beacons, city lights, airway lights, etc.) to maintain level flight. If you lose that reference, you must use your instruments (attitude and directional displays).
The transition from daylight to darkness in flight can be unsettleing if you havent given it prior thought. Normally, the pilot does not think about night flying being a problem since he is already busy with communications and en route and weather considerations. But, let me advise you, on cross-country flights you will find some areas in complete darkness, requiring flight solely by instruments.
And before long - you will probably decide to get your instrument rating.

Use the checklist !!

USE THE CHECKLIST!

What checklists? Granted there are checklists all over the place in aviation - flight preparation, pre-flight, flight planning, inflight planning, etc.
Right now we are talking to the pilot about flying the airplane.
The manufacturer of the airplane provides the Operating Manual - perhaps called the Flight or Pilot manual- which must be carried in the airplane, along with the Airworthiness Certificate, and other documents, aircraft and Engine logbooks, Squack Sheets, et. There are reasons for these documents to be carried in the airplane: 1. The Operating manual gives us each step of the procedues for operating the airplane, including coping with emergencies, 2. The other documents relate to the airworthiness and the flyable condition of the airplane and its engine. In effect the Operating manual is the checklist, beginning with the Walkaround inspection, engine start, pre-takeoff duties, and operation of each phase of flight (takeoff, climb, cruise, descent, pre-landing and landing -followed by engine shutdown).
Why the checklist? Since we are human beings and subject to human error - mistakes - and at times are forgetful, particularly during excitement and stress. We like excitement; stress we do not want. Stress is an assidious condition that appears automatically when we exhibit uncertain action, untimely acts, and sometimes stupid mistakes. I hate to mention the number of aircraft accidents over the years caused by the pilot's failure to extend the gear prior to landing - gear extention, the most important item on the prelanding checklist.
But let's not think of accidents - rather safe flying.
FAA Part 91 General Operating Flight Rules cover the Private Pilot certificate and VFR (Visual Flight Rules)
Flying, including airplane airworthiness standards, airplane flight manual rquirements, VFR fuel requirements, VFR flight plans, and basic weather minimums - all relating to checklists of one type or another. Let's conclude that the airplane manufacturer has complied with Part 91 in providing the Operating manual for the airplane we are going to fly. It's our best checklist - in the left seat of the airplane. Let's get started. RS.