tag:blogger.com,1999:blog-26430633440148810572012-01-24T11:42:31.996-05:00A pilot's pointers to keep you flying safely.Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.comBlogger521100tag:blogger.com,1999:blog-2643063344014881057.post-18357709974887896662012-01-22T16:10:00.009-05:002012-01-24T11:42:32.003-05:00

Even with all the preventative measures in force, you may not be able to prevent significant icing from forming on your plane.A recent accident in Texas involving a sophisticated turboprop was the result of airframe icing. This plane had pneumatic boots, deicing capability for the props and windshields as well. In spite of that, the heavy mixed icing reported by the pilot brought the plane down.

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-133371164339461832011-12-31T15:35:00.003-05:002011-12-31T18:10:00.262-05:00

As it is the last day of the year, I thought I might review some of the accidents that occurred, that I believe would have been avoidable. Some seem almost too silly to have happened, but I’ll mention them anyway.Starting with the almost trivial, would be the accidents occurring during the taxiing phase of flight. I find it hard to understand how one taxies into a fence in broad daylight. Or,

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-42639319092732421542011-12-04T11:35:00.005-05:002011-12-09T18:49:41.832-05:00

Tracing my love affair with aviation goes back some. As a little boy, any time I heard the sound of a plane, I would look up and desperately try to see it. It was almost as if I was getting a reward for the number of sightings I could claim. I have to admit I still suffer the same compulsion to seek the cause of the overhead noise. Now, however armed with more knowledge, I am able to identify the

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-61613786298649879522011-10-31T14:59:00.003-04:002011-12-03T11:03:20.789-05:00

Pilot radio communication techniques aren’t usually discussed or commented upon, but here goes a bit of chatter on this topic. So fasten your seatbelts and listen up on your David Clarks for my thoughts about protocols and what not to calls.This discussion was prompted by my conversation with a US Air captain who graciously shared a few moments and thoughts with me recently at the Charlotte

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-27952909955650456382011-10-13T19:54:00.001-04:002011-10-13T19:55:54.670-04:00

Recently, one of the daily accident reports listed on the FAA site dealt with quite a few accidents involving taxiing. Yes, the phase of a flight that should be the easiest and least likely to cause a wreck. But not this particular week. Here are some of the types of mishaps: ..went off the side of the runway (into the weeds or worse), ..hit runway lights,…wing or tail struck another aircraft,..

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-54331694391825387502011-09-13T17:59:00.001-04:002011-09-13T18:01:14.479-04:00

So, now it’s official, or at least formally proposed that some pilots are unable to fly when the autopilot quits. What are they talking about? Something that I have alluded to in previous articles. Pilots get more dependent on their digital devices and are then slow or unable to respond to basic flight data such as air speed, attitude etc. Face it with all those big screens showing you the way,

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-13627649704103407172011-08-27T13:29:00.002-04:002011-08-27T13:32:11.920-04:00

I was speaking to a loyal fan of this blog, wondering aloud as to what I should write about next. He said: …just don’t write about another landing crash. Smiling, I told him I would see what I could do. Since I write about flying mishaps, and their avoidance, I decided to review the latest FAA accidents to see what else to consider. Interestingly, about 70% of the accidents involved the

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-23506526389470986272011-07-24T15:36:00.004-04:002011-07-24T15:45:22.178-04:00

Good judgment is something that some have and others don’t. I’m thinking about good judgment, the kind that, when absent, causes accidents. I still have trouble understanding how a pilot who crashed and killed three passengers, his wife and two children, eight years ago managed to do it again. Yes, he piloted a plane carrying his new wife and his only remaining child and once again crashed in bad

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com1tag:blogger.com,1999:blog-2643063344014881057.post-73328987972129978822011-07-04T16:55:00.007-04:002011-07-04T17:44:01.734-04:00

Just recently the quick thinking of an air traffic controller in the Midwest saved the life of an older couple in a high flying Cirrus. You probably have heard or read about it. As the controller was communicating with the pilot, he noticed that the pilots speech became slurred. To the controller that meant one thing, probable hypoxia. The plane was at 17000 feet, and was unpressurized. So, if

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-74807426898066895882011-05-24T15:06:00.002-04:002011-05-24T15:12:19.372-04:00

I wonder now, more than ever, how prepared some pilots are for what they are about to encounter, whatever that may be. A difficult instrument approach, landing in a crosswind or just starting up and taxiing are some examples. If you check the FAA accident sites as often as I do you, you will understand my concern. Another stimulus to these thoughts occurred to me when observing the irrational and

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-55271904352564843352011-04-16T17:38:00.003-04:002011-04-16T17:47:35.343-04:00

One of the things that stays emblazoned in my mind is: never bust minimums. No not never! Minimums are there because the powers to be have decided that is as low as you can safely descend without ground reference.* Oh, sorry. I am of course writing about instrument approaches. Particularly about following the prescribed approach procedures to the letter. Why am I writing about this? Because I

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-41875572624286579612011-02-19T14:04:00.002-05:002011-02-19T16:54:14.770-05:00

Reading about the problems that fatigue and boredom are causing in the cockpit and radar rooms, made me think back some. Sleep, we must remember is something we can’t do without. At some point it will come, regardless. The problem of course is that if you are alone at the controls, it could be a disaster unless corrected right away.When I was flying occasional charter up in Vermont, I frequently

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-82685584764303358682011-01-01T16:05:00.004-05:002011-01-16T12:02:42.775-05:00

The last day of the year seems like a good time for reflection. I think back many years when as a boy of eight or nine, I would hop on my bicycle and head for Laguardia airport (KLGA), some two or three miles away. My intent, to stand at the end of one of the runways, and wait for a landing plane to pass closely over my head. Close enough in fact, that if I could jump up ten feet in the air I

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-58807333792618365162010-12-18T16:19:00.003-05:002010-12-18T16:23:22.864-05:00

The other day I was having lunch with a pilot friend. We were discussing my recent blog “How To Execute An Actual Instrument Approach”. Apparently he got the idea that this was a coupled approach, one that uses the autopilot (AP) to follow the commands of the ILS signals. In fact, I hadn’t written that this was the case, rather describing a “hand” flown approach, without partial or complete use

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-62790261689805502282010-11-27T11:14:00.009-05:002010-12-18T16:12:36.879-05:00

Executing an instrument approach in actual “instrument” weather (ceiling below 1000 ft and visibility less than three miles) is not a game. A simulation done at home or at an FBO (fixed base operator) doesn’t create the same level of anxiety. Why should it? Just turn it off and go about your chores.In this article I am going to lead you through the thought processes that I deem important to get

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-11708874357842460952010-10-27T15:14:00.003-04:002010-10-30T15:34:01.087-04:00

It was early Saturday morning in Burlington VT (BTV). I was there to fly N711EB, a Piper Navajo to Manchester, NH (MHT), a typical freight run. The date was May 30 1989, Memorial day. Weather was basically VFR with a chance for IFR in Manchester. Recent passage of a cold front raised the possibility of some ground fog, especially in the early morning.Before heading to the flight line to do my

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com1tag:blogger.com,1999:blog-2643063344014881057.post-5724206226434320792010-09-30T19:57:00.003-04:002010-09-30T20:06:34.071-04:00

This is the first in a series telling “all” about flying on instruments. I have written about flying IFR (instrument flight rules), and decision making etc., but not led you through all the nitty gritty. This first part will deal with the basic instruments and radios used.Regardless of the type of IFR weather, there are certain basics that will always apply. Some of these conditions also must be

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-21510870693495109552010-08-29T19:10:00.007-04:002010-09-01T15:35:43.983-04:00

We are on final vectors to runway 17 at Iwannabeontheground airport. The weather is just awful. Visibility ½ mile in smoke, fog and haze with the possibility of a thunderstorm. Ceiling is 250 feet and lowering. Night time is approaching and we are flying a single engine plane. Doesn’t sound too good does it? How about adding that the ILS just went out and we are left with only the localizer,

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-30969770242550765202010-07-31T12:52:00.007-04:002010-08-02T12:24:35.931-04:00

Night flight is not everyone’s cup of tea, in fact, some pilots dread it. I can certainly understand why particularly in actual IMC conditions in a single engine plane. But if the conditions are right, good VFR, stars above, maybe a moon, it can be just beautiful. In the distance, airport beacons beam their greeting to the sometimes weary traveler. The twinkle of light from houses, and the stream

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-11166943721244613992010-07-19T15:39:00.003-04:002010-07-19T15:46:54.483-04:00

It pains me to read about another plane crash, with all occupants dead, and no explanation other than “pilot error”. The pilot, older, with many years in the cockpit, should have been able to avoid the crash. From what I gather, the landing was balked because the plane was too fast and possibly high for the 4000 foot runway. You just can’t force some planes down on the tarmac if they aren’t ready

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-5310136196213209972010-06-29T14:28:00.002-04:002010-06-29T14:40:19.024-04:00

It is so hot out that I think the tires of all the airplanes I flew in would melt into a huge black goo. Just been thinking of flying in the heat of summer, and how the coolest and most fun flights were in a J-3 out of Tew-Mac airport. Tew-Mac (B09), was in Tewksbury, Mass., northwest of Boston, and closed in 1997. It was a paved 1850 ft runway heading 3-21. Now converted to condos, the only

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-29018709516812949932010-06-11T15:32:00.004-04:002010-06-12T13:46:36.104-04:00

As gear problems continue to frequent the accident sites, I thought a brief discussion of landing with a failed nose gear would be of interest.I just read about a Beech C90 that had a gear problem that resulted in a landing only on the mains. The nose gear mechanism failed, but the mains could be cranked down. Another gear failure with a similar result involved a C-177. It was reported that the

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-35012424540021541152010-05-29T16:47:00.006-04:002010-06-29T14:52:21.187-04:00

Rather than deal with just one area of concern, I am going to explore and revisit several topics. My first subject is timely, as lately there have been several bad crashes involving runway overruns. Last December I covered some of the things a pilot must consider as they line up on final approach or before.For the non professional, the main consideration is runway length. The other physical

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-28532612396449993152010-04-26T17:32:00.004-04:002010-05-07T12:11:21.737-04:00

I am concerned about the new ruling that lets pilots fly while taking anti-depressant medication. I do not believe it is a good idea. As both a pilot and a physician, I think there are real risk potentials to flying under the influence of these pharmaceuticals.A review of the antidepressants literature is worth summarizing here. I am including information from an article in Helpguide* subtitled “

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-35054831528418347172010-03-31T15:49:00.002-04:002010-03-31T15:59:08.895-04:00

Old themes are sometimes worth revisiting. This time it’s lowering the gear in time to have it fully locked in the down position. I don’t think the reported gear “collapses”on the FAA accident site are due to mechanical problems very often. Rather, it most likely is a result of dropping the gear as an afterthought at the last minuteIt takes some time to lower the gear and have the locks engage.

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-35965486629268302542010-03-17T17:47:00.004-04:002010-04-09T15:31:12.306-04:00

The other day while sitting at a traffic light, I watched a young driver texting furiously in between glancing up at the traffic signal. Amazingly the driver did not miss the change from red to green by many milliseconds but……it made me wonder how many pilots were doing the same thing while at the controls. Talking on the cell phone, texting, getting the latest stock results or some such other

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-28566534952543951212010-02-18T16:40:00.013-05:002010-02-21T17:14:39.332-05:00

It is just awful to read about air carrier crashes that are in part due to crew incompetence. The example that immediately comes to mind is the Buffalo crash earlier this winter. That crash was the result of two people who shouldn't have been in the cockpit of that (or any plane in the case of the captain). The co-pilot wasn't nearly trained /experienced enough, but in time she may well have been

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com1tag:blogger.com,1999:blog-2643063344014881057.post-72199975842312576752010-01-31T15:45:00.007-05:002010-05-08T15:34:28.750-04:00

This recent snow storm caused me to remember a flight I made in a Pa-31 Navaho Chieftan in the middle of the night into Saranac Lake, NY (KSLK) one January. I got a call late in the evening from the FBO whom I flew for occasionally. They needed me to fly to KSLK and pick up an injured skier and bring him back to Burlington,Vt as he apparently was badly hurt. I agreed to fly the charter . When I

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-60782701825087051302010-01-01T12:41:00.003-05:002010-01-02T11:25:41.559-05:00

It is awful to read about skilled pilots trying to land in the fog, way below minimums. Even trying unsuccessfully to land in heavy IFR conditions at an airport with only an Rnav approach. You don't believe me? Go to the December 09 NTSB reports. One pilot on a short business flight in Texas in a Bonanza tried to land in 1/4 mile visibility with an indefinite ceiling flying a presumed RNAV

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-77883286709951750552009-12-27T15:35:00.005-05:002009-12-29T12:16:18.173-05:00

The recent AA faux pas in Jamaica, almost going for a bath rather than a simple landing, reminded me of an early flight of mine that ended in a bad way. I was trying to land a Cessna 172 at NY38, Nedrow Air Park, a 2100 ft. paved runway with 50 ft trees at the north end. The field is no longer there ( I wish it hadn't been there then). Anyway I came in too high and fast and couldn't stop on the

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-86579565924555719012009-12-01T16:40:00.022-05:002009-12-09T10:51:34.346-05:00

Preflighting the plane isn't something pilots talk about much, not unless they are discussing some of the potentially disasterous things that may have happened to them. Things like forgetting to take the tow bar off the nose wheel before taxiing, or checking the fuel level in the tanks, or peeking around in the engine compartment when checking the oil level and finding an oily mechanics rag or a

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com1tag:blogger.com,1999:blog-2643063344014881057.post-84359826866817443482009-11-01T11:36:00.005-05:002009-11-11T16:08:19.165-05:00

For all the hours I spent in the cockpit, I can't ever remember being bored. There are just so many things that need to be done, overseen and thought about. To even think of entertaining myself with a video or computer game is unthinkable. Hey, but that's me. So what is there to do? I'll give some examples of the myriad tasks that one can do. First and foremost fly the airplane. That means keep

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com1tag:blogger.com,1999:blog-2643063344014881057.post-17631137690072861502009-10-26T14:34:00.006-04:002009-10-26T15:59:14.534-04:00

It was an eerie, awful feeling to read about the recent crash with four dead in South Carolina. The plane, N62635, a Piper Aztec was one I had flown for over 700 hours years ago in Elmira,NY. It was a forgiving plane if not a bit slow and heavy. It had all the bells and whistles for IFR flight, including some de-ice capabilities. Basically a great plane to fly if you weren't in a big hurry. The

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com1tag:blogger.com,1999:blog-2643063344014881057.post-45239641979306113592009-09-17T16:12:00.005-04:002009-09-17T17:17:14.007-04:00

Everytime you get set to shove the throttle or throttles forward for the start of your take-off roll you should be thinking what if my engine quits. If it happens on the ground, easy decision, pull the throttle(s) off and try to stop on the runway. Once one is airborne things change, different choices depending on variables such as: altitude, single or twin, terrain, weather, and pilot skill. But

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-18576125554001925482009-08-18T16:11:00.004-04:002009-08-18T17:25:17.681-04:00

The recent mid air disaster over the Hudson reminded me of an incident overn norhtern Massachusetts some years ago. I was flying VFR at 9500 in my 1965 Baron heading to Burlington, VT. It was nice and clear with only a few scattered cumulus clouds, really nothing to block visibility at my altitude. I was squawking a VFR transponder code but not in contact with any ATC facility. In that region it

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-19475200500531809462009-07-15T16:29:00.004-04:002009-07-22T17:55:09.943-04:00

The recent depressurization of another airliner got me to thinking and remembering a "high altitude" incident I experienced many years ago.When I was a young buck flying a C-172 between Syracuse and Boston vfr I ended up at 15500 feet to get over a large cloud deck. Now that's pretty high without supplemental O2. I did ok but did feel a bit light headed. Luckily it was daytime and the clouds were

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-3308190348679446032009-06-23T16:13:00.005-04:002009-06-23T21:46:14.098-04:00

The recent death of a senior airline captain at the controls should pose as a potent reminder that we all may become incapacitated at the most inopportune times. Armed with that possibility what should be done?Well for a start, I'll briefly discuss the options and possible outcomes in the case of single pilot operations. Assuming that the pilot is suddenly totally incapacitated, what is the

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-46743412780564820722009-06-10T17:11:00.003-04:002009-06-15T11:51:41.956-04:00

Reading about some recent mishaps involving inadvertant collisions between airplanes and trees, reminds me of a flight to Hendersonville, NC (OA7) in our Be-36, several years ago. Landing at this particular strip was ok, but taking off another matter. Although the runway is 3075 ft long by 40 wide and aligned 15/33 there turned out to be worrysome factors for this pilot. There was a considerable

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-502501454925918002009-06-03T16:39:00.003-04:002009-06-03T17:09:16.737-04:00

Before I really ever did much of my own flying, I listened to ATC communications on my aircraft radio while watching the inbounds to Logan from my rooftop. Sounds goofy but I learned a lot about what and how to say it. I still turn on my transceiver occasionaly, just to listen and keep the lingo and rhythm in my head.You don't hear the pros saying ah, um or waiting seconds to answer. No, they

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-87282752726965146342009-05-18T11:18:00.006-04:002009-05-19T15:51:48.813-04:00

We were coming back ffom France on a 767. I was seated by the window (of course) just aft of the left wing. My attention was drawn to the various moving wing surfaces during the various phases of the flight. Slats on the front, outboard and inboard ailerons and the spoilers. As I was seated next to the inboard ailerons, I was puzzeled as to why they were deflected, left down 10 and the right (yes

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com1tag:blogger.com,1999:blog-2643063344014881057.post-7058487880664166682009-04-28T11:50:00.018-04:002009-05-04T16:14:37.039-04:00

Several years ago I was in the right seat of a lovely almost new Baron, years younger than mine, providing the eyes for a relatively new twin pilot who wanted to do some approaches. We started out for the ILS 35 at ILM. After a clearance from the controller we were on our own. It didn't take long for me to wonder what was happening as we wern't on a part of the approach I knew. So I asked and

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com1tag:blogger.com,1999:blog-2643063344014881057.post-17120191701554251822009-04-10T09:26:00.004-04:002009-04-14T20:27:07.908-04:00

It is absolutely shocking to read the FAA daily accident lists and see how many are due to " landed gear up". Out of a list of ten accidents two to three are gear related. Not all are called "landed gear up" but rather gear failure or landing gear collapsed ( another of the same). If you dont believe me go to the FAA accident site for April 6, 2009, and count the number of gear related accidents.

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-36571572454002352352009-03-26T17:37:00.012-04:002009-06-15T11:47:32.723-04:00

I was flying VFR at 9500 feet in an A-36 in the Harrisburgs approach sector "radar contact". The weather typical of August, murky with scatered CB's and visibility lower than you like. Destination was Bloomsburg not over 5o miles away. All of a sudden out of the corner of my left eye I saw an airliner heading north slightly higher than we were and about 1/4 of a mile away. Hey what gives I

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com2tag:blogger.com,1999:blog-2643063344014881057.post-55500237790236208342009-03-17T14:07:00.003-04:002009-03-19T10:49:26.076-04:00

Yesterday was heavy overcast (300/1) at KCLT, and as I needed a flying fix, I drove out there and stood at the approach end of 36 center. The planes came in out of the mist, landing lights announcing their presence. One after the other, rain/water vapor streaming off their wings, all on the glideslope. One heavy scared me a bit as it was very low overhead, touching down just beyond the threshold.

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-23757359735385080792009-02-27T13:15:00.005-05:002009-02-27T13:58:11.060-05:00

Early in my flying days I pulled a real dumbo. Cause, not doing a proper pre take-off check of the instruments. The plane was a Cessna 172 based in Tewksbury,MA. The four of us were heading down to the Cape for a day on the beach. Weather was CAVU. The plane was headed north for take-off and away we went. After a short while though, things seemed a bit strange as there were some big hills ahead

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com3tag:blogger.com,1999:blog-2643063344014881057.post-38917762149051808542009-02-15T19:47:00.006-05:002009-02-22T07:33:36.025-05:00

Flying in icing conditions is tricky but may be dealt with successfully if you keep the plane flying. Basically an airfoil that is covered with ice is very inefficient, producing less lift and lots of drag. As the icing increases things get very dicey such that one may be at the edge of stall and not know it. Also once the ice is on, it is most difficult if not impossible to get off, with the

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com1tag:blogger.com,1999:blog-2643063344014881057.post-73262697968833909252009-02-10T19:25:00.007-05:002009-02-11T19:29:22.119-05:00

Very recently a Cessna 421 got refueled at a midwest airport. The pilot told the line service to add 80 gallons of fuel, 40 on each side and then he left for the night. A long trip was planned for the next day. After take off the pilots noted a loss of power in both engines. Full RPMs but no oomph. The result, a Mayday call and a 180 turn. Unfortunately they couldn't make the airport and crashed

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-87498119862469715412009-02-06T19:50:00.004-05:002009-02-22T07:34:20.639-05:00

I was sitting in the left seat of my Cessna 340 getting set for a check ride with my friend a US Air pilot. We were going to do the usual procedures: airwork, simulated engine out and some practice approaches. But before we got started, he asked the following: if the weather is down to or close to minimums for a radius of 300 miles or so would you take-off. Good question. I wasn't sure of the

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com1tag:blogger.com,1999:blog-2643063344014881057.post-72501835823130872592009-02-01T15:54:00.005-05:002009-02-02T20:28:46.360-05:00

When I was a third year medical student in Syracuse, I became friends with my cardiology professor who was also a pilot. As he did not have his instrument rating, he invited me to fly with him to Cleveland in his Cherokee 6. We left Syracuse and headed for Burke Lakefront in VFR. As we passed the Buffalo area, it started getting cloudy with snow showers (not forecast). Luckily I had brought

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com1tag:blogger.com,1999:blog-2643063344014881057.post-6734366462048583992009-02-01T13:08:00.000-05:002009-02-01T13:11:18.973-05:00

You know that the freezing point of water is 32 F, so when it gets down there it becomes important to drain those sumps in the wing and, in some cases, the engine. Little ice particles or chips may not cause any problems, but they could.  Certainly water in a fuel line allowed to freeze would, if enough ice is formed.  Another time, I will get into surface accumulation on the airplace, in flight

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-25847356652275987002009-02-01T13:02:00.000-05:002009-02-01T13:05:51.417-05:00

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0tag:blogger.com,1999:blog-2643063344014881057.post-1837791505634657282009-02-01T12:53:00.000-05:002009-02-01T13:01:53.831-05:00

One winter day in Vermont, I was headed down to Boston on business in my 1965 B-55 Baron. It was a good ol' bird, but only had minimal anti-ice equipment: heated pitot and alcohol props.  These were important as generally the weather reports always contained some ice warning such as light to moderate rime icing in clouds and precipitation.  In the Baron, this was okay, as the plane could easily

Walter F. Erstonhttp://www.blogger.com/profile/06149238396454840912noreply@blogger.com0