Aircraft pilot – Pilotin Mon, 27 Jun 2022 18:24:15 +0000 en-US hourly 1 Aircraft pilot – Pilotin 32 32 Improved approach angles – ​​​​​​​AOPA Pilot Information Center Mon, 27 Jun 2022 18:24:15 +0000

Energy management based solely on visual cues can result in aircraft performance hunting. Before finding a way to record and correct each approach, you must first have the basic parameters required to achieve specific aircraft performance for a stabilized approach. In order to establish some sort of measurable performance numbers first, I would personally try the following with your CFI:

  • At taxi pattern altitude, establish a pre-determined airspeed, flaps + whatever power setting is needed to maintain that airspeed and altitude downwind— no change of flaps during the initial downwind descent; if you change the flap configuration during the initial descent, you risk losing sight of the aircraft‘s performance because 3 things change simultaneously, aerodynamics, pitch and power.
  • Abeam the predetermined fixed reference point (ie runway threshold); try 60% power — ie) if 2300 rpm is the maximum rpm, 1400 rpm; start your initial descent at 500 fpm, trim and note speed.
  1. If it is a fixed-pitch propeller aircraft, adjust the throttle to maintain this predetermined RPM. If it is a constant speed propeller plane, adjust the manifold pressure, because it will change without your intervention throughout the descent.
  2. Rotate to your base leg at the standard 45 degree point while maintaining the power setting. Use 500 fpm as a guideline, but never at the expense of slow speed. Some airports with rising terrain around the runway will likely need a separate point at which you turn to base leg (i.e. altitude). It is at this stage that you will have a good initial perception of the performance of your aircraft. With constant power and descent in fpm, what does your speed and altitude look like relative to the track (not the terrain around the track)?
  3. During a stabilized approach, minor corrections are possible when you are able to make 2 “trade-offs” in your aircraft’s existing energy (speed and altitude). If you need to change 3 (speed, altitude and power), this is a big fix and your initial “glide” setup should be reconsidered:
    1. if it’s too fast and too high, your initial RPM setting should be reduced next time; try 100 rpm less, maintain that rpm and always start with 500 fpm.
    2. if it’s too slow and low, your initial RPM setting should be increased next time; try 100 RPM higher, maintain that RPM and always start with 500 fpm.

The key is to bring your approach profile to the point where you only have to make a pitch change at an established stable power setting until just before the flare. During the final approach phase, you should be able to to add frequent vertical sweep of the obstacle (if any), aiming point, and runway end, in addition to an already established sweep during downwind and base leg.

Royal Aviation Museum pays tribute to children and pilot who died in plane crash 50 years ago Sat, 25 Jun 2022 19:20:24 +0000

The Royal Aviation Museum of Western Canada strives to honor the children and the pilot who died 50 years ago in the Linwood Street tragedy.

On June 24, 1972, a plane carrying eight residential school students to the Cree Nation of Bunibonibee crashed into a vacant lot on Linwood Street.

All eight students and the pilot died in the crash.

They were Margaret Robinson, Mary Rita Canada, Ethel Grieves, Rosalie Balfour, Wilkie Muskego, Iona Weenusk, Roy and Deborah Sinclair, and pilot Scott Coughlin.

“An important mission of the new Royal Aviation Museum is to bring to light little-known stories of aviation history in western and northern Canada, guided by a commitment to reconciliation and partnership with indigenous peoples,” said Terry Slobodian, president and CEO of the museum, in a press release. “Telling this story is an important step in fulfilling this mission. While the arrival of aviation brought many benefits to northern communities, it also had heartbreaking consequences.

The memorial is expected to be installed near the crash site at Linwood Street and Silver Avenue.

“The new memorial site will allow future generations to know their names and the devastating effects of residential schools. I am honored to be able to work with the Royal Aviation Museum of Western Canada and city staff on this small step towards reconciliation,” said Coun. Scott Gillingham, in a press release.

The memorial will feature a granite pedestal that will bear the names of each victim and the area will have new trees and rest areas.

The plan is to hold a ceremony when the memorial is installed in the spring of 2023.

The museum is also working on the construction of another monument for the Bunibonibee Cree Nation in memory of the victims.

The Russian Air Force suffered heavy wartime losses; rely on retired pilots according to British intelligence Fri, 24 Jun 2022 09:56:00 +0000

Due to the heavy losses of fighter pilots in the ongoing conflict in Ukraine, the Russian Ministry of Defense is now employing retired pilots to operate the fighter jets for aerial combat maneuvers, the UK has revealed. in its latest intelligence update.

He cited the growing death toll among Russian fighter pilots as the reason for the absence of formidable Moscow air power.

Aviation experts have blamed Ukrainian anti-aircraft missiles supplied by Wester, such as the Stinger and Igla, which they say pose a major threat to Russian pilots flying above Kyiv’s skies. And as a result, the VKS, the acronym for the Russian Air Force, has been underperforming because it is forced to operate carefully in a risk [averse] low-flying style, which places their fighter aircraft within the lethal envelope of shoulder-portable air defense systems [MANPADs].

Weighing about 15 kg, portable anti-aircraft missile systems [MANPADs] can hit a target at altitudes up to 4000 or 5000 meters, destroying the enemy aircraft within an integrated multi-layer air defense structure. The United States delivered to the Ukrainian army about 800 Stingers – a type of man-portable air defense system (MANPADS).

Su 25 crushed by MANPAD. Credit: Twitter/@200_zoka

Credit: Twitter/@200_zoka

A pilot of a Russian Su-25 Frogfoot ground attack aircraft was recently shot down on June 17 and captured by Ukrainian military forces. He confessed that he was a major in the Russian Air Force who signed with military contractor Wagner. He used commercial GPS devices rather than Russian military navigation equipment. This indicates that Wagner’s fighter jets are older models of the Su-25 and that the Russian Air Force does not supply Wagner with up-to-date avionics equipment.

Russian Su-25 with commercially mounted GPS system. Credit: Twitter/@edward29910100

Moscow’s air power was unable to “achieve complete air superiority” and had “very limited campaign success” due to its strategy of avoiding penetrating within Ukrainian borders, learned the British Ministry of Defence. Some of the underlying causes of its difficulties echo those of the Russian ground forces. “For years, much of Russia’s air combat training has most likely been heavily scripted and designed to impress senior officials, rather than to develop dynamic initiative among aircrews,” Britain’s Ministry of Defense said. defense.

Mi-8 transport helicopter shot down by Ukrainian military forces. Credit: Twitter/@oryxspioenkop

The Russian Air Force (RuAF) lost two Su-25 close air support aircraft. Credit: Twitter/@oryxspioenkop

Russian pilots lack modern Western-style air campaign (UK)

While the Moscow Air Force has developed “an impressive list of relatively modern and capable combat aircraft”, it has failed to instill “the institutional culture and skills necessary in its personnel to respond to Russia’s aspiration to deliver a modern, more Western-style air campaign,” British intelligence said. The Russian ground troops, too, are increasingly exhausted; and the Russian troops’ cruise missiles are “burning out” on the battlefield.

Earlier in a separate intelligence update, UK defense and security think tank RUSI called Russia’s air force “anaemic” as it launched tactical air operations in the eastern region of Donbass. The RAF also suffered major losses of aircraft and pilots during the air war, also suffering from a shortage of precision-guided munitions, according to British intelligence.

Credit: Vadim Grishankin/Russian Defense Ministry Press Service via AP

The Russian pilots flew slowly and low to evade Ukrainian-supplied man-portable air defense systems such as the Strela, Igla and Stinger. Russian planes were shot down by MANPADS, the longer range air defense systems such as the S-300, Tor, Osa and Tunguska. Since the invasion, the Ukrainian military claims to have destroyed Russian fixed-wing aircraft, Su-25, Su-30 and Su-34 fighter jets as well as the An-26 transport plane with its air defenses on the ground .

Piorun missiles donated to Ukraine by Poland shot down a Russian Mi-24 helicopter. Credit: twitter/@visegrad24

“It’s very likely that the Russian aerospace forces have changed the way they conduct their operations,” reportedly said Michael Kofman, director of Russian studies at CNA, a Virginia-based think tank. “Either there is attrition in a significant percentage of Ukrainian air defenses or they are much more careful about how they perform these sorties,” he added.

Rally in the Swamp > Air Force Reserve Command > News Article Wed, 22 Jun 2022 18:41:26 +0000

Members of the 815th Airlift Squadron, an Air Force Reserve unit at Keesler Air Force Base, Mississippi, delivered cargo, personnel and provided air support for Rally in the Swamp June 7-9, 2022.

This year, the 22nd Air Force exercise, Rally in the Swamp, was held in Florida to test Citizen Reserve Airmen on agile combat support by challenging them with realistic scenarios that take into supports a full range of operations.

While crews are given a scenario to plan, they only get the full mission on the day and have to make a plan with little information, to give them a more realistic picture of what would happen during military actions. , operations or in a hostile environment.

“This exercise gave our aircraft commanders the opportunity to come up with a good solid plan and back-up plan to complete the mission,” said 815th Airlift Squadron pilot Capt. Ryan Rivera. “It was a very good training tool, especially for a co-driver, to be able to know why things are happening and how the planning works.”

Part of this planning had to take into account the communication aspects of the aircraft, but not in the sense of talking through the radio. It was in terms of navigation, because while the three units present were all flying C-130s, they were all flying three different versions of the C-130.

Air Force Reserve units, the 327th Airlift Squadron, from Little Rock Air Force Base, Ark., and the 815th AS, flew Model Js, but with two different navigation systems upgrades and the 700th Airlift Squadron, out of Dobbins Air Reserve. Base, Georgia, flew the Model H, which relies on a different navigation system operated by an actual navigator, as well as different data link capabilities and load plane capabilities.

“The two J-model C-130’s navigation system flies over routes and sets airdrops different from each other, then the H-model has a navigator to control run-ins for an airdrop,” said Captain Michael Plash. , Aircraft Commander of the 815th AS. “The three planes are doing the exact same mission, but they’re all doing different things to make it work, which had to be factored into the planning.”

This planning included conducting airdrops of container delivery systems, which can be used to deliver items such as food, water, fuel or other necessary items.

Part of the exercise included dropping a large amount of CDS into a circular drop zone versus a normal rectangular drop zone, Rivera said.

“A circular DZ allows aircraft to approach from any direction but may require more detailed planning than traditional rectangular DZs,” he said. “The detailed measurements allow the airdrop to land more precisely where requested by ground controllers.”

When it comes to drop zones, one area the 815th AS does not normally practice at Keesler is conducting water drops.

“As a new co-pilot, it was a great training opportunity,” said 1st. Lieutenant James Zock, pilot of the 815th AS. “Doing the drop of water was new to me.”

During this part of the exercise, the units practiced performing search and rescue over water and performing a rescue kit drop at sea.

The search and rescue part included having a ‘survivor’ in the water using a colored dye pack to highlight the water and a signal mirror to reflect sunlight to attract the pilots’ attention in order to be spotted while “lost” at sea.

“Seeing the signal mirror drew attention,” 1st said. Lieutenant James Zock, pilot of the 815th AS. “I didn’t see the color of the water very well, until I saw the mirror.”

Once a survivor is located, their latitude and longitude are marked and the on-scene commander in charge of the search is notified. Then the crew will drop a sea rescue kit upwind of the survivor, where it will float in a U-shape and wrap around the person, this way the person can reach the items to survive until she be rescued.

“A basic sea kit depends on which agency drops them,” Tech said. sergeant. Ronald Patton, 403rd Operations Support Squadron aircrew flight equipment craftsman. “But in general, the kit can include water and a water purification system, some type of signaling device, a radio of some kind, as well as a raft repair kit and possibly a medical module to use. until help arrives.”

Another formation included agile support for a fighter unit by providing airlift to maintenance and security force units to perform an integrated combat turnaround.

“Put simply, we collected their officials, equipment and some security force personnel, transported them to a simulated austere location, and then waited for the fighters to arrive to be rearmed, re-equipped and refueled, which who tested them for ICT,” says Plash.

The 815th AS also participated in wet wing refueling, which is used to quickly transfer fuel from one aircraft to another at forward operating bases where they do not have an established fuel storage facility. The aircraft lands, keeps the engines running, and ground crews on site transfer fuel from the wing to a fuel tanker. The tanker then transfers this fuel to another aircraft.

“Overall, the exercise is really good for younger kids and can really help hone some of the skills and knowledge for those who have had some experience,” Rivera said.

The cause of the 2019 plane crash that killed a veteran military pilot remains a mystery Mon, 20 Jun 2022 19:43:11 +0000

MIDDLEBURG, Florida. – More than two and a half years after a small plane crashed in Clay County, killing a 72-year-old pilot, questions remain as to what caused him to hit power lines.

Investigators say the retired commercial pilot was killed on October 31, 2019, when his Van’s RV-4 plane crashed. News4JAX spoke with his family, who identified the man as Tim O’Laughlin. He was the only person in the two-seater plane.

The National Transportation Safety Board spoke to O’Laughlin’s son, who said his father wanted to catch a quick flight before his birthday party later that evening. In its report, the NTSB said it was unable to determine from the evidence why O’Laughlin’s plane hit the power lines.

He noted that the pilot suffered from several cardiovascular problems and was taking various medications, but added that “there were no autopsy results or radio communications” indicating that he had had a cardiac event. he was in charge.

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O’Laughlin learned to fly in the Navy, then flew commercially for various airlines, including Northwest Airlines and Delta, according to his LinkedIn profile.

The military veteran left behind a wife and son as well as numerous friends, who said O’Laughlin spent his free time doing flyovers and memorials for fallen veterans and pilots.

Copyright 2022 by WJXT News4JAX – All Rights Reserved.

Pilots had ‘vicious argument’ which may have caused UK’s deadliest plane crash Sat, 18 Jun 2022 13:25:04 +0000

Just before the UK’s deadliest air crash, the pilot of the plane was embroiled in what one witness called ‘the most violent argument he had ever heard’.

British European Airways Flight 548 was a scheduled passenger flight from London Heathrow to Brussels which crashed near Staines, Middlesex shortly after takeoff on June 18, 1972.

The crash, which killed all 118 people on board, remains the deadliest non-terrorism related plane crash in British aviation history.

Feelings were hot among British pilots following a hard-fought labor dispute, with battle lines drawn between young pilots who wanted better pay and conditions and older, more traditional pilots.

BA 548 pilot Stanley Key, who had flown RAF aircraft in the Second World War, had strongly opposed the strike.

The plane struck tail first in a field

Key’s stance on the strike had stirred up deep feelings among his colleagues.

Graffiti criticizing him was found on several BEA planes – including the Hawker Siddeley Trident he was flying on the fateful day in June.

Scribbled on the table in the flight engineer’s tray were the ominous words “The key must go”.

Just over an hour before the plane took off, a vicious argument broke out between Key and another BA pilot named Flavell.

Investigators concluded that Key's condition would have caused enough pain to interfere with his ability to fly the plane.
Investigators concluded that Key’s condition would have caused enough pain to interfere with his ability to fly the plane.

It later emerged that Key suffered from a heart condition which may have been significantly aggravated by the explosion with Flavell.

A spike in blood pressure that burst weak blood vessels and opened up a piece of his arterial wall is said to have caused Key increasing pain as he prepared for his pre-flight checks.

Air traffic controllers noted that Key responded tersely to their calls, perhaps revealing the pain he was feeling. His condition was reported in the popular press at the time as a “heart attack”.

The discovery of the graffiti on Captain Key found in the wreckage has investigators wondering if there was some sort of conflict between the pilots during the flight.
The discovery of the graffiti on Captain Key found in the wreckage has investigators wondering if there was some sort of conflict between the pilots during the flight.

As Flight 548 reached 1,770 feet, traveling at 162 knots (about 186 mph), Key pulled a lever next to the Trident which activated a control surface that dramatically reduced its speed.

The Trident entered a fatal stall.

Key and his 22-year-old NCO, Jeremy Keighley, were completely startled by the sudden burst of warning sounds and lights that shattered the peace of the cockpit.

Two passengers survived the initial impact, but died at the scene
Two passengers survived the initial impact, but died at the scene

An automatic safety system called a “stick pusher” dived the plane to increase its speed, but someone in the cockpit overran the system twice, trying to raise the plane’s nose.

This only worsened the already critical stall.

BEA Flight 548 fell from the sky almost vertically, hitting the ground tail-first and narrowly missing a set of power lines. The Trident shattered into several pieces, creating a horribly tangled mass of metal and body.

All 118 passengers and crew died on BEA Flight 548, making it Britain's deadliest air crash
All 118 passengers and crew died on BEA Flight 548, making it Britain’s deadliest air crash

A nurse, who lived nearby, rushed to the scene and found two passengers who still showed signs of life. None of them unfortunately survived long enough to make it to the hospital.

Following the crash, a controversial inquest found that Key’s heart condition may have contributed significantly to the accident.

One of the report’s recommendations, which has remained in force to this day, was that all civil aircraft carrying UK registered passengers over 27,000 kg (60,000 lb) in total weight should be equipped with cockpit voice recorders. becoming mandatory on UK-registered large airliners from 1973.

]]> Pilot to Discuss Reno Air Races Experience | New Thu, 16 Jun 2022 11:00:00 +0000

MOJAVE — The annual National Championship Air Races, held in Reno, Nevada, are a spectacle of powerful planes racing around an airstrip 50 feet above the ground.

The races’ seven classes include everything from hot-blooded warbirds to jets, sleek craft racers to biplanes.

The Formula 1 class, in which the planes all use the same type of engine – that found in general aviation aircraft – includes planes that can reach over 250 mph during races. It is considered a relatively inexpensive way to get into the sport, according to the Formula 1 air racing website.

Pilot and air racer Shaun Milke will share his experiences piloting his 1978 Formula One racer Cassutt III-M, “Phat Ass Cass”, on Saturday at the Mojave Air and Space Port.

Milke, from Fairbanks, Alaska but working as an independent contractor in Mojave, flew his plane at 180 mph to place second in the rounds of the 2021 Reno races.

Its pilot n°74 red and white will also be exhibited.

The presentation will begin at 11 a.m., in the council chambers, in the administrative building at the end of airport boulevard.

Milke’s speech is part of Plane Crazy Saturday, a monthly gathering of aviation enthusiasts presented by the Mojave Transportation Museum Foundation.

The free, family-friendly educational event features a flight line packed with aircraft of various types and vintages, which visitors can view up close.

The event will take place from 10:00 a.m. to 2:00 p.m. Access to the flight line with its displays is through the Voyager restaurant in the administration building. The restaurant opens for breakfast at 8:00 a.m.

Dogs and other animals, other than service animals, are not permitted on the flight line.

Seating for the 11 a.m. presentation is limited. Reservations are requested by emailing or calling 661-342-0604. Donations are requested to support the Museum Foundation.

Pilot of Sunshine Coast light plane crash recalls ‘terrifying’ crash landing at Imbil Tue, 14 Jun 2022 03:21:29 +0000

Vic Pisani feared the worst when the propeller of his single-engine plane stopped moving in the air.

He said he made a distress call and spoke to another pilot as his helpless craft “turned into a glider” due to descend south of Gympie.

“The guy on the other plane was trying to figure out exactly where he was and I couldn’t figure out where I was, because I was trying to land this thing out of the way of the trees,” said declared Mr. Pisani.

“I had to keep an eye on the speed because one of the biggest dangers in doing an unexpected landing like this is to stall it in a turn and… it’s a much more serious accident than just landing quickly on rough terrain.”

Space to play or pause, M to mute, left and right arrows to search, up and down arrows for volume.

The pilot makes a lucky escape after Imbil’s plane crash.

Mr Pisani successfully lined up landing in a paddock at Imbil in the Sunshine Coast hinterland around 10am yesterday.

He was oblivious to the two builders working at an adjacent property who watched in disbelief as the plane crashed.