| DISCLAIMER: All information on this website is provided as "topics of interest" and should be utilized as such. FlyPrescott.com, it's owners, agents and members (collectively or individually) and the owner/manager of this website will not be held liable for any accident, incident, pilot deviation, or any other damages that may occur as a result of following the recommendations or information found within this site. Per FAA regulations, the Pilot In Command (PIC) has final and complete responsibility in these matters. www.flyprescott.com All Rights Reserved |
| HOME CONTACT NEWS EVENTS PILOTS PORTAL VISITORS INFO FLYING CLUB APPAREL MISSION PRC DIR PRC DOCS CLASSIFIEDS |
AVIATION ADVOCATE & RESOURCE ORGANIZATION: Making The Economy Fly
| Cain's Column by Nick Cain, CFII of TR2 Training |
MIDAIR COLLISIONS AND THE USE OF TCAS AND TCAD SYSTEMS
by Nick Cain, CFII, TR2 Training 01.01.09
This month I want to explore an affordable technology that is seeing increasing use in GA
aircraft. Mid air collisions are being reported with increasing regularity. Rarely is the outcome
survivable. Prescott has the good fortune to be an excellent center for pilot training as well as
home to a variety of individually owned aircraft. Our weather, facilities and airport options
allow us to launch in almost any direction.
I trust that those first lessons you learned about landing an aircraft in an emergency as well
as see and avoid are still practiced. Reality tells me though, that there are times we are not
as vigilant as we should be. Moving map technology and glass cockpits give us much more
to look at below the windscreen. Closure rates on even two small aircraft on opposite
headings are surprisingly fast.
TCAS and TCAD devices have been available for a number of years. The audience I am
aiming for in this article may not be willing to spend the thousands of dollars needed to
equip their aircraft with this level of avionics.
An alternative, in the form of a small portable receiver, is available in the $500 price range.
To some, the technology may be seen as no more than a glorified radar detector. In principle
this is true. The details reveal a bit more. Zaon flight systems manufactures the device I
recommend most often to pilots. The MRX model contains built in sensors for pressure
altitude as well as the capability to decode the mode C transmission from a threat aircraft.
This one advanced feature distinguishing it from earlier competitors makes all the difference
to me. When I am flying along and focusing on some task other than traffic avoidance, a
beep and readout on the MRX tells me to go heads up and find the target. The lack of
heading information is, of course, challenging. But, knowing the altitude of the threat is key to
avoiding it in my opinion. If the readout shows vertical clearance between you and the other
aircraft, you can continue to scan for it. In most cases you pick it up visually before long. If the
threat cannot be found, and the altitudes are close, you can opt to climb or descend. Either
way, a fatal unscheduled meeting with a fellow aviator can be avoided. The threat aircraft
must have the transponder operating and in mode C for all of this to work.
Additionally, either a ground radar or active TCAS device in the area must cause the
transponders to reply. ZAON calls their devices PCAS and stands for portable collision
avoidance system.
As always, the threat of a no radio/no transponder aircraft still exists out there. Owning a
device like the MRX is not an excuse to reduce our visual scanning habits. It is now possible
to integrate portable PCAS devices with some of the Garmin units. Check the web for details,
reviews and prices.
On another note, just for Prescott pilots: I see an increasing habit of local pilots to monitor
123.5 while outside the class delta airspace. This is where most instructor/student aircraft
will be found while practicing. It is an excellent way to stay aware of who is out there. Most
aircraft are equipped with two coms and an audio panel that allows for simultaneous
monitoring. Learn to use both and stay on tower freq. even after they clear you to change. By
listening outside class delta, and monitoring the local students too, you have the best
chance to avoid disaster. When you get closer to cruise altitude, ask for flight following. It is a
rare day when a center controller refuses the request.
Remember, it appears that most of the collisions we read about are close to the airport,
when pilots are dealing with a higher task load.
Until next month, be safe out there and enjoy the coming holiday season. Be sure to visit
sponsored local companies to show your support.
-Nick Cain, CFII, TR2 Training
by Nick Cain, CFII, TR2 Training 01.01.09
This month I want to explore an affordable technology that is seeing increasing use in GA
aircraft. Mid air collisions are being reported with increasing regularity. Rarely is the outcome
survivable. Prescott has the good fortune to be an excellent center for pilot training as well as
home to a variety of individually owned aircraft. Our weather, facilities and airport options
allow us to launch in almost any direction.
I trust that those first lessons you learned about landing an aircraft in an emergency as well
as see and avoid are still practiced. Reality tells me though, that there are times we are not
as vigilant as we should be. Moving map technology and glass cockpits give us much more
to look at below the windscreen. Closure rates on even two small aircraft on opposite
headings are surprisingly fast.
TCAS and TCAD devices have been available for a number of years. The audience I am
aiming for in this article may not be willing to spend the thousands of dollars needed to
equip their aircraft with this level of avionics.
An alternative, in the form of a small portable receiver, is available in the $500 price range.
To some, the technology may be seen as no more than a glorified radar detector. In principle
this is true. The details reveal a bit more. Zaon flight systems manufactures the device I
recommend most often to pilots. The MRX model contains built in sensors for pressure
altitude as well as the capability to decode the mode C transmission from a threat aircraft.
This one advanced feature distinguishing it from earlier competitors makes all the difference
to me. When I am flying along and focusing on some task other than traffic avoidance, a
beep and readout on the MRX tells me to go heads up and find the target. The lack of
heading information is, of course, challenging. But, knowing the altitude of the threat is key to
avoiding it in my opinion. If the readout shows vertical clearance between you and the other
aircraft, you can continue to scan for it. In most cases you pick it up visually before long. If the
threat cannot be found, and the altitudes are close, you can opt to climb or descend. Either
way, a fatal unscheduled meeting with a fellow aviator can be avoided. The threat aircraft
must have the transponder operating and in mode C for all of this to work.
Additionally, either a ground radar or active TCAS device in the area must cause the
transponders to reply. ZAON calls their devices PCAS and stands for portable collision
avoidance system.
As always, the threat of a no radio/no transponder aircraft still exists out there. Owning a
device like the MRX is not an excuse to reduce our visual scanning habits. It is now possible
to integrate portable PCAS devices with some of the Garmin units. Check the web for details,
reviews and prices.
On another note, just for Prescott pilots: I see an increasing habit of local pilots to monitor
123.5 while outside the class delta airspace. This is where most instructor/student aircraft
will be found while practicing. It is an excellent way to stay aware of who is out there. Most
aircraft are equipped with two coms and an audio panel that allows for simultaneous
monitoring. Learn to use both and stay on tower freq. even after they clear you to change. By
listening outside class delta, and monitoring the local students too, you have the best
chance to avoid disaster. When you get closer to cruise altitude, ask for flight following. It is a
rare day when a center controller refuses the request.
Remember, it appears that most of the collisions we read about are close to the airport,
when pilots are dealing with a higher task load.
Until next month, be safe out there and enjoy the coming holiday season. Be sure to visit
sponsored local companies to show your support.
-Nick Cain, CFII, TR2 Training
WINTER FLYING
by Nick Cain, CFII, TR2 Training, Contributing Editor, 12.01.08
"Training Equals Risk Reduction"
Winter flying brings several topics to mind
when it comes to preparing a small
aircraft for flight. Notwithstanding global
warming, we still need to prepare our
planes this time of year with a longer
checklist than usual. Priming an engine
for start can lead to an induction fire.
Have we checked to see where our
extinguisher is and its level of
charge? Have we addressed the issue of cold oil and decided on a practical method of
pre-heating?
Many good articles on these topics can be found by a quick Google search online. Debates
rage, as in every topic. Sort out what you are comfortable with and prepare adequately for
your cold weather flights.
One topic that most agree on now, is that frost on wings and tails is a no go item. In the past,
tolerable amounts of frost were discussed in training. This is unfortunate. It has lead to
fatalities around the country and even here in Prescott in recent winters. It is now widely
accepted that wings and elevator surfaces need to be completely free of frost, ice and frozen
rain prior to takeoff. The old days of burnishing the frost to a smooth layer with rags has
revealed itself to be a killer. The time to discover lack of sufficient lift is not when leaving
ground effect and approaching the highway at the end of 21L. Solutions can range from
turning the tail toward the sun to melt the frost, to pre-heating with a portable device, to
borrowing a hangar for an hour to warm up.
Approved chemicals can make short work of the moisture adhering to your plane as well.
Plan ahead though, so you are not caught in the inevitable time crunch for your flight.
The AOPA Air Safety Foundation offers short courses online that address winter flying as well
as a broad range of topics. Log on and take a
course or two.
In the meantime, pull out that preflight checklist and see what your plan of action will be
when frost strikes.
Next month we will take a look at low cost traffic
alerting devices that may just get you home
safely when crowded skies abound.
by Nick Cain, CFII, Contributing Editor
Want to know more about Nick Cain,CFII?
Go to his training website at:
"TR2 Training": www.TR2website.biz
"Training = Risk Reduction"
Contact Nick Cain, CFII: flightlogic@msn.com
by Nick Cain, CFII, TR2 Training, Contributing Editor, 12.01.08
"Training Equals Risk Reduction"
Winter flying brings several topics to mind
when it comes to preparing a small
aircraft for flight. Notwithstanding global
warming, we still need to prepare our
planes this time of year with a longer
checklist than usual. Priming an engine
for start can lead to an induction fire.
Have we checked to see where our
extinguisher is and its level of
charge? Have we addressed the issue of cold oil and decided on a practical method of
pre-heating?
Many good articles on these topics can be found by a quick Google search online. Debates
rage, as in every topic. Sort out what you are comfortable with and prepare adequately for
your cold weather flights.
One topic that most agree on now, is that frost on wings and tails is a no go item. In the past,
tolerable amounts of frost were discussed in training. This is unfortunate. It has lead to
fatalities around the country and even here in Prescott in recent winters. It is now widely
accepted that wings and elevator surfaces need to be completely free of frost, ice and frozen
rain prior to takeoff. The old days of burnishing the frost to a smooth layer with rags has
revealed itself to be a killer. The time to discover lack of sufficient lift is not when leaving
ground effect and approaching the highway at the end of 21L. Solutions can range from
turning the tail toward the sun to melt the frost, to pre-heating with a portable device, to
borrowing a hangar for an hour to warm up.
Approved chemicals can make short work of the moisture adhering to your plane as well.
Plan ahead though, so you are not caught in the inevitable time crunch for your flight.
The AOPA Air Safety Foundation offers short courses online that address winter flying as well
as a broad range of topics. Log on and take a
course or two.
In the meantime, pull out that preflight checklist and see what your plan of action will be
when frost strikes.
Next month we will take a look at low cost traffic
alerting devices that may just get you home
safely when crowded skies abound.
by Nick Cain, CFII, Contributing Editor
Want to know more about Nick Cain,CFII?
Go to his training website at:
"TR2 Training": www.TR2website.biz
"Training = Risk Reduction"
Contact Nick Cain, CFII: flightlogic@msn.com
Nick Cain
"I'M SAFE"
by Nick Cain, CFII, TR2 Training 01.01.09
The subject of medical fitness to fly came up recently with the editor of this publication. He
has a friend who became ill while flying a few days ago... Ingesting peanuts may have been
the culprit. The flight concluded safely but with some concerns.
Many of us use the memory aid "I'M SAFE" before flight to evaluate our personal fitness.
Just for review, the list includes illness, medications, stress, alcohol, fatigue and emotion. I
tend to lump emotion and stress in one… but that would lead to spelling mistakes. I hate
spelling mistakes. I do like checklists though. My personal minimums are both higher for
landing after an IFR approach and also for the physical fitness side of the equation. I bump
the eight hour alcohol limit to twelve hours. This leaves me confident that I will be sharp for
whatever comes along that might be unpredicted.
Simple OTC cold medicines can mean that it is prudent to pass on a flight.
Ultimately, we may find ourselves in a peer pressure situation where others want us to fly,
but we have nagging doubts. And to think we thought peer pressure was left behind in high
school. Honest pilots will admit those factors are with us at any age.
A meal that leaves us with that not quite right feeling should lead us to delay and evaluate.
We owe it to our passengers and ourselves to reduce risk when in doubt. Being physically
incapacitated while at the controls as PIC can be one of the worst experiences an aviator
experiences.
Our AME has a pretty good idea of our physical state of health on a given day. Somewhere
down the road between renewals, we are really the only judge of how things are really going.
Have you had an honest talk with yourself about when you might self declare being
grounded temporarily? It is a tough call, but you can bet you will be glad to be able to walk
(or run) to the nearest restroom on your own two feet.
Until next month, keep those checklists nearby, fly with good judgment and support our
Prescott Airport!
by Nick Cain, CFII, TR2 Training 01.01.09
The subject of medical fitness to fly came up recently with the editor of this publication. He
has a friend who became ill while flying a few days ago... Ingesting peanuts may have been
the culprit. The flight concluded safely but with some concerns.
Many of us use the memory aid "I'M SAFE" before flight to evaluate our personal fitness.
Just for review, the list includes illness, medications, stress, alcohol, fatigue and emotion. I
tend to lump emotion and stress in one… but that would lead to spelling mistakes. I hate
spelling mistakes. I do like checklists though. My personal minimums are both higher for
landing after an IFR approach and also for the physical fitness side of the equation. I bump
the eight hour alcohol limit to twelve hours. This leaves me confident that I will be sharp for
whatever comes along that might be unpredicted.
Simple OTC cold medicines can mean that it is prudent to pass on a flight.
Ultimately, we may find ourselves in a peer pressure situation where others want us to fly,
but we have nagging doubts. And to think we thought peer pressure was left behind in high
school. Honest pilots will admit those factors are with us at any age.
A meal that leaves us with that not quite right feeling should lead us to delay and evaluate.
We owe it to our passengers and ourselves to reduce risk when in doubt. Being physically
incapacitated while at the controls as PIC can be one of the worst experiences an aviator
experiences.
Our AME has a pretty good idea of our physical state of health on a given day. Somewhere
down the road between renewals, we are really the only judge of how things are really going.
Have you had an honest talk with yourself about when you might self declare being
grounded temporarily? It is a tough call, but you can bet you will be glad to be able to walk
(or run) to the nearest restroom on your own two feet.
Until next month, keep those checklists nearby, fly with good judgment and support our
Prescott Airport!
Power Out on Climb from 21 at PRC
by Nick Cain, CFII, TR2 Training 01.01.09
This month I am going to discuss a topic that involves a bit of historical controversy. We
pilots have all thought about that fateful day when the power plant dies on climb out. We have
learned from our instructors that the best course of action is probably to land straight ahead
after attempting to resolve the issue with checklist items. I agree with this industry
recommended procedure under most circumstances.
I am going to suggest an alternative that particularly applies to runway 21L departures at
Prescott. This advice comes from close observation of our emergency landing area realities.
The quantity of "random" power lines, poles and obstacles makes a straight ahead landing
dangerous in my opinion when leaving from runway 21 left and even the shorter right hand
runway.
Numerous fatal accidents in the same general area have convinced me to train for the 180-
degree emergency turn. This is only my opinion as a pilot. Every pilot should discuss
emergencies with their instructor and how best to deal with them.
I practice this maneuver starting at a known altitude and chop the power from climb attitude
at a speed somewhere between Vx and Vy. It is imperative to get the nose down right away.
I don't really attempt to nail best glide speed. I get the nose down and
a relatively steep bank going without delay. After numerous trials, it is clear that I can safely
get back to either a runway or taxiway .
In this emergency I have unloaded the wing and reduced the angle of attack to the relative
wind. I understand that a true 180 degree reversal does NOT line me up with the
departure runway. But, it is my opinion that landing within the airport environment is
far superior to taking my chances with the little old lady in the 5000 pound Rambler out there
in the off airport zone. I am pretty sure Murphy is going to convince her to jam her brakes on
just when I have all the dynamics for touchdown calculated.
Hesitation in lowering the nose is a likely mistake. Think about this.... if you do get the power
going again, and the nose is way down.... you just make a departure and go on around to
land.
Then you and the mechanic can figure out what caused the power loss.
So, consider taking some time this spring to go to a safe practice altitude and chop the
power from a Vx climb attitude. The airspeed loss is abrupt. The quiet is less than serene,
but it may just happen to you some day. Better to train for it now, than be out there landing in
the "danger zone".
Nicholas Cain
TR2 Training LLC
Prescott, Arizona
(928-778-1222)
http://www.tr2website.biz
by Nick Cain, CFII, TR2 Training 01.01.09
This month I am going to discuss a topic that involves a bit of historical controversy. We
pilots have all thought about that fateful day when the power plant dies on climb out. We have
learned from our instructors that the best course of action is probably to land straight ahead
after attempting to resolve the issue with checklist items. I agree with this industry
recommended procedure under most circumstances.
I am going to suggest an alternative that particularly applies to runway 21L departures at
Prescott. This advice comes from close observation of our emergency landing area realities.
The quantity of "random" power lines, poles and obstacles makes a straight ahead landing
dangerous in my opinion when leaving from runway 21 left and even the shorter right hand
runway.
Numerous fatal accidents in the same general area have convinced me to train for the 180-
degree emergency turn. This is only my opinion as a pilot. Every pilot should discuss
emergencies with their instructor and how best to deal with them.
I practice this maneuver starting at a known altitude and chop the power from climb attitude
at a speed somewhere between Vx and Vy. It is imperative to get the nose down right away.
I don't really attempt to nail best glide speed. I get the nose down and
a relatively steep bank going without delay. After numerous trials, it is clear that I can safely
get back to either a runway or taxiway .
In this emergency I have unloaded the wing and reduced the angle of attack to the relative
wind. I understand that a true 180 degree reversal does NOT line me up with the
departure runway. But, it is my opinion that landing within the airport environment is
far superior to taking my chances with the little old lady in the 5000 pound Rambler out there
in the off airport zone. I am pretty sure Murphy is going to convince her to jam her brakes on
just when I have all the dynamics for touchdown calculated.
Hesitation in lowering the nose is a likely mistake. Think about this.... if you do get the power
going again, and the nose is way down.... you just make a departure and go on around to
land.
Then you and the mechanic can figure out what caused the power loss.
So, consider taking some time this spring to go to a safe practice altitude and chop the
power from a Vx climb attitude. The airspeed loss is abrupt. The quiet is less than serene,
but it may just happen to you some day. Better to train for it now, than be out there landing in
the "danger zone".
Nicholas Cain
TR2 Training LLC
Prescott, Arizona
(928-778-1222)
http://www.tr2website.biz
In Flight Fire
June, 2009
This month I am going to focus on potential fires onboard an aircraft in flight. I sincerely
hope you will never experience a burning plane, but things happen and you rarely get much
warning. A thorough preflight inspection can identify an un-airworthy aircraft in some
circumstances. In others, nothing short of removing the cowling and having a mechanic
assist you, will spot the hazard that awaits your next flight.
An example is a departure I made in a turbo charged Cessna 210 from Prescott. I was
heading north to Idaho. At 10,500 ft. msl, the cockpit rapidly filled with smoke. My passenger,
who happened to be a B737 captain suggested we fly to Williams airport. I declined. It was
17 miles from our position. I had been taught that in-flight fires were one of the worst
possible situations to experience.
The clear lesson I remembered was not to delay landing. We attempted to diagnose the
source of the fire and ruled out avionics promptly. Making the early decision to put the aircraft
down saved us from probable death. Pilots tend to read NTSB reports on similar accidents
if they survive one. I did, and the news was not good. Fires of a similar nature in turbo 210’s
have often been fatal. Running a mental checklist for preparing the aircraft for an off field
landing included getting the doors open to prevent the twisting airframe from jamming.
Shutting off the fuel source that was feeding the fire. One key lesson I remembered sounds
simple until you have to actually do it. It is: fly the aircraft all the way to the ground. In my case,
the landing gear failed to extend. The manual extension procedure also failed. I calculated
the height of the aircraft at touchdown minus the gear. This helped to prevent unwanted pitch
excursions and or stalling before touchdown. Visibility was near zero with the thick smoke
and breathing was very difficult. NTSB findings include the fact that smoke inhalation may
incapacitate you before the actual flames do. An airplane will still glide well even when on
fire. Using the available altitude to maneuver into a suitable touchdown position is important.
It will do no good to hurry to the ground if the dissipation of energy on touchdown is rapid
enough to kill you. Shoulder harnesses are crucial in my opinion. If you fly without them,
consider an upgrade in the near future. I cinched mine as tight as I could stand, just before
ground contact. After sliding some distance on rough ground the Cessna flipped over. This
was very disorienting and combined with heavy smoke made it difficult to figure out how to
get out quickly. My early instructors taught me the merits of leaving panic out of the equation.
Making a clear mental plan keeps one focused.
Preparing before flight, including letting someone know your route at a minimum, if not flying
on a flight plan is important. Briefing those onboard about the location of your survival gear
(You do have a kit… don’t you?) and procedures for emergencies is a responsibility you owe
your passengers. As I usually suggest in regards to effective training, take an online course
from AOPA or go attend a seminar on in-flight emergencies. Articles abound on the most
crucial items to remember. Talk with your flight instructor about some proven techniques.
The knowledge may just make the difference. We both survived and got the opportunity to
take a helicopter ride to Flagstaff hospital. The emergency room doctor was a pilot too. He
held up my running shoes and remarked about the laces that were melted to the tops. I
hadn’t noticed even the sensation of heat during the incident. They remain a reminder for me
to be prepared for the unexpected. See you next month. By the way, there was so little of the
airplane left after the fire, that no cause was ever determined by the NTSB.
Nicholas Cain
TR2 Training LLC
Prescott, Arizona
(928-778-1222)
http://www.tr2website.biz
June, 2009
This month I am going to focus on potential fires onboard an aircraft in flight. I sincerely
hope you will never experience a burning plane, but things happen and you rarely get much
warning. A thorough preflight inspection can identify an un-airworthy aircraft in some
circumstances. In others, nothing short of removing the cowling and having a mechanic
assist you, will spot the hazard that awaits your next flight.
An example is a departure I made in a turbo charged Cessna 210 from Prescott. I was
heading north to Idaho. At 10,500 ft. msl, the cockpit rapidly filled with smoke. My passenger,
who happened to be a B737 captain suggested we fly to Williams airport. I declined. It was
17 miles from our position. I had been taught that in-flight fires were one of the worst
possible situations to experience.
The clear lesson I remembered was not to delay landing. We attempted to diagnose the
source of the fire and ruled out avionics promptly. Making the early decision to put the aircraft
down saved us from probable death. Pilots tend to read NTSB reports on similar accidents
if they survive one. I did, and the news was not good. Fires of a similar nature in turbo 210’s
have often been fatal. Running a mental checklist for preparing the aircraft for an off field
landing included getting the doors open to prevent the twisting airframe from jamming.
Shutting off the fuel source that was feeding the fire. One key lesson I remembered sounds
simple until you have to actually do it. It is: fly the aircraft all the way to the ground. In my case,
the landing gear failed to extend. The manual extension procedure also failed. I calculated
the height of the aircraft at touchdown minus the gear. This helped to prevent unwanted pitch
excursions and or stalling before touchdown. Visibility was near zero with the thick smoke
and breathing was very difficult. NTSB findings include the fact that smoke inhalation may
incapacitate you before the actual flames do. An airplane will still glide well even when on
fire. Using the available altitude to maneuver into a suitable touchdown position is important.
It will do no good to hurry to the ground if the dissipation of energy on touchdown is rapid
enough to kill you. Shoulder harnesses are crucial in my opinion. If you fly without them,
consider an upgrade in the near future. I cinched mine as tight as I could stand, just before
ground contact. After sliding some distance on rough ground the Cessna flipped over. This
was very disorienting and combined with heavy smoke made it difficult to figure out how to
get out quickly. My early instructors taught me the merits of leaving panic out of the equation.
Making a clear mental plan keeps one focused.
Preparing before flight, including letting someone know your route at a minimum, if not flying
on a flight plan is important. Briefing those onboard about the location of your survival gear
(You do have a kit… don’t you?) and procedures for emergencies is a responsibility you owe
your passengers. As I usually suggest in regards to effective training, take an online course
from AOPA or go attend a seminar on in-flight emergencies. Articles abound on the most
crucial items to remember. Talk with your flight instructor about some proven techniques.
The knowledge may just make the difference. We both survived and got the opportunity to
take a helicopter ride to Flagstaff hospital. The emergency room doctor was a pilot too. He
held up my running shoes and remarked about the laces that were melted to the tops. I
hadn’t noticed even the sensation of heat during the incident. They remain a reminder for me
to be prepared for the unexpected. See you next month. By the way, there was so little of the
airplane left after the fire, that no cause was ever determined by the NTSB.
Nicholas Cain
TR2 Training LLC
Prescott, Arizona
(928-778-1222)
http://www.tr2website.biz
Real Estate
July 2009
We share our runways every day with other pilots. Sometimes in this shared environment we
find the controllers trying to hurry us through a landing so they can give that real estate to
another pilot. I have been asked to turn off at a certain exit point while still floating in the flare.
Remember that you “own” that runway until you are completely finished landing. The
controller neither helps you pay the insurance premiums nor attends pilot funerals in most
cases.
Since we “own” this bit of real estate for a short period
of time, I am going to suggest that you might use it
differently on some occasions to build your skills. We
often think about operating on short runways. What
might be overlooked is operating on very narrow bits of
real estate. In an emergency landing, we might have to
put the aircraft into a very narrow road, river bed,
clearing or other less than optimum spot. This can be
practiced on any large runway by simply moving over
close to the edge of the runway
for final and touchdown.
Sounds simple, but I think if you practice this, it will
surprise you. Instructors often challenge a student to
simulate a short field by picking specific runway
markings to aim for. It is difficult to really get proficient
at short field operations in this manner.
The visual perception of size is quite different when
the actual real estate is tight either in width or length
or both together. By landing close to the edge of the
runway and maybe picking an exit taxi way as a goal,
it is easier to build proficiency. Staying off the brakes is
a personal challenge I enjoy. Proper airspeed control
on final and use of flaps can keep the needed real estate very small in most cases. I
sometimes use full flaps after touchdown from a partial flap approach. Common wisdom
says that flaps are always retracted after touchdown. But, the increased aerodynamic drag of
full flaps is significant. If excessive speed has been avoided, the added lift from judicious
flap extension will not hinder a good short field landing.
Speaking of partial or no flap approaches, have you brushed up on slipping lately? Many
pilots don't like the feeling of a cross controlled slip. If you are one of them, ask your
instructor to spend some time demonstrating forward and side slips. They can be a
tremendous aid in getting an aircraft onto a small runway. And besides, Murphy will burn out
your flap motor some day, or fail the switch.
By moving over to the side of the runway for practice landings, an interesting visual
phenomenon is avoided. Our brain sometimes has difficulty interpreting the real estate in
front of us as well as beside us. There are conflicting boundaries at work. Peripheral vision
is a significant factor after the roundout and into the flare. I think you might find that narrowing
the available runway for touchdown by moving to the edge will improve your perception and
consequent skills.
When you are feeling good about your newly enhanced performance, take a cross country
trip to Marble Canyon airport. It is an excellent short strip, open to the public and in the midst
of terrain that makes visitors worldwide envious of our Arizona scenery. And the trading post
restaurant across the road is great. Enjoy!
As always, I must remind readers that these suggestions are only just that. Before you
decide to try my techniques, consult with your instructor. The FAA reminded me to say this
after a reader complained to them recently. This anonymous reader felt compelled to contact
the FAA and not me about his concerns, however misguided.
Fellow pilots, exercise some common sense. If something I write about keeps you out of
harms way, then I have succeeded.
Nicholas Cain
TR2 Training LLC
Prescott, Arizona
(928-778-1222)
http://www.tr2website.biz
July 2009
We share our runways every day with other pilots. Sometimes in this shared environment we
find the controllers trying to hurry us through a landing so they can give that real estate to
another pilot. I have been asked to turn off at a certain exit point while still floating in the flare.
Remember that you “own” that runway until you are completely finished landing. The
controller neither helps you pay the insurance premiums nor attends pilot funerals in most
cases.
Since we “own” this bit of real estate for a short period
of time, I am going to suggest that you might use it
differently on some occasions to build your skills. We
often think about operating on short runways. What
might be overlooked is operating on very narrow bits of
real estate. In an emergency landing, we might have to
put the aircraft into a very narrow road, river bed,
clearing or other less than optimum spot. This can be
practiced on any large runway by simply moving over
close to the edge of the runway
for final and touchdown.
Sounds simple, but I think if you practice this, it will
surprise you. Instructors often challenge a student to
simulate a short field by picking specific runway
markings to aim for. It is difficult to really get proficient
at short field operations in this manner.
The visual perception of size is quite different when
the actual real estate is tight either in width or length
or both together. By landing close to the edge of the
runway and maybe picking an exit taxi way as a goal,
it is easier to build proficiency. Staying off the brakes is
a personal challenge I enjoy. Proper airspeed control
on final and use of flaps can keep the needed real estate very small in most cases. I
sometimes use full flaps after touchdown from a partial flap approach. Common wisdom
says that flaps are always retracted after touchdown. But, the increased aerodynamic drag of
full flaps is significant. If excessive speed has been avoided, the added lift from judicious
flap extension will not hinder a good short field landing.
Speaking of partial or no flap approaches, have you brushed up on slipping lately? Many
pilots don't like the feeling of a cross controlled slip. If you are one of them, ask your
instructor to spend some time demonstrating forward and side slips. They can be a
tremendous aid in getting an aircraft onto a small runway. And besides, Murphy will burn out
your flap motor some day, or fail the switch.
By moving over to the side of the runway for practice landings, an interesting visual
phenomenon is avoided. Our brain sometimes has difficulty interpreting the real estate in
front of us as well as beside us. There are conflicting boundaries at work. Peripheral vision
is a significant factor after the roundout and into the flare. I think you might find that narrowing
the available runway for touchdown by moving to the edge will improve your perception and
consequent skills.
When you are feeling good about your newly enhanced performance, take a cross country
trip to Marble Canyon airport. It is an excellent short strip, open to the public and in the midst
of terrain that makes visitors worldwide envious of our Arizona scenery. And the trading post
restaurant across the road is great. Enjoy!
As always, I must remind readers that these suggestions are only just that. Before you
decide to try my techniques, consult with your instructor. The FAA reminded me to say this
after a reader complained to them recently. This anonymous reader felt compelled to contact
the FAA and not me about his concerns, however misguided.
Fellow pilots, exercise some common sense. If something I write about keeps you out of
harms way, then I have succeeded.
Nicholas Cain
TR2 Training LLC
Prescott, Arizona
(928-778-1222)
http://www.tr2website.biz
Grrr, I am going to nail
the numbers this time!
the numbers this time!