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Is Flying Safe? Wrong Question. : Air Facts Journal

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Isn’t taxiing the “easy part” of being a suntanned gravity-defying winged god—I mean, pilot? One would think that taxiing an aircraft would be much, much easier than flying one. But I hypoxisize that one would be much, much wrong. A non-pilot (a “ground-pounder”) might think, “Taxiing an aeroplane must be easy! You have your really easy-to-read signs, just like on Too many pilots exaggerate the difference between analog instruments and glass cockpits, as if it requires a completely new pilot certificate to make the transition. That’s simply not the case – the basics of flying are the same no matter what avionics you use. Focus on basic attitude flying, which, if anything, is easier on glass cockpits with their full-screen attitude display. Having solved the impossible turn and other manufactured crises, the aviation training industry (or at least some YouTubers and keyboard warriors) has now turned its attention to the teardrop pattern entry. This “innovation” is alternately described as wildly unsafe or the only legal option for entering the traffic pattern. In reality it’s neither, but the bigger problem is that

Richard Collins, Author at Air Facts Journal

Wolfgang Langewiesche is famous for writing the bible on flying, Stick and Rudder. He was also a friend of Air Facts founder Leighton Collins and a frequent contributor for the magazine. In this detailed article from 50 years ago, Langewiesche offers some timeless tips for flying in the mountains.

Is flying safe after the worst US aviation disaster in 16 years? - The ...

In a recent post I bemoaned the fact that the fatal accident rate for private flying had gone up to 1.40 per 100,000 hours after remaining

The clear suggestion is that flying the airplane is much more important than messing with the GPS or telling Air Traffic Control about your problems. But while all pilots hear this advice from day one of flight training, the accident record shows that it’s hard to do when something goes wrong. That is just one example of how flying life does become more complicated and demanding when you fly higher and faster in your new turboprop single. Fortunately there are not a lot of accidents like this in these airplanes. In fact, on balance, the pilots flying the TBM and Meridian have a good safety record.

Reading the accident reports where pilots panic and make fatal mistakes is helpful. But—the most helpful thing to do—for me, anyway—to ward off panic and build flying confidence is train, train, train. Drill, baby, drill. Flashcards and chair-flying and flying are my With groundspeed above 185 kts., and fuel consumption leaned for the thin air, nonstop would have been easy and safe. The thin air was smooth as glass and you could see for miles in every direction. In other words, this was a great A key reason for the PC-12’s popularity has been its stellar safety record, one of the best in all of general aviation. So any effort to answer the

Is flying safe? Wrong question. : Air Facts Journal The real takeaway here–for student pilots and old pros alike–is simple: flying is as safe as you want to Here’s the basic temptation of filing IFR with the Garmin G1000 glass cockpit: its improvement in your situational awareness is so great that it seems to allow you to lower your personal minimums and cut the FAR limitations, or commonsense ones your instructors taught you, a lot closer than you would with conventional instruments. Is this OK, or is it likely to

Whether I’m flying IFR or VFR, most weather decisions come down to looking at clouds and trying to figure out what they are trying to say. Is that weather convective or just harmless showers? Will the ride be bumpy or smooth? Can I top that cell? Is there ice in that cloud layer? The answer almost always depends on what the clouds look like. How can an average GA pilot like me who flies around a hundred hours a year stay proficient? The answer is quite simple (well, maybe): I incorporate some aspect of IFR flying into every single flight. Every single one. That means hand Air Facts was first published in 1938 by Leighton Collins, dedicated to “the development of private air transportation.” It’s a different world now, and it’s a different Air Facts. Relaunched in 2011 as an online journal, Air Facts still champions, educates, informs and entertains pilots worldwide with real-world flying

From the archive: A Pleasant Time

In this important new article, Richard Collins sums up over 50 years of aviation safety writing with three key concepts – „the things that a pilot really needs to know to stay alive.“ It turns out safe flying has a lot more to do with mindset than fancy maneuvers. Flying on a US airline in 2021 is truly is safer than driving to the airport, with a fatal accident rate per 100,000 hours of almost zero since 2010. For comparison, the AOPA Air Safety Institute estimates the general aviation fatal accident rate in 2018 was 0.74 per 100,000 hours—and 2018 was probably the safest year ever. There Anyone who tells you that flying is safer than driving is probably talking about airline flying. Either that or they’re misinformed. And in this

I was so lucky to work for and with Richard for more than 40 years. Richard refused to be called an aviation journalist. What he did, and I did, at FLYING magazine, and for him at AOPA Pilot, and then for Air Facts Journal on the web, is personal aviation promotion. Richard championed the cause of using our own airplanes for personal travel on our own schedule with With the FAA’s decades-long crusade to eliminate leaded avgas and lower noise, we mistakenly believed the agency would at least consider, if not welcome, any feasible solution. After all, we had a flying prototype that proved the concept and a 60% lower cost that was needed for a solution to be adopted. We soon learned that the FAA was less than enthusiastic about As pilots, we are all to familiar with the problems on the Boeing 737 MAX. We are being told that faulty software is the cause. Yes, there were

Today, the heart of Air Facts is you—the pilot. Whether you’re telling the story or offering thoughtful comments, you have lots of interesting stories to tell. And that’s where this podcast comes in. Each episode, we sit down with Air Facts contributors to learn more about them and to hear the story behind their story. We are now at the cusp where combining capable simulators with high-powered compute environments can enhance safety in aviation. Consider this—can flight simulator data tell us more about yet to be known opportunities that can improve airspace safety; or tell us more about how to prevent loss of control incidents; prevent communication lapses from turning into

Before I obtained an instrument rating and began using IFR charts, I, too, relied primarily on visual cues; I never paid a lot of attention to actual geodetic elevations of obstacles and terrain. This type of “feel-as-you-go” operation is fine in good, daytime visibility. But in darkness or reduced visibilities, it can quickly lead to disaster. Simply said, when the visibility

Delta Plane Crash: Is Flying Still Safe? What You Need to Know Before ...

Timothy Acker Timothy is a flying addict with a 45-year re incident record. He holds a SES and SEL rating in the US, but long ago flew commercially in South America with additional ratings including multi-engine. He is 100% English/Spanish bilingual. After several near-death experiences he erroneously decided that practicing law in the United States was safer. He is Is flying safe? Wrong question. : Air Facts Journal The real takeaway here–for student pilots and old pros alike–is simple: flying is as safe as you want to make it. You as the pilot in command control how safe you are, not the airplane (nor anyone else, for that matter). Despite the requirement for a medical, we have been self-certifying all along once leaving the AME’s office. Do I feel well enough to fly? You bet. Have at it. To me, vision was always the toughest question. How you feel is obvious, vision is not, and the slow deterioration in what you see as you age is as insidious as it is certain.

I have just read another accident report about the fatal crash of a twin engine aircraft following an engine failure shortly after takeoff. Conditions were VMC. The accident report stated that the pilot applied the wrong rudder, which resulted in loss of control. The bottom line is that training for this critical emergency was and still is woefully inadequate.

How Safe Is Flying? 10 Air-Safety Facts to Put Your Mind at Ease

Really flying IFR (not just earning the rating) is probably the most challenging activity you can do these days, unless you’re a heart surgeon or a Navy SEAL. Flying blind in the clouds, managing dynamic weather, and keeping up with air traffic control is like a mental treadmill that’s permanently set on 10—there is no stopping to take a break, and losing focus

What’s not obvious to a lot of non-pilot folk is that flying is one of the few passions you absolutely must do regularly just to safely do it. Think about that for a second: unlike other modes of transportation, you can stop driving for several months, even years, and still be able to get back into a vehicle with little to no training. Flying isn’t like that.

Three fatal Cirrus accidents in late 2015 and early 2016 caught my attention, since all three involved low-level stalls. Two occurred with flight instructors on board and one with an experienced Cirrus pilot at the controls. Each one has lessons for us as we try to reduce loss of control accidents. Consider each scenario, and think about how you would react.

Leighton Collins started Air Facts as a monthly publication with the first issue dated February, 1938. It was a small trim size, about the same as Reader’s

1. Commercial air travel is getting safer This fact is what you really want to know when asking the question “How safe is flying?” So here goes: The lifetime odds of dying in a commercial Instrument pilots obsess about approaches: if you can keep those needles crossed all the way down to 200 ft, you must be a good pilot. While shooting an ILS to minimums is an important skill, this all presupposes you managed to depart safely. Unfortunately, NTSB reports prove that’s a big assumption – each year, a few pilots tragically learn that IFR

There will be a debate about flying at night in single-engine airplanes for as long as there are single-engine airplanes and it gets dark every night. That is a given. Recently the son of an old friend emailed and asked me what I thought about flying singles at night. My stock answer to pilots who express concern about this is simple: If you are not comfortable with it,

What’s really happening in the real world? Over on AOPA.org recently, another in the very long line of drearily apocalyptic articles (rants, really) on the dangers of over-automation in light aircraft cockpits, was posted in a point-counterpoint format by Rod Machado, accomplished author and professional flight instructor, and George Perry, the Director of AOPA