Podcast – Page 2 – Aviation News Talk

353 System Failure Decision Making and Choosing the Best Airport to Land

Max talks about decision-making after experiencing a system failure in flight, especially those not explicitly covered in an aircraft’s Pilot Operating Handbook (POH). He discusses a generic procedure that pilots can use to assess the severity of a failure, how it affects the safety of flight, and what steps to take when dealing with a cascading series of malfunctions.

1. Assessing the Lost Capability
The first thing to evaluate in the event of a system failure is: what capability have we lost, and how does that loss impact the safety of flight? The severity of the failure could range from a minor inconvenience to a major threat to the safety of the flight. It’s essential to identify where the issue falls on this spectrum to prioritize the response. For instance, a loss of engine power is immediately dangerous and requires swift action, while a loss of a single sensor may not significantly impact flight safety.

2. Can You Substitute?
Pilots should also consider whether they can substitute something else for the lost capability. If there’s no direct replacement for a failed system, can secondary indicators be used to infer the aircraft’s state? For example, if you lose a primary engine sensor, other performance indicators might still give you an idea of how the engine is functioning.

3. Cascading Failures
A key point to consider is whether the failure could lead to a cascade of further problems. Some failures, like a turbocharger malfunction, might seem minor at first but can escalate into a more serious issue, like an engine fire. Pilots must be cautious with failures that could snowball into a larger problem, recognizing when it’s prudent to treat an issue as a full emergency rather than downplaying its potential risks.

Example of a Cascading Failure: Turbocharger Loss
Consider a scenario where the manifold pressure (MP) in a turbocharged aircraft starts to drop, seemingly reducing the aircraft’s performance to that of a non-turbocharged aircraft. While the initial reaction might be to assume the loss of MP is a minor inconvenience, in some cases, this could indicate a catastrophic failure in the turbocharger, such as a hot exhaust leak, which could lead to an engine fire. The cockpit instruments won’t distinguish between a benign or dangerous turbo failure, so it’s crucial to treat an unexplained MP loss as an emergency and land immediately.

4. Choosing Where to Land
The episode emphasizes that not all failures require an immediate landing at the nearest airport. In cases where you have time and the failure is less critical, it’s wise to evaluate where to land based on repair options and support services. For example, Cirrus owners are encouraged to carry a list of service centers, which can be a helpful tool when deciding on an airport to land at. Having such a list can influence your decision if you’re not under immediate pressure to land.

Comparing Different Aircraft Systems
The episode compares two popular general aviation aircraft: the Cirrus SR20/SR22 and the Diamond DA40NG, focusing on their electrical systems and the redundancies built into each. The Cirrus series, known for its dual alternators and dual batteries, is designed to maintain critical systems even after a significant electrical failure. For example, if both alternators fail, the Cirrus can still fly for over an hour on backup batteries, powering key avionics, including the autopilot. The engine, powered by magnetos, will continue to run even without electrical power.

By contrast, the Diamond DA40NG has less redundancy. It features a single alternator and battery, meaning a failure of the alternator eventually leads to a total loss of power, which will stop the engine. While the DA40NG does have backup batteries for the FADEC system (which controls the engine), the episode explains that in IMC conditions, a loss of the alternator is a much more stressful situation, as the pilot has less time to act before the electrical system is depleted, and the engine quits.

Importance of System Knowledge
Understanding the specifics of your aircraft’s systems is critical. Pilots must know what to expect from their plane during a failure, what backup systems are available, and how long they will last. This understanding can mean the difference between a well-managed emergency and an overwhelming crisis. For instance, in a Cirrus, even after both electrical systems fail, the engine continues running, giving the pilot time to make decisions and land safely. But in the DA40NG, failure of the electrical system will eventually result in engine failure, turning the aircraft into a glider.

Real-Life Example of System Failure
During a recent flight, Max experienced a failure of the engine sensors and electrical system sensors in a Cirrus. While this might alarm a pilot unfamiliar with the aircraft, it was manageable due to the built-in redundancies. The problem was traced to the failure of a line replaceable unit (LRU), which knocked out multiple sensors at once. Despite losing the ability to monitor the engine and electrical systems, the aircraft remained fully operational, underscoring the importance of system redundancy and knowing how to interpret and respond to such failures.

Key Takeaway
The central message of the episode is the importance of system knowledge, redundancy, and understanding the nature of different failures. Pilots must not only be proficient in flying the aircraft but also in managing its systems and understanding how failures might evolve. The advice to pilots is clear: prepare for the worst, know your aircraft’s systems inside and out, and always be ready to act decisively when something goes wrong.

Finally, the episode highlights the role of system design in determining how pilots respond to emergencies. Not all aircraft are created equal in terms of their ability to handle system failures, so pilots should factor this into their flying decisions and emergency planning.

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352 R44 Helicopter Pilot Stories: Delivering Supplies After Hurricane Helene

Max talks with John Kinard of AeroLuxe Aviation, based in Nashville, which operates a fleet of helicopters and fixed-wing aircraft, including R44 and R22 helicopters. Following Hurricane Helene, the company became involved in relief efforts after seeing the devastation in North Carolina. John contacted the Ashville, NC EOC, and was told that help wasn’t needed. Nonetheless, AeroLux decided to fly three R44 helicopters to the disaster area to see how them might assist.

The episode focuses on AeroLux Aviation’s significant involvement in hurricane relief efforts following Hurricane Helene, which caused severe damage across parts of the southeastern U.S., particularly in North Carolina. The AeroLux team mobilized quickly, responding to the devastation after a friend suggested they might be able to help. Initially, the Emergency Operations Center (EOC) in Asheville told them they didn’t need assistance, but the AeroLux team decided to go anyway, leading to the discovery of widespread devastation and the need for immediate relief.

Upon arriving in Asheville, the AeroLux team joined forces with a man named Adam Smith, who was using a flooded Harley Davidson dealership as a makeshift command center for relief efforts. AeroLux brought three helicopters (R44s) and two trucks loaded with supplies, including fuel tanks and equipment usually used for their helicopter tours. The trucks faced a grueling 12- to 14-hour drive to the site due to damaged roads, but the helicopters completed the flight in just under three hours.

The team’s primary mission was to deliver essential supplies to isolated and devastated communities, which were cut off by washed-out roads and landslides. They encountered houses completely washed away and communities rendered uninhabitable, including the town of Bat Cave and the Lake Lure area. The devastation included multimillion-dollar homes reduced to rubble and landslides that claimed entire neighborhoods. The most chilling part of the mission was seeing bodies trapped in debris and washed into the lake.

Each day brought logistical challenges as well as increasingly organized efforts. On the first day, volunteers were sleeping in mud, but within a couple of days, supplies and relief efforts ramped up dramatically, with trucks bringing pallets of food and water. At the Harley Davidson command center, helicopters from various civilian companies, including Blackhawks and Bells, arrived to assist. AeroLux’s R44 helicopters played a crucial role in delivering around 400 pounds of supplies per flight, including food, water, medical necessities like oxygen and insulin, and specific requests such as diapers for babies.

Flying the relief missions posed several challenges for the AeroLux team. The missions involved “confined area” operations—landing and taking off in tight, often precarious spots, such as yards and fields, rather than airports. Flying over mountains and through valleys, they had to be mindful of maximum power limits, weather conditions, and the complex terrain. The temperature and altitude also added strain on the aircraft, particularly when climbing over mountains with heavy loads.

In addition to the technical flying challenges, there were emotional and human challenges. The team encountered countless people who had lost everything, often pointing to rivers where their homes once stood. Entire communities were cut off from the rest of the world, with no communication or way to leave.

One notable contribution was the deployment of Starlink units, provided by Elon Musk, which AeroLux delivered to local fire departments and police stations. This reestablished communication lines for the isolated communities, allowing them to request urgent supplies or assistance. Despite the devastation, the resilience and determination of the people involved in the relief efforts were palpable.

The episode concludes with reflections on the impact of AeroLux’s efforts. For a company that had never previously engaged in relief work, the response from employees was immediate and voluntary, with everyone eager to contribute. The relief missions ran for five and a half days, with each aircraft flying nearly 40 hours during that time. Now back in Nashville, AeroLux is working to catch up on maintenance, with aircraft needing significant repairs and checks after the intensive use.

In closing, John encouraged other pilots to volunteer in similar efforts if they have the experience and opportunity, describing it as a highly rewarding and necessary service, especially in times of crisis. The experience left a lasting impression on everyone involved, demonstrating the power of the aviation community to respond to natural disasters and help those in need.

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Mentioned on the Show
AeroLuxe Aviation
Operation Airdrop Hurricane Helene Relief
Operation Airdrop Facebook Page
AERObridge website
AERObridge Facebook Page
Hope on Short Final
North Carolina Airports Association
NBAA Humanitarian Emergency Response Operator database
GoCajunNavy.org
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351 Pilots to the Rescue: Your Stories of Hurricane Helene Relief Missions

Max talks about the devastating impact of Hurricane Helene and the massive relief efforts mobilized in response, particularly by the general aviation community. With over 200 fatalities reported, Helene brought devastating floods and unprecedented rainfall to the Southeastern United States, especially North Carolina. The hurricane dumped a staggering 42 trillion gallons of rain, equivalent to the flow of Niagara Falls for almost two years, submerging areas like Hendersonville, Spruce Pine, and Busick under multiple feet of water.

The podcast praises the role of helicopters in delivering supplies and evacuating people from remote, inaccessible locations.

Various organizations, including the National Guard, Coast Guard, and multiple state and federal agencies, coordinated relief efforts. General aviation pilots played a crucial role, flying hundreds of missions to transport supplies. However, Max emphasizes that pilots should work with recognized relief organizations to ensure the supplies reach their intended destinations effectively. He also notes the importance of obtaining prior permission, especially at Asheville Regional Airport, which has restricted GA flights.

Photo by Eric Hymes of Hopeonshortfinal.org

The episode then transitions to personal stories from listeners involved in the relief efforts. Andrew Doorey, flying a Cirrus SR22, shares his experiences delivering water and supplies to isolated areas. Mason Davis recounts his flights in a SuperVan, describing the camaraderie among the aviation community as they rallied to provide relief. Eric Hymes talks about his nonprofit’s efforts, underscoring the unprecedented level of general aviation involvement in disaster response.

Further contributions are shared by listeners like Steve Bloom, who flew a Pilatus PC-12 for relief missions, and Aaron Benjamin, a lawyer who took part in missions transporting supplies into North Carolina. Charley Valera of AeroBridge provides an update on his organization’s significant operations, flying over 150 missions and delivering tens of thousands of pounds of supplies in just a few days.

Photo by Mason Davis of Skydive Carolina

The episode concludes with a recording from MacKenzie Mitchell, the Director of Communications for Operation Airdrop. She gives a detailed update on the ongoing needs and evolving nature of the mission. She notes that while aerial drops have been essential, the transition to ground support is underway as more roads become accessible. She also describes the logistical challenges and overwhelming community response, with thousands of volunteers and aircraft mobilized to meet the massive demand for supplies.

Overall, the episode not only highlights the devastation wrought by Hurricane Helene but also showcases the extraordinary efforts and unity within the aviation community as they mobilized to provide critical relief in a time of crisis.

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Mentioned on the Show
Operation Airdrop Hurricane Helene Relief
Operation Airdrop Facebook Page
AERObridge website
AERObridge Facebook Page
Hope on Short Final
North Carolina Airports Association
NBAA Humanitarian Emergency Response Operator database
GoCajunNavy.org
Buy Max Trescott’s G1000 Book Call 800-247-6553
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Free Index to the first 282 episodes of Aviation New Talk

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350 N831AZ SR22 Crash at Provo, UT and Stall/Spin Prevention

In this Aviation News Talk podcast episode, Max Trescott examines the crash of N831AZ, a Cirrus SR22, at Provo, Utah, focusing on the technical and situational factors that led to the accident. The aircraft took off from St. George, Utah, and flew for about 90 minutes before entering Provo’s busy traffic pattern for runway 13. The aircraft followed a slower light sport aircraft, leading to spacing and speed challenges in the pattern, which were critical to the crash.

First Approach: Airspeed Management Issues
The podcast outlines the first approach to runway 13, where the Cirrus displayed inconsistent airspeed control throughout. Despite instructions to fly specific speeds (100 knots on downwind, 90 on base, and 80 on final as per the Cirrus Flight Operations Manual), the pilot fluctuated greatly. Initially, the aircraft was 20 knots faster than required on final approach, only to slow to 4 knots below the target by the runway threshold. This constantly decreasing speed was problematic, contributing to an unstable approach and high workload for the pilot.

When discussing why maintaining a stable airspeed is essential, the host highlights several risks. For example, a continually decreasing speed can lead to control issues, making it harder to manage the aircraft’s energy state and potentially causing a stall. In the Cirrus case, the aircraft was instructed to go around due to its proximity to the slower aircraft ahead. However, this action did not remedy the underlying airspeed management issues.

Second Approach: Stalling and Spinning
The Cirrus’s second traffic pattern had some improvements but ultimately led to the crash. Airspeed control remained inconsistent, and the aircraft decelerated too rapidly during the base turn. Within seconds, the speed dropped from 86 knots to 70 knots—well below the target speed. This led to a stall and subsequent spin, with eyewitnesses reporting the plane made two full turns before crashing into Utah Lake.

The crash was severe, with the airframe sustaining heavy damage. A parachute was visible on the water’s surface, though it was unclear whether the pilot deployed it or if it was deployed by the impact.

The Importance of Airspeed Stability
Throughout the episode, the host emphasized the importance of airspeed stabilization, citing it as a major factor in both this crash and a similar accident involving a DA42 at AirVenture. Stable airspeed allows the pilot to maintain better control over the aircraft, reduces workload, and minimizes the risk of stalling. In contrast, pilots who allow their airspeed to fluctuate are at greater risk of being distracted, losing focus, or encountering control issues.

The host also discussed how adding flaps can cause a rapid deceleration, especially in a Cirrus. To counteract this, pilots should simultaneously push forward on the control stick and adjust the trim when adding flaps. Failure to do so can cause the nose to rise, leading to a dangerously slow airspeed.

Spacing Issues and Situation Awareness
Another point discussed was how the Cirrus pilot’s failure to manage spacing with the slower Sport Cruiser contributed to the accident. At one point, the Cirrus was only 0.3 nm behind the slower aircraft, prompting the controller to issue a go-around. However, the pilot did not adequately slow down, further complicating the situation.

The podcast underscored the responsibility of pilots in faster aircraft to maintain adequate separation, particularly at busy airports. In this case, the Cirrus pilot might have been inexperienced in managing such scenarios, especially coming from a non-towered airport like St. George, where traffic patterns are often less congested. The lack of a robust avionics system in this older Cirrus, which could have provided critical traffic information, may have further hindered the pilot’s ability to manage separation and situational awareness.

Lessons in Training and Aircraft Type
The podcast also touched on broader trends in Cirrus accidents, particularly those involving older models like the SR22 involved in this crash. The host pointed out that older Cirrus aircraft, especially those with round gauges and lacking modern avionics, have significantly higher accident rates than newer models equipped with the Perspective or Perspective+ systems. He speculates that this is partly due to the fact that pilots flying older aircraft may not invest as much in high-quality training.

The accident Cirrus was an older model (#3 in the SR22 series), and it’s suggested that the pilot may not have received sufficient training in managing airspeed and spacing in busy environments. This is particularly relevant when considering that the pilot had obtained his medical certificate in 2021, suggesting that he might have only been flying for a few years.

Final Thoughts and Safety Recommendations
The episode concludes with key takeaways from the crash. The most important lesson is that maintaining proper airspeed is critical for safety in the traffic pattern. The podcast host advises pilots to pay attention to their airspeed during each leg of the pattern, use trim effectively when adding flaps, and practice stabilizing their airspeed to avoid the risks of stalling.

Furthermore, the host stresses the importance of training, particularly in aircraft like the Cirrus SR22, which requires careful management of its high performance. He also advocates for better situational awareness and maintaining a sterile cockpit during critical phases of flight to minimize distractions.

The crash serves as a tragic reminder of the need for pilots to stay vigilant, well-trained, and fully engaged in every aspect of flight operations, particularly in complex traffic patterns.

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Mentioned on the Show
Operation Airdrop Hurricane Helene Relief
Buy Max Trescott’s G1000 Book Call 800-247-6553
Buy Max Trescott’s G3000 Book Call 800-247-6553

Free Index to the first 282 episodes of Aviation New Talk

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349 Buying and Flying a Cirrus SR22 from California to Missouri + GA News

In this episode of the Aviation News Talk podcast, Max interviews Nicholas Jain, who recently purchased a Cirrus SR22 and flew it from California to Missouri. The two aviation enthusiasts detail their shared experience in buying the plane, conducting the pre-purchase process, and navigating a cross-country flight through various weather and terrain challenges.

The episode begins with Nicholas arriving at San Jose Airport on a Wednesday evening to meet Max. After picking up a rental car, they immediately began their journey south to Santa Maria, where the aircraft had been moved after a pre-buy inspection. This was not Nicholas’s first trip to California related to the purchase. Two weeks earlier, he had flown out to meet Max and conduct a test flight in the Cirrus. This test flight, which lasted about an hour, provided both of them with an opportunity to assess the aircraft’s systems and functionality. Afterward, Nicholas arranged for a local pilot to fly the plane to Santa Maria, where it would undergo a more detailed inspection at a maintenance facility that had not worked on the aircraft before. He found the maintenance shop through COPA (Cirrus Owners and Pilots Association), which Max recommends to all Cirrus owners and renters for the wealth of resources and knowledge available through the community.

Their three-and-a-half-hour drive from San Jose to Santa Maria ended around 11 PM, and they stayed at a hotel conveniently located near the airport. The next morning, while Max was returning the rental car, Nicholas pre-flighted the SR22 at the maintenance facility. The aircraft was new to him, so he checked the oil levels, borrowed a fuel sump from the shop, and ensured that the plane had what was needed for the upcoming long flight. Nicholas shared his concerns about small, overlooked items like fuel strainers, which are often removed by sellers before transferring an aircraft.

Weather conditions at Santa Maria were not ideal, with an overcast layer at 300 feet, typical of the marine layer that rolls in from the coast. Nicholas, however, felt confident in departing with an ILS approach available at the airport. The marine layer eventually lifted slightly to 400 feet, and they were able to take off and head towards their first destination, Arizona.

Nicholas and Max discussed the challenges of navigating through mountainous terrain shortly after departure. Flying IFR (Instrument Flight Rules) at the required altitudes for safety would have placed them much higher than they preferred, especially since the SR22 was not equipped with oxygen. Therefore, they opted for a VFR (Visual Flight Rules) route once they were above the clouds to better navigate the lower mountain passes. Nicholas remarked on how different the terrain was compared to his home in Missouri, where most of his flying is done over flat land. He particularly noticed the effects of updrafts and downdrafts while flying through the mountains.

Their first stop in Arizona was the Grand Canyon Airport, which they chose because of its cooler temperatures and favorable conditions compared to other potential stops like Flagstaff or Prescott. Nicholas and Max were greeted by a friendly Twin Otter pilot, Sam Buchanan, who lent them his truck to get lunch while they refueled. This act of kindness stood out to them as one of the most memorable moments of the trip, highlighting the camaraderie often found in the aviation community.

After their stop at the Grand Canyon, the two pilots faced a long leg to Albuquerque. As they approached, they could see weather starting to build beyond the city, and although Albuquerque had clear skies, they made the decision to stay the night due to fatigue. Max emphasized the importance of recognizing when to stop early, citing their five-hour flight time and the building weather as key factors in their decision to land.

The following morning, they took off for Wichita, Kansas, with the goal of reaching Nicholas’s home near St. Louis. Max suggested departing VFR to save time, which allowed them to navigate the mountain passes more easily. Nicholas was not used to mountain flying, so he found the constant pitch adjustments to maintain proper climb speed during the departure to be an interesting challenge. Max provided valuable guidance on managing the aircraft’s performance through the updrafts and downdrafts, and they successfully cleared the mountains. Once clear, they picked up their IFR clearance and continued towards Wichita.

At Wichita, they made an impressively fast fuel stop, completing everything within half an hour. Nicholas remarked on the convenience of having a Subway sandwich shop inside the FBO, which allowed them to refuel both the plane and themselves quickly. Max noted that it was one of the fastest turnarounds he had experienced.

On the final leg of the journey, flying IFR from Wichita to Missouri, they encountered some unexpected weather and had to make several deviations around towering cumulus clouds. The SR22’s avionics allowed them to monitor weather and terrain effectively, helping them avoid significant turbulence and rain. However, towards the end of the trip, they experienced an unexpected issue: they lost engine instrumentation on the Garmin Perspective system. All data related to the engine, including RPM, manifold pressure, and fuel levels, disappeared from the display. This introduced a new layer of complexity to the flight, including the final landing.

Throughout the episode, both Max and Nicholas emphasized the importance of thorough planning, flexibility, and safety in long cross-country flights. They also shared how the unique challenges of the trip, from mountain flying to unexpected technical issues, provided valuable learning experiences for both pilots.

In conclusion, this episode provides an insightful look into the process of buying a plane and flying it across the country. Max and Nicholas’s journey highlights the importance of preparation, adaptation, and the strong sense of community within the aviation world.

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Free Index to the first 282 episodes of Aviation New Talk

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348 N629AG Malibu Crash at Anderson, IN and Descent Planning + GA News

In this episode of the Aviation News Talk podcast, Max provides an in-depth analysis of the tragic crash of a Piper PA-46-350P Malibu Mirage, registered as N629AG, which occurred while the aircraft was attempting a visual approach to runway 12 at Anderson Municipal Airport (KAID) in Indiana. The episode dissects the series of events leading up to the crash, highlighting key factors such as descent planning, airspeed management, and the pilot’s use of available tools.

The aircraft departed from Fort Dodge Regional Airport (KFOD) in Iowa at 6:48 AM CDT on an IFR flight plan, climbing to FL210. The weather conditions at Anderson were reported as favorable, with clear skies and light winds, making it suitable for a visual approach. The aircraft’s flight path was relatively straightforward until the final approach to runway 12.

The critical issue began when the aircraft started its descent from 6800 feet MSL while 12 nautical miles (nm) from the runway, which was approximately 2000 feet higher than the ideal altitude for a 3-degree glide path. The pilot’s challenge was to manage both the descent rate and the airspeed to align with the glide path while preparing the aircraft for landing.

The episode discusses the various tools and calculations that could have helped the pilot manage the descent more effectively. For instance, the Garmin G1000 system in the aircraft could have provided valuable information on the aircraft’s descent profile, but it requires the pilot to be familiar with its configuration. The podcast emphasizes the importance of understanding and utilizing these tools, especially when performing complex tasks like managing a descent from a high altitude.

A significant focus of the discussion is on airspeed management during the approach. As the aircraft descended, its airspeed remained high, reaching 207 knots at 10 miles from the runway. Despite a slight reduction in speed and an increase in descent rate, the aircraft remained above the glide path, making it difficult to slow down and configure the aircraft for landing. The episode highlights that the aircraft’s landing gear extension speed was 165 knots, and the pilot only reached this speed after passing the airport, making it impossible to extend the flaps or gear in time.

In the final moments of the flight, the aircraft was still high and fast, with a descent rate that did not adequately bring it down to the glide path. As it crossed the runway threshold at 142 knots and 700 feet above the ground, the pilot initiated a go-around. However, the climb was poorly executed, with insufficient power applied, leading to a rapid decrease in airspeed. The aircraft stalled at an altitude of 2270 feet MSL, just over a mile beyond the runway, resulting in the fatal crash.

The episode speculates on possible distractions in the cockpit, such as communication with air traffic control and interactions with passengers, which may have contributed to the pilot’s failure to maintain adequate airspeed during the go-around. The podcast underscores that loss of control, often due to distraction, is a leading cause of aviation accidents.

In the latter part of the episode, the host discusses the importance of descent planning, especially during straight-in approaches, which can be deceptively simple. The episode introduces several tools available in Garmin-equipped aircraft for descent planning, such as the Selected Altitude Intercept Arc, Along Track Offset, and Vertical Flight Plans. These tools can help pilots manage their descent profiles more effectively, ensuring they arrive at the proper altitude and speed for landing.

The episode concludes by stressing the avoidability of the accident, noting that basic airmanship skills, such as maintaining airspeed and proper descent planning, are crucial for safe flight operations. The host also promotes further reading and resources, including his books on Garmin glass cockpit systems, to help pilots improve their understanding and use of these critical tools.

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Video of the Week: Piper Arrow Narrowly Avoids Golfer
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347 How to Legally Mount a Camera to a Plane and Video Tips with Patrick Carter

Max talks with Patrick Carter, the founder of NFlightCam, about his journey into the world of aviation video systems and the critical role they play in flight training, safety, and the aviation industry at large. Patrick’s passion for creating video solutions began nearly 20 years ago while he was running an aerobatic flight school, where he discovered firsthand the value of video debriefs in enhancing pilot training. Patrick has also offered a Promo code for Aviation News Talk listeners. To get 10% off all purchases from nflightcam.com, use the promo code: MAX

The Genesis of NflightCam

Patrick’s journey started during his time as a flight instructor teaching aerobatics in a Pitts S2B. He recounts a pivotal moment when a student struggled with performing loops, continually coming off heading. Despite verbal cues to “look at the wing,” the student insisted he was doing so, but his performance suggested otherwise. Using a rudimentary camera system he had rigged in the cockpit, Patrick captured the student’s perspective, revealing that the student was not looking where he thought he was. The video allowed the student to recognize his mistake, and he subsequently performed perfect loops on the next flight.

This experience highlighted to Patrick the immense value of video debriefs in flight training. Video allows students to review their performance in a stress-free environment, enabling them to process and learn from their mistakes more effectively than they could in the air. This realization spurred Patrick to develop a more sophisticated video system, which eventually led to the founding of NflightCam.

Transitioning from Instructor to Innovator

Patrick’s foray into developing video systems for aviation was catalyzed by the 2008 recession when he lost his primary job. Recognizing a demand for his custom camera systems, Patrick decided to start manufacturing and selling them. His goal was to promote the use of video in flight training and safety, rather than for entertainment or social media purposes. Patrick emphasizes that video in aviation should be a tool for learning and safety, not a distraction or a means to gain views online.

Safety Concerns with Aviation Video

Patrick discusses the potential safety issues related to videotaping flights, particularly the risk of cameras becoming distractions in the cockpit. He stresses that pilots should focus on flying and not “flying for the camera.” To mitigate distractions, Patrick’s systems are designed to be easy to set up and use, allowing pilots to focus on flying without worrying about camera operation.

He highlights that while video can be a valuable tool for debriefing and learning, it should never take precedence over safe flight operations. Patrick’s approach is to create a “set it and forget it” system, where the camera is mounted and activated before the flight, allowing the pilot to concentrate fully on the task of flying. He cautions against the dangerous trend of pilots performing risky maneuvers or stunts for the sake of getting footage for social media.

The FAA and Legal Considerations

Patrick explains the regulatory landscape surrounding the use of cameras on aircraft. In collaboration with the FAA, he helped establish guidelines that allow cameras to be mounted on aircraft as a minor alteration, provided they do not affect the aircraft’s structural integrity, aerodynamics, or weight and balance. This determination means that any A&P mechanic can legally install a camera on an aircraft with a simple logbook entry.

Patrick emphasizes the importance of mounting cameras in a way that avoids interference with control surfaces, engines, or propellers. NflightCam’s products are designed to be secure, robust, and safe for use on a wide range of aircraft. Their mounts are tested up to 250 knots indicated airspeed, ensuring they can withstand the rigors of flight without compromising safety.

Practical Advice for Using Cameras in Aviation

Patrick offers practical advice for pilots and instructors using cameras in aviation. He advocates for a conservative approach, particularly when flying in challenging conditions or unfamiliar environments. For content creation, he suggests allocating twice the usual amount of time for a flight to account for camera setup and takedown. However, for flight instruction, a single camera is often sufficient, and the setup should be simple and quick, taking no more than five minutes.

He discusses the various types of mounts available through NflightCam, designed to be versatile and adaptable to a wide range of aircraft. Whether using a suction cup, a tie-down mount, or a strut clamp, the goal is to provide a stable platform for capturing valuable footage without distracting the pilot.

The Importance of Prioritizing Safety

Throughout the interview, Patrick reiterates the importance of prioritizing safety over capturing video. He recalls instances where he has had to stop filming mid-flight because the cameras were becoming a distraction, both for him as the instructor and for the student. He advises pilots to be mindful of when it is appropriate to film and when it is better to focus solely on flying.

In conclusion, Patrick Carter’s insights underscore the value of video in aviation for training and safety while also highlighting the potential risks if not used appropriately. NflightCam’s mission is to make video a seamless and safe part of aviation, ensuring that pilots can benefit from the technology without compromising their primary responsibility: flying safely.

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Mentioned on the Show
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A&P’s Guide to Mounting Cameras
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346 Tailwheel Flying: The Art and Challenge with Jim Hopp + GA News

Max talks with CFI Jim Hopp, who shares insights about tailwheel flying. Jim begins by explaining his passion for teaching in tailwheel aircraft. He highlights the direct connection a pilot feels with the airplane due to the simplicity of the cockpit, often lacking modern glass panels, and the use of a stick instead of a yoke, which offers better tactile feedback. He also emphasizes the unique challenge of handling the airplane on the ground, which is markedly different from flying tricycle gear airplanes.

The primary difference in ground handling between tailwheel and tricycle gear aircraft lies in the position of the center of gravity (CG). In a tricycle gear aircraft, the CG is located in front of the main gear, which helps stabilize the aircraft on the ground. However, in a tailwheel aircraft, the CG is behind the main gear. This configuration means that any lateral drift or misalignment during touchdown can cause the CG to continue moving in the direction of the drift, potentially leading to a swerve or even a ground loop. Jim likens this to the difference between pulling a wagon (tricycle gear) and pushing one (tailwheel), where the latter requires immediate corrective action to prevent instability.

One of the critical challenges during takeoff in a tailwheel aircraft is managing gyroscopic precession. As the tail lifts off the ground during the takeoff roll, the aircraft experiences a force that causes it to yaw to the left due to the gyroscopic effect of the propeller. This is an additional factor that pilots of tricycle gear airplanes don’t have to deal with. To mitigate this, Jim often teaches new tailwheel students to perform a three-point takeoff, similar to a soft field takeoff, to avoid dealing with gyroscopic precession until they are more comfortable with the aircraft.

Jim discusses the importance of right rudder pressure throughout the takeoff roll. As power is applied, the aircraft tends to yaw left due to the combined effects of engine torque, P-factor, and gyroscopic precession. This requires the pilot to apply right rudder to keep the aircraft tracking straight. The amount of rudder pressure needed varies during different phases of the takeoff roll, making it crucial for the pilot to understand these dynamics to maintain control.

When it comes to taxiing, visibility can be a challenge in tailwheel aircraft since the tail is lower, and the pilot often can’t see directly over the nose. This can require the use of S-turns to check for obstacles ahead. Additionally, the tailwheel configuration makes the aircraft more prone to weather vaning in crosswinds, where the aircraft tries to turn into the wind due to the CG’s location behind the main gear. This requires constant rudder input to counteract the wind’s effects.

Another critical aspect of taxiing in a tailwheel aircraft is managing the angle of attack, as the wings are at a positive angle while on the ground. This means the aircraft can generate lift even during taxiing, which could potentially lead to a dangerous situation if not properly managed, especially in strong winds.

Once in the air, tailwheel aircraft behave similarly to tricycle gear aircraft, although they often have more adverse yaw due to their older designs and larger rudders. Pilots transitioning from modern nose gear airplanes might find they need to pay more attention to rudder usage to manage adverse yaw effectively.

Landing in a tailwheel aircraft presents two primary techniques: the three-point landing and the wheel landing. In a three-point landing, the pilot aims to touch down with all three wheels simultaneously, which is different from the standard nose gear landing where the main wheels touch down first. This requires careful pitch control and understanding of the aircraft’s attitude.

The wheel landing, on the other hand, involves touching down on the main gear while the tail remains off the ground. This technique is useful in gusty or crosswind conditions as it allows the aircraft to land at a higher speed, providing better control authority. However, it requires the pilot to push the stick forward after touchdown, which goes against the instinct of most pilots trained in nose gear airplanes.

To operate as a pilot in command of a tailwheel aircraft, pilots must obtain a tailwheel endorsement, unless they were PIC before 1997. This endorsement requires demonstrating competence in tailwheel operations, including landings. Additionally, pilots must meet passenger carrying currency requirements, which stipulate that the three takeoffs and landings required within 90 days must be to a full stop, reflecting the greater complexity and potential risks involved in tailwheel operations.

Jim advises that flying a tailwheel aircraft every 90 days may not be sufficient to maintain proficiency, given the challenges associated with these aircraft. Many flying clubs recommend a 60-day currency at most to ensure pilots remain sharp and capable of handling the unique ground and flight characteristics of tailwheel airplanes.

The tailwheel endorsement process typically involves around 15 hours of training, though this can vary depending on the pilot’s proficiency with rudder use and crosswind technique. The training covers the differences in ground handling, pre-flight inspections, taxiing techniques, takeoffs, in-flight rudder control, and both three-point and wheel landings. Jim emphasizes the importance of continuous rudder use and crosswind control during the landing roll, as the aircraft can become unstable as it decelerates.

Overall, this podcast provides a comprehensive overview of the skills and considerations necessary for mastering tailwheel flying, emphasizing the importance of practice, understanding the unique dynamics at play, and maintaining currency to ensure safety and proficiency.

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News Stories

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345 Cessna 182 Prop Strike: Interview and Analysis using Garmin G3X data and FlySto.net

Max talks with listener Jim about his prop strike incident what occurred while landing his Cessna 182. The interview provides an in-depth look into his flying background, the circumstances leading up to the incident, and his reflections on what might have gone wrong, along with considerations on how to prevent such an event from happening again.

Jim began his aviation journey in January 2012, when he took an introductory flight that ignited his passion for flying. By 2013, he had earned his private pilot’s license and accumulated around 760 flight hours, primarily in Cessna 172s. He also had some experience flying the Cessna 182, including retractable-gear versions, at his flight school in Memphis, Tennessee. In 2021, he obtained his instrument rating and soon after relocated to New Mexico. With no convenient rental options nearby, Jim joined a flying club in Las Cruces, about two hours away from his home, where he continued to maintain his currency in flying.

In August 2022, Jim purchased his own aircraft—a 1969 Cessna 182—largely because it matched the year and model of the plane he had flown at the flying club. He upgraded the plane’s instrument panel with a Garmin G3X system and other modern avionics, and by the time of the incident, he had been flying this aircraft for about four months, accumulating around 300 hours in various Cessna 182s.

The flight in question was a return trip from Truth or Consequences, New Mexico, where Jim and his wife had celebrated her birthday with a relaxing spa day. They departed for Silver City, their home airport, in the afternoon. The weather was slightly challenging, with some showers and turbulence over the mountainous terrain. Jim, mindful of his wife’s discomfort with turbulence, took a longer, less direct route to avoid the roughest air.

As they approached their home airport, the conditions seemed favorable. The winds were mild, and Jim planned a straightforward landing on runway 26. He recalls that the winds were reported as 310° at 6 to 8 knots, which aligned well with his intended landing direction. However, what began as a routine landing quickly turned problematic.

Jim had been using the autopilot (a Garmin GFC 500) for much of the flight but had disconnected it before entering the pattern to hand-fly the landing. He admits that he had been struggling with slightly flat landings in recent months and was particularly focused on making this landing as smooth as possible. To ensure a stabilized approach, he flew a long downwind leg before turning onto final.

During the final approach, Jim followed his usual procedure: maintaining 94 miles per hour on the downwind leg and reducing speed to around 78-80 miles per hour on final. He applied 30 degrees of flaps for the landing, which was standard for him at this airport, given the long runway.

As Jim neared the runway, everything seemed under control. He was lined up with the runway and descending steadily. However, just before touchdown, the situation deteriorated rapidly. Jim describes feeling a sudden yaw to the left and a significant bank to the right, followed by a pitch down. Although he managed to get the plane on the ground, it was immediately clear that something had gone wrong—the propeller struck the ground.

The Garmin G3X recorded the data from the incident, and Max uploaded the flight data to Flysto.net. He and Jim then watched a replay of Jim’s aircraft in the traffic pattern. Max noted that the aircraft was unstable with a 1200 foot descent rate at 500 feet AGL, but that by 300 feet, the aircraft was stable. Later, Max identifies some incorrect control inputs, which are revealed in the podcast episode, that led to the prop strike. Max comments that using Flysto, they were able to definitively identify the issue that led to the prop strike. Without the data recorded by the G3X, they would have been only able to speculate on several potential issues that might have caused the prop strike.

Jim also talks about the aftermath, which includes getting the aircraft repaired, and getting some additional flight training while the aircraft is down for maintenance, which is expected to take at least four months. There are also some surprising insurance ramifications that Jim talks about.

Despite the incident, Jim remains committed to flying and views this experience as an opportunity to become a better and safer pilot. The interview ends with Jim encouraging other pilots to share their experiences, both good and bad, as a means of learning and growing within the aviation community.

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Mentioned on the Show
AV8RGear.com Backpack Deal – $99.50 with promo code MAX
Video of the Week: Cessna 182 Prop Strike Analysis episode #345
Truckee Tahoe Airport Mountain Flying Clinic info
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343 ACP398 Stay Safe While Building Flight Time With Max Trescott

In this episode of the Aviation Careers Podcast, guest Max Trescott discusses critical strategies for pilots to maintain safety while building flight time to reach the minimum hours required for airline careers. The conversation centers around the heightened risks pilots face during their initial hours of flying, especially in general aviation, and the steps they can take to mitigate these dangers.

Max begins by highlighting the alarming fact that the journey to accumulate 1,500 hours of flight time is exponentially more hazardous than the subsequent thousands of hours typically flown in an airline career. He underscores that while the airline industry boasts an impeccable safety record, general aviation accidents claim approximately 400 lives annually. This stark contrast emphasizes the need for heightened safety awareness among low-time pilots.

One significant point Max addresses is the critical period between 50 and 250 flight hours, often referred to as “The Killing Zone.” Dr. Paul Craig’s research indicates that most general aviation accidents occur within this timeframe. Max advises pilots to prioritize gaining substantial experience in a single aircraft type, as accident data shows that familiarity with the specific aircraft significantly enhances safety. Pilots should meticulously learn the aircraft’s systems, limitations, and handling characteristics to build a strong foundation of knowledge and skill.

Max emphasizes the importance of maintaining a professional attitude throughout one’s flying career. Pilots should approach every flight with the same level of diligence and caution expected in an airline environment. This includes adhering to Standard Operating Procedures (SOPs) and actively participating in the safety culture of their current flying organization. Reporting hazards and engaging in Safety Management Systems (SMS) are crucial steps to ensure a proactive approach to risk management.

One of the biggest hazards Max highlights is night flying. Despite common misconceptions, night flying presents unique challenges and a higher fatal accident rate. Pilots must be vigilant about illusions like somatogravic illusion, which can mislead them into thinking they are climbing when they are actually level or descending. This illusion is particularly dangerous during takeoff or missed approaches at night, especially over water where visual references are limited. Max stresses the importance of cross-checking instruments to confirm a positive rate of climb and maintaining proper airspeed.

Max also addresses the dangers of distractions and the critical need for maintaining a sterile cockpit, especially during takeoff and landing phases. He notes that a significant percentage of accidents occur in the traffic pattern, particularly during the base-to-final turn. Pilots must remain highly alert and prioritize airspeed management to avoid stalls and loss of control.

Circling approaches are another area of concern. The risk associated with circling to land is considerably higher than that of a precision approach. Max suggests that pilots should avoid circling whenever possible, even if it means landing with a tailwind or diverting to a safer airport. The statistics reveal that circling approaches are 25 times more dangerous than precision approaches, highlighting the importance of carefully evaluating the necessity of such maneuvers.

Fatigue is a critical factor that pilots often underestimate. Max draws attention to studies showing that inadequate sleep significantly impairs performance, akin to being legally intoxicated. He urges pilots to prioritize rest and recognize that fatigue can severely impact judgment and reaction times, leading to increased risk.

Moreover, Max warns against complacency and the false sense of security that can come with accumulating flight hours. He cites studies indicating that 30% of fatal accidents involve violations of Federal Aviation Regulations (FARs), underscoring the importance of strict adherence to these rules. Additionally, he highlights the dangers of flying under the influence of medications, both prescription and over-the-counter, that are prohibited by the FAA.

Flight training, while generally safer than personal flying, still poses risks. Max advises flight instructors to be cautious with maneuvers like VMC (minimum control speed) demonstrations, which can be particularly hazardous. He stresses the importance of thorough pre-flight planning, maintaining aircraft, and having a keen awareness of the surrounding environment.

In conclusion, Max emphasizes the need for continuous learning and professional growth. Pilots should strive for mastery of their aircraft and embrace a proactive safety culture. By adhering to SOPs, reporting hazards, avoiding risky behaviors, and prioritizing rest, pilots can significantly enhance their safety while building the necessary flight time for their careers. The discussion serves as a crucial reminder that safety is paramount, and a professional attitude and diligent preparation are key to a successful and accident-free aviation career.

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Mentioned on the Show
Aviation Careers Podcast
Aerospace Scholarships Guide
Book: Why We Sleep by Matthew Walker
#334 Making Flight Training Safer – Tips for CFIs and Pilots with John Fiscus
The Road to 1500 website
Ultimate Low Time Pilot Jobs Database $49.99
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