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What happened on Asiana Flight 214?

Whenever there is a tragic airline accident such as the recent one of Asiana Airlines flight 214 in San Francisco, we all want answers. Those of us who are pilots, who, regardless of experience will have some basic understanding of how something like this happened, and advanced knowledge of the subject matter.  The media will instantly speculate on what the causes are and will follow unrealistic leads and make improbable conclusions to an unsuspecting uneducated public.  As pilots, we can see through a lot of the hype.  Should we judge and come up with conclusions before we get the real answers?

The media tends to grossly speculate on issues or facts, so we must be cautious.  When a Piper Seneca crashed in a field near Cochrane, Alberta, the media wasn’t patient enough to even confirm what kind of plane was involved. From Grumman Cougar to Cessna, they fed public stories until evidence became clear what kind of plane it was.  (The pilot landed the plane in the field due to fuel starvation, and luckily walked away from the crash).

In the Asiana flight, I suspect that pilot fatigue, spatial disorientation and an element of the company culture contributed to the crash.  It’s becoming evident that some factor of automation played a role in this accident. There may be a technical factor as well, though this hasn’t been mentioned yet, there is this possibility.  There are reports that the glideslope component of the ILS (Instrument Landing System) was out of service. It is too early to assign blame until all the facts are gathered and known.  All of this will be revealed in time.

For those looking to understand how complex factors contribute to an airplane accident, the documentary show, Mayday,  accurately depicts how the NTSB does a very thorough job of analyzing of the complex factors that culminate in an airplane incident.  An incident is never caused by just one thing, it is a series of events that lead to it.

How an accident happens

A friend of mine who had a gear up incident – that is, landed without retracting the landing gear –  described how a series of small events resulted in this belly landing.  He was flying with a very experienced and very proficient commercial student for the first time and was constantly told by other instructors how incredible of a pilot this student pilot is and how he will have an easy time checking him out on the retractable gear plane.  The seed was planted: not even knowing it, my friend was already expecting that there was little work to be done.

On approach, both pilots missed the checklist item to lower the gear. It was just too obvious that the gear should be lowered – and so on one approach, they both forgot to lower it.  All it takes for a moment of lapse for something significant like this to happen, and you may not even know it when it is happening.  Airplanes are incredibly unforgiving when it comes to taking the basics for granted.  And at low altitudes, it is too late to recover, as it was in this incident and the tragic Asiana flight 214 incident.  The pilots were too low to correct for the decaying altitude.

Interested in how an investigation is conducted? Watch Mayday

Mayday is eye-opening and a great learning tool for pilots.  It shows how an investigation is conducted and how professional and organized the NTSB is in understanding the factors that led up to an accident, how it happened, and how it can be prevented from happening again. Those who are wondering how the Asiana incident is being handled and conducted I highly recommend to watch any of the episodes.

In the meantime, this video shows the dramatic reconstruction of the approach slope the plane should have been following, and the actual approach that resulted in the accident. This of course, was caused by several factors.  I will stay tuned until the facts are confirmed.

 

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Flying out of Springbank Airport

Approaching CYBW, right downwind 25 for final.

If you live in Calgary or the surrounding area and are thinking of getting your license, you have a few choices when it comes to flight schools.  The closest airfield to Calgary where you can get your license is Calgary – Springbank (CYBW), about 30 minutes from downtown Calgary.  There are currently four flight schools at CYBW.

Control tower at Springbank Airport.
Control tower at Springbank Airport.

The four schools are (1) Calgary Flying Club,  (2) Springbank Air Training College (SATC), (3) Fly Right, and now (4) Springbank Aero.   The biggest schools are my flight school: SATC, and Calgary Flying Club; they have the largest fleet of aircraft and the most instructors on staff.   Fly Right and Springbank Aero are smaller.

Springbank Aero re-opened May 2013 at Springbank Airport.  They are back in operation after briefly loosing their CFI (Chief Flight Instructor).  They have hired a new CFI and are ready to accept students as of last May.  This flight school has been in operation for over 15 years before the brief closure. They are located off of taxiway Charlie – so like the Calgary Flying Club, they are a shorter taxi to the runway.  They have 3 Cessna 172’s for single engine training and their twin engine is the Piper Twin Comanche which has been recently refurbished.

The Calgary Flight Training Centre is also an option for those who live in the area, but they fly out of the Old-Didsbury Airport, which is further from Calgary (almost an hour north of downtown).  The advantages are a smaller airport and far, far less busy airspace.

Big school or small school?

The advantage of going with a larger school are generally there are more resources available in terms of aircraft and instruction.   Also, ongoing private and commercial ground schools are generally found at the larger schools. Smaller schools sometimes don’t run formal classroom teaching unless they have enough students – but the ground schools may be administered online.  The benefits of a smaller school are a more personal experience and better availability of aircraft.  A smaller school will have less students and won’t be as busy – so better odds that your instructor will have more time for you and your chances of booking an aircraft short notice are likely better.

The CFS entry for CYBW. Procedures are very overwhelming when you first start flying here.
The CFS entry for CYBW. Procedures are very overwhelming when you first start flying here.

Read some things you should consider when picking a flight school.   Also, some things you should consider if you are deciding whether you want to learn how to fly or a laugh about why learning to fly is a bad idea.

Happy flying!

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Clearing Turns

Clearing turns are very important

If you are getting your license, you probably have experienced your instructor being very adamant you do these clearing turns consistently and correctly.  It is mandatory you understand them for your flight test: if you show the examiner a lax attitude when checking for traffic, that is not only dangerous, but will constitute a fail.

So what is the proper way to do clearing turns, and why do we need to do them?

The real reason is safety.

When we do any maneuver practicing upper air work, be it slow flight, steep turns, stalls, spins, spirals, or whatever, we always do clearing turns.  We check for traffic by turning 90 degrees in each direction, using a consistent angle of bank (my instructor likes 30 degrees).   Then you roll around back to your original intended heading (you hope!) knowing that you have had a good look primarily behind you.    There is no real guide or standard as to how to exactly perform the clearance turns, but as long as something is done to actively check for traffic using turns.

To start always look to the right or left first, whichever way you intend to turn and verbalize that you are doing this.  Strain your neck, really have a good look, and say “clear for traffic on the left”.  Do your turn.  Then do this for the right side. Look, bend your neck to have a good look, and say “clear for traffic on the right”.  When you have completed the turn have a look around.

Before turning, always check for traffic, and verbalize that you are doing this.
Before turning, always check for traffic, and verbalize that you are doing this.

Generally, it is better to start from the left rather than from the right.  Overtaking aircraft are to pass on the right side; so if you take a right turn you may inadvertently cut an airplane off trying to pass you on the right. But regardless which direction you start from, make sure you have a good look around before changing your heading.

I used to think these turns didn’t accomplish much and was skeptical about how effective they are. I thought they left a section of sky unobserved.  But think about it,  you can see to the right or left without turning, and when you turn in either direction you can see behind you.   You can imagine it’s like doing a shoulder check.

 

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David Clark H10-13.4 Headset Review

David Clark H10-13.4 Mono Headset

In the market for a headset? Consider the David Clark H10-13.4

A headset will be your first purchase as a pilot, and it is very important! Consider this set for it’s unbeatable value and comfort for the price.

This is one of the most popular and best selling mono headsets out there – and for good reason.  If you are considering purchasing your first headset, chances are that many people have recommended the David Clark brand. It is one of the most popular headset brands, particularly for the first time purchase, but also good for commercial aviators.  Some flight schools use them as their rental sets.  There is a good reason for that – these headsets stand up well to heavy use and abuse and are very reliable.

Best in Comfort – Minimizing Fatigue

The H10-13.4 model is one of the most comfortable headsets out there, due to it’s very heavily padded contour head pad, and gel ear seals. This model is mono and features single volume control with low profile knobs, and are made in the USA.  The stereo version of this headset will have a control knob for each ear.

The headset also features a reversible boom noise-cancelling microphone which is mounted for placement on either the right or left side.  You can easily swing it from side to side depending if you want to the mic on your left or right.  The advantage to this is that it will keep the cord away from going across your body and being in the way if your plug in is on the opposite side.  For example if you are sitting in the right seat instead of left simply swing the mic around and the cord will be on your right side, minimizing clutter.

The head pad is large and comfortable.  The ear seals are large and seal very well against the ears.  They are covered with a glossy rubber that can get sweaty during flights in hot summer weather, but David Clark provides fabric ear pad covers at less than $10.  The headset has a 5 foot straight cord and has dual plugs for fixed wing aircraft. More expensive headsets will have better soundproofing and lower weight, but keep in mind are 2 to 3 times more expensive.

Deluxe Gel ear seals provide excellent noise reduction. Image from David Clark website.
Deluxe Gel ear seals provide excellent noise reduction. Image from David Clark website.

Great passive noise reduction for the price (around $300). Excellent headset, great clarity!  Has good noise reduction. Even though it’s one of David Clark’s lightest headsets, it is a little on the heavy side when compared with premium sets – however keep in mind the price difference.   You really do forget you are wearing it.  Other headsets that are a little bit cheaper are simply too tight.  Excellent durability and customer service from the manufacturer.  The headset is very comfortable, provides an effective seal against noise, was not objectionably hot nor heavy during summertime, and allowed wearing sunglasses without any problems. The pillow top spreads the headset weight on your head so you won’t really notice it’s even on, which helps reduce fatigue especially on longer flights.

When you purchase the set, make sure you order a carrying case, and one might also order some extra ear cushions.

I’ve noticed that after about 3 months of use the mic cover has a tendency of separating.  I recommend to “zip tie” the microphone cover and you will have no problems and will be very happy with the headset.

I am very satisfied with the level of noise reduction. This David Clark is comfortable, doesn’t pinch the head, and performs perfectly.  Very high level of performance particularly for the price. Great value!


Features:

  • Super Soft, Double Foam Head Pad
  • New Comfort gel, undercut ear seals
  • Certified Noise Reduction Rating – 23 dB
  • Reduced headband force
  • Universal Flex Boom for perfect microphone placement
  • Exclusive M-7A, the most advanced noise-cancelling microphone available
  • Low-profile volume control knob with detent settings
  • Molded cord assembly made to exceptional pull and flex standards
  • FAA TSO Approved C57 Cat. B and C58a
  • Exceeds RTCA/DO-214 Standards
  • Weight (without cord assembly): 16.5 oz.
  • 5 Year Warranty

Advantages:

  • More comfortable than headsets in this price range, and excellent fit
  • Excellent manufacturer’s 5 year warranty
  • Very durable

Disadvantages:

  • Even though it’s David Clark’s lightest set, it is a little on the heavy side
  • Not an Active Noise Reduction (ANR) headset

 

Technical Specifications (Provided by the Manufacturer on the David Clark Website):

Earphone Type: Dynamic Noise-Canceling Mic: M-7A Amplified Electret
Earphone Impedance: 150 ohms(300 each; wired in parallel) Mic Impedance: 50 ohms +/- 20%
Earphone Sensitivity: 90 dB SPL on flat plate coupler, re 1mW input @ 1KHz Mic Sensitivity: 400mV RMS ±6dB into 150 ohm load @ 1kHz for 114dB SPL input
Earphone Frequency Response: 200-5,500 Hz Mic Freq Response: 300Hz–3.5KHz per RTCA DO 214
Earphone Plug: PJ-055 (.25″ phone plug) Mic Plug: PJ-068 (.206″ phone plug)
Boom Type: Universal Flex Cord: 5 ft.Straight
Headpad/Hardware: Super-Soft, Double-Foam Headpad,Lightweight Hardware Weight/Headset Only: 16.5 oz.

Where to Buy

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Learning to fly: easier than you may think

Learning To Fly: Not As Unattainable As Most People Think

Guest Blog by Paul Guerrier

You know the basics for your private license. You’re over 17, English is your primary language (or you’ve mastered it, if it’s not), and you have done all of the minimum requirements. You can fly, just not for an airline. Being a commercial pilot means you have to do more than the bare minimum. In fact, you’ll probably work harder than you’ve ever worked to get your commercial license. However, it’s not as unattainable as you think. Hard work, yes. Impossible? Hardly.

You Need Flight Time

To say that you’ll need a lot of flight time is an understatement.  In the U.S., even if you attend a Part 141 school, and get your 190 minimum total flight hours (in Canada, you need 200 hours minimum),  you’re kidding yourself if you think this will land you a sweet job. Here’s what you really need:

At minimum, you must have 250 total flight hours, with 100 hours as a pilot-in-command (the 100 hours PIC is a requirement for Canadian CPL, with 20 hours of PIC cross country). You must have 50 hours of cross country flight time as a pilot-in-command. You must also pass an FAA written exam (in Canada, Transport Canada written exam), and pass the Commercial Pilot Oral and Practical Exam. For U.S. requirements, you can get all the details you need from sites such as Phoenix East Aviation Flight School.

Now for the fun stuff. For a single engine plane, you must travel 100 nautical miles, perform 10 takeoffs and 10 landings to a full stop. You also need to complete 3 hours of instrument training and preparation for a practical test. After 10 hours of solo flight, and 150 nautical miles of cross country flying, you’re ready for entry-level work.

 

 

Possible Ratings You Can Obtain

  • Flight Instructor Rating/Certification: Coveted by many pilots – when you obtain this rating, you are allowed to train others how to fly. Not only that, you’re able to do checkrides and performance reviews for students. You can also administer exams.
  • Single-engine: This rating is acquired when you get your private license, and it lets you fly small planes – single-engines to be exact. It’s not much, but it may get you in the door at a regional airline.
  • Multiengine: When you want to work for a major airline, you need a multiengine rating. Most companies also want you to have 800 or more flight hours in a complex aircraft before hiring you, so this is going to take some time.
  • Land: A land rating means that you may take off and land on a conventional runway or landing strip.
  • Sea: A sea rating means you may take off and land from the water – handy if you’re working for an airline or private company that has you flying to remote locations. This is especially useful in the Virgin Islands.
  • Instrument Rating: Your instrument rating is absolutely required before you can fly. The Instrument Flight Rules (IFR) require additional training beyond normal commercial training. Specifically, you have to acquire 50 hours of pilot-in-command (cross country, same requirement in Canada), 15 hours of instrument-based flight instruction, and 40 hours of virtual of actual instrument time (same in Canada).  Finally, you must have at least a 2nd class medical certificate (this is Category 1 in Canada).  This certificate requires a comprehensive exam including ears, nose, throat, equilibrium, an eye exam, neurological examination, cardiovascular exam, and an assessment of your general health.

Thanks to Paul Guerrier for the article. Paul has helped many pilots gain their flying credentials. Now retired he enjoys sharing his experiences through blogging.

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Your first solo!

What went through your mind when your instructor sent you on your first solo?

A few weeks ago we asked our facebook followers what went through their head when their instructor left the plane for the first time, sending them on their first solo. Thanks to all who contributed their reactions and thoughts!

There were a lot of very funny comments.  Though all of the comments were great, inspiring and funny, we could only post a few to share because there were so many.   Enjoy!

“Oh god don’t leave me this plane is evil.” -James Harp

“Went through your mind or your underpants?!!” – Rob Grover

” It got quiet! No instructor jabbering, and the airplane lifted into the air way sooner than expected! LOL” -Anita Huffman

“Bring it on!!!” -Kyle Hynne

“Felt like a king” -Narine Ramanan

“Stark fear, then after OMG, I did it”  -Debi Nicholson Cornyn

“I have no idea what I’m doing” -Cristian Avram

“I radioed the tower and advised them that I was soloing and to ‘Please… no wagering…’ ”  -Dan Whalen

“I was like FINALLY! lol.. finally can do whatever I want” -Art Ek

“You’re not getting out are you?” -David Logan

“Me, myself and I all thought: “OK guys, lets all try real hard not to forget anything.”  -Bill Medley

“What! Are you sure?”  -James G Gallinger

“It was a great feeling..not scary, but excited..I was confident I could solo just fine.” -Dennis Malischewski

“I was shaking so bad I didn’t think I could do it. On my climb out after the take off run, I noticed that my carb heat was still on and I truly thought I was going to die! After that, everything went well. Gotta agree with Wade; when it was all said and done, I felt pretty good about it. (PS, I greased the landing!!)”  -Cary Graves

“I though what everyone said all in about 7 secs ! ended the convo with myself saying,  Here goes everything!!!” -Chad Bailey

“The one thing that I will ALWAYS remember is the visual of that empty seat in the 152 that my instructor left when she jumped out of the airplane in the taxiway before my solo.” -Don Riep

“Umm, where are you going?” -Bryant Galbraith

“It definitely was weird, airplane lifted off runway waayyy sooner, no noisy instructor to talk to. I tried to stay confident, and it worked out!” – Pat. Pfnuer

“Yeehaa -free as a bird! (I screamed downwind) I [had] just turned 21 -(34 years ago)….”  -Marc Brunet

“My thoughts: well, it’s all up to me now”  -Bill Tee

“Is this really happening? I guess it is up to me now! YEHAAAA!” – Chris Dame

“I was 14 and when he got out I asked “where are you going?”!” -Jason Herald

“I remembered that taking off was optional , landing was mandatory! Greatest experience of my life!”   -David Watkins

“I did 3 touch and go’s. Didn’t really hit me until downwind on my first landing when I looked over and realized that I didn’t have the “comfort” of an instructor in the other seat. Wonderful and unforgettable!” -Roger Robertson

“17 years old and I thought ‘IT’s up to me now, God don’t let me bend it up!’ ” – Al Urbanec

“I think I was calm, cool and collected when I keyed the mic. I’m sure the tower thought differently. I still wonder what went through my instructors head when I got instructed to extend my downwind for landing 737… while he was still on the side of the runway!” – Jerome Murrin

“Don’t have a clue what was going thru my mind but I can tell you what my butt cheecks were doing and thinking LOL.”  – Robert Sullivan

“How will I know if I do something wrong?” -Anthony J Ryan

“I said good and stay out!!!!!” -Hunter Allen

“I’m going to die!!” -Michael Ferguson

“Is this guy high??” -Jason Sjostrom

The first solo is a magical, defining moment.

It’s something that you will never forget.  I know I will never forget my first solo, the anxiety and anticipation build, you drive yourself crazy with worry, but before you know it, your instructor jumps out of the plane, not giving you a minute to protest.  Then you line up, take off and land, and prove to yourself that you are fully capable of flying by yourself.  It’s a magical feeling and a milestone in your flying career. Quite the rush!

My reaction? “Ugh no, today’s not good, it’s too windy” .. the wind was light and variable. 🙂

Want to share your experience of your first solo? Feel free to comment below.