The Battle of Britain – from which sprang one of the most memorable statements of the War - “Never in the history of armed conflict of have so many, owed so much, to so few”. Wings Like Eagles recounts one of England’s darkest summers, and brightest moments, from the strategic perspective of the men who planned and managed the battle to its victory.
Air Chief Marshall Dowding was considered cantankerous, out of touch, and uninspiring. Dowding's genius and doggedly persistent sense of duty in the face of considerable political opposition to construct an air force and battle of attrition may have saved Great Britain from being Hitler’s next victim in his conquest of all Europe.
The story is well written, incisive, and enlightening. In the April 13 edition of Forbes magazine, Rich Karlgaard, Publisher, exudes, “It’s a superb book on high-stakes strategy and courage – a must for anyone who leads a business.” After reading Wings Like Eagles, I couldn’t agree more.
Monday, April 20, 2009
Tuesday, April 14, 2009
Much-a-do about Machado
In the May 2009 edition of Flight Training magazine, Rod Machado was asked, “When should a student start a descent for landing while in the airport traffic pattern?” His response was intriguing which, in this context, I would say is incorrect. The information he provided was, in one pilot’s opinion, miss-directed, particularly since it was given to a student.
Mr. Machado said he didn’t side with the Airplane Flying Handbook which advocated that the landing descent within the pattern should start abeam the numbers on down wind. He prefers to wait to start the descent until having turned final in order to preserve altitude and avoid what he rightly referred to as the disparate and potentially dangerous nature in which pilots exit and enter the pattern. In other words, because people don’t conform to the standard, disregard the standard as well and stay high.
However, the FAA’s Aeronautical Information Manual states in 4-3-3 to:
1) Maintain pattern altitude until abeam approach end of the landing runway on downwind leg (implying that you start descent at that point)
AND
2) Complete turn to final at least ¼ mile from the runway.
If one assumes pattern altitude to be 1000 feet above runway elevation, then maintaining that altitude until turning final while intercepting the proper 3 degree glide slope would mean flying the downwind far enough down range that the turn from base to final would be nearly 2/3 of a mile from the runway. That’s more than twice as far out as the minimum recommended by the FAA.
While the FAA doesn’t specify a maximum distance at which to turn base to final, it would be prudent to intercept the proper glide slope close in and ensure that you can always make the runway. In doing so, the pilot would be following the FAA’s recommended procedure.
Alternatively, the pilot could maintain pattern altitude until turning final and do so inside 2/3 of a mile. This method, however, results in:
a) being high on final
b) making a steeper than normal approach, possibly resulting in too much speed during landing,
c) intercepting the glide slope from above as opposed to doing so from below which is the FAA recommended M.O.
In neither instance above does it appear prudent to follow the advice given the student by Mr. Machado. Little good can come of disregarding the FAA’s recommended procedures.
One can argue the merits of the FAA’s recommendations during a philosophical discussion over adult beverages. However, telling a student that you disagree with the FAA and that it’s ok to consider alternative pattern procedures is not sound advice. Doing so in a national publication may be even less judicious. Then again, Mr. Machado is an aviation comedian. Maybe he was just being funny?
Mr. Machado said he didn’t side with the Airplane Flying Handbook which advocated that the landing descent within the pattern should start abeam the numbers on down wind. He prefers to wait to start the descent until having turned final in order to preserve altitude and avoid what he rightly referred to as the disparate and potentially dangerous nature in which pilots exit and enter the pattern. In other words, because people don’t conform to the standard, disregard the standard as well and stay high.
However, the FAA’s Aeronautical Information Manual states in 4-3-3 to:
1) Maintain pattern altitude until abeam approach end of the landing runway on downwind leg (implying that you start descent at that point)
AND
2) Complete turn to final at least ¼ mile from the runway.
If one assumes pattern altitude to be 1000 feet above runway elevation, then maintaining that altitude until turning final while intercepting the proper 3 degree glide slope would mean flying the downwind far enough down range that the turn from base to final would be nearly 2/3 of a mile from the runway. That’s more than twice as far out as the minimum recommended by the FAA.
While the FAA doesn’t specify a maximum distance at which to turn base to final, it would be prudent to intercept the proper glide slope close in and ensure that you can always make the runway. In doing so, the pilot would be following the FAA’s recommended procedure.
Alternatively, the pilot could maintain pattern altitude until turning final and do so inside 2/3 of a mile. This method, however, results in:
a) being high on final
b) making a steeper than normal approach, possibly resulting in too much speed during landing,
c) intercepting the glide slope from above as opposed to doing so from below which is the FAA recommended M.O.
In neither instance above does it appear prudent to follow the advice given the student by Mr. Machado. Little good can come of disregarding the FAA’s recommended procedures.
One can argue the merits of the FAA’s recommendations during a philosophical discussion over adult beverages. However, telling a student that you disagree with the FAA and that it’s ok to consider alternative pattern procedures is not sound advice. Doing so in a national publication may be even less judicious. Then again, Mr. Machado is an aviation comedian. Maybe he was just being funny?
Sunday, April 12, 2009
1-Flight Review
Nothing extraordinary... but hopefully not ordinary either. This blog is simply one pilot's commentary on anything aviation which he encounters. If it's in the aviation / aerospace arena, it's worth talking about. Aviation training, business concerns, weather and, I suppose, even zeppelins, may be topics along with everything in between. Publications, articles, books, policy, education, events, organzations and more - as long as they relate to aviation - are fair game.
And just who IS the owner of the three brain cells roaming about the blogosphere commenting on the grand topic of aviation under the guise of 1 Flight Review? It's neither a high time airline pilot nor designated flight examiner.
The soul blathering on here is fortunate enought to hold a CFII, but isn't a practicing flight instructor at this time. He's worked for Jeppesen as a technical writer helping develop many of the training products in the Guided Flight Discovery series including the Instrument / Commercial Manual, Private Pilot Maneuvers CBT, and multiple training videos and CFI renewal modules. Heck, the folks at Jeppesen even let this piker manage their FlitePro flight training software for a time being. That was back in the day.
Before that he taught aviation courses and was a coach for the university flight team at the University of Nebraska-Omaha while picking up a graduate degree in public administration with an emphasis on aviation administration. Since then, he landed "off airport" so to speak, pranging himself into the high tech industry and adding an MBA to further addel his brain.
That soul would be yours truly.... If you find this blog, thanks for the read. And if you'd like to add comments, information, or resources related to the aviation world which others may find interesting, helpful, or entertaining, feel free to let me know.
Cheers!
Jon
And just who IS the owner of the three brain cells roaming about the blogosphere commenting on the grand topic of aviation under the guise of 1 Flight Review? It's neither a high time airline pilot nor designated flight examiner.
The soul blathering on here is fortunate enought to hold a CFII, but isn't a practicing flight instructor at this time. He's worked for Jeppesen as a technical writer helping develop many of the training products in the Guided Flight Discovery series including the Instrument / Commercial Manual, Private Pilot Maneuvers CBT, and multiple training videos and CFI renewal modules. Heck, the folks at Jeppesen even let this piker manage their FlitePro flight training software for a time being. That was back in the day.
Before that he taught aviation courses and was a coach for the university flight team at the University of Nebraska-Omaha while picking up a graduate degree in public administration with an emphasis on aviation administration. Since then, he landed "off airport" so to speak, pranging himself into the high tech industry and adding an MBA to further addel his brain.
That soul would be yours truly.... If you find this blog, thanks for the read. And if you'd like to add comments, information, or resources related to the aviation world which others may find interesting, helpful, or entertaining, feel free to let me know.
Cheers!
Jon
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