When compared against the opposite extreme—summer—flying in winter has a lot to recommend it. Because the air is cooler and therefore denser, aircraft performance is better. For the same reason—cooler air—flying in winter can be more comfortable than in the summer, thanks to the lack of air conditioning aboard the overwhelming majority of personal aircraft. And thunderstorms, typically the most dangerous weather of summer months, are rare—but not nonexistent—in winter. Of course, any kind of extreme can be a bad thing, or at least something demanding our attention. Winter flying is no different. In fact, cold weather brings its own concerns and considerations to the task of safely getting in the air and back on the ground. For example, winter fronts and weather systems often feature low ceilings spread over a much broader area than we’d typically encounter other times of the year. Thanks to the colder temperatures, a lot more of the associated precipitation will be of the solid, frozen variety, either as it alights on something solid or shortly thereafter. When that something is an airborne aircraft, what happens next may not be fully within your control. But first you have to unlimber the airplane and get it airborne. Engine Preheating Strategies The main thing we want to accomplish when preheating an engine in winter is to warm its oil. Warm oil is thinner, flows better and can more easily get where it’s needed, the narrow spaces between precision-fit engine components, like bearings and crankshafts. Blowing some hot air on the cylinders from a torpedo heater for 10 minutes on a windy ramp isn’t going to get this done. Some options: Warm Hangar This is the gold standard, since it brings the entire aircraft up to a warmer, consistent temperature. Unfortunately, it’s also the most expensive and rare of the preheating options we typically have, especially as a transient. That said, even an unheated hangar brings dividends, since the aircraft is out of the wind and warm air directed at engine compartments isn’t swept away by the wind. Installed Heating Elements The next best thing is installing electric heating elements on the engine. Typically, these systems include bands around each cylinder base and a pad glued to the oil pan. Plug it into a wall socket with an extension cord and the engine gets warm. What could be simpler? It does take some time, though, with an overnight often recommended. If the aircraft is outside, a long extension cord may be needed, and you would do well to install cowling plugs or even a blanket like the cute one here to keep the warm air where you need it. Forced Air The aforementioned torpedo heater or some other device to move hot air into the cowling has drawbacks. For one, it can create hot spots in the engine compartment, which might not play well with non-metallic components. Distributing the hot air where it’s needed most can be a problem, too, especially since the oil pan may not be easily accessible. A propane-fueled heater doesn’t strike us as a device we’d want to leave running for a few hours in an unattended hangar, so electric ones seem like a smarter option. A system like the arrangement pictured here can seem cumbersome, especially to transport. If All Else Fails… If none of these options are realistic, you can always revert to what some bush pilots have been known to do: Drain the oil and keep it warm overnight, then put it back in the engine before starting. It’s inexpensive, but messy. PREHEATING Any discussion of winter flying worth its ink or pixels includes admonishment about preheating the engine and perhaps the entire airplane. This one is no different. How we go about it and precisely when we should be preheating are different matters, however. Ideally, we’d have the luxury of a heated hangar and can pull the airplane out and go flying on a moment’s notice. The real world we inhabit rarely works that well, sadly. We preheat piston engines and their airframes to help minimize wear as the various moving parts start up and warm to their operating temperatures. The main thing we want is to warm the engine oil so it will flow better in cold temperatures. A multi-viscosity oil can be ideal in winter because it behaves more like a lightweight oil when cold yet lubricates like it’s heaver when warm. On those occasions when the destination is considerably warmer than the departure point, we don’t have to change to a lighter oil. In the meantime, the various alloys in our engines have different rates of expansion and contraction. As they warm up, especially with cold oil trying to flow throughout the engine, it’s more likely unlubricated metal-to-metal contact will occur, increasing wear, something that can get expensive and might not bite us until taking off on a hot summer day a few years later. Preheating the engine is a seasonal thing, of course, and one question that always pops up involves when to preheat. In other words, how cold does it have to get before preheating is “required”? As with so many aviation topics, it depends. Both Continental and Lycoming have published recommendations for the temperatures at which preheating should be considered. For example, Continental’s service information letter SIL 03-1, “Cold Weather Operation – Engine Preheating,” states, “Preheating is required whenever the engine has been exposed to temperatures at or below 20° Fahrenheit / -7 degrees Centigrade (wind chill factor) for a period of two hours or more.” The same document includes recommended procedures for when temperatures are between 20 and 40 degrees F, plus how to use forced-air and engine-mounted heating systems. Lycoming has this to say about the temperatures at which preheat should be applied: “For most Lycoming models, preheat should be applied anytime temperatures are at 10˚ F or lower. The exception to this rule is the 76 series models that include the O-320-H, and the O/LO-360-E. These engines should be preheated when temperatures are below 20˚ F.” Unlike Continental, which recommends procedures for different heating systems, Lycoming adds, “There are specific guidelines in Lycoming service instructions which establish when preheat should be used, but how much, or the method of preheat is generally left to the good judgment of the pilot or maintenance person doing the preheating.” Our personal preference is to preheat when ambient temperature is below 40 degrees F. The sidebar on the previous page has additional details and some strategies to consider when preheating an engine. PLANNING AND INSPECTION Your preflight planning also should be different in winter months when compared to the summer. For one, you should be less interested in widespread convective activity and more interested in widespread low ceilings and/or visibility. You may still find thunderstorms or “thundersnows” in the forecast, but they’ll be associated with frontal activity and relatively easy to detect and avoid. Winds may also be stronger in the winter. What do these phenomena have in common? All of them, individually and especially together, should force us to take a close look at fuel requirements and surface conditions. You’ll want options, both for fuel stops when headwinds prevail and for alternative plans when we need to go somewhere else. That means spending some extra time looking at your planned route and where you can go in a pinch. A key thing to consider when comparing summer versus winter flight planning is runway condition. For example, Class C Regional is more likely to have snow-removal equipment—and to have used it recently—than nearby Nontowered County, all else being equal. And inclement weather can play havoc with fuel deliveries to your destination or any divert facilities along the way. Calling ahead can save lots of time, energy and frustration. You also want to think about terrain as part of your planning. Wind blowing over a large body of water typically can be a snow factory, so if you’re planning on being downwind of that big lake, think about the possibility of getting snowed in and the impact on your schedule. Think also about your options in winter over, say, Lake Michigan. You may accept the 10 or so minutes you’ll be out of gliding distance from land if the engine quits in July, but what about February? A flotation device alone won’t help much. Finally, your preflight inspection won’t be much different than in the summer. There are two things you’ll want to keep in mind, however. One of them is pitot heat, something you should pay more attention to checking in winter than in summer. Another item is that there must be absolutely no snow, ice, frost or other contamination on the airplane before takeoff. While you may enjoy better performance in winter because of the colder, denser air, a shorter ground roll won’t matter if the airfoil can’t produce lift. IN-FLIGHT ICING Which brings us to in-flight icing.  The vast majority of the airplanes we fly aren’t approved for flight in known icing (FIKI) conditions and have no real anti- or deice capabilities. It’s rare for a piston single to be FIKI-equipped, but more common for a piston twin. Turboprops and jets are a different question, of course, and likely have a different decision tree to determine if taking on icing is legal. But it shouldn’t matter, since no airplane is certified to sit in airborne icing conditions for an unlimited period. We would suggest the typical piston single has no business remaining in known icing conditions, regardless of its certification. It simply doesn’t have the power—whether electricity devoted to running TKS pumps or thrust to overcome the additional weight of accumulated ice—to dally once the stuff is identified. We’d also suggest your planning should have informed you of where the ice is—in both the horizontal and vertical dimensions—and where you can go or stay to ensure you’re out of it. While we’re at it, you’ve reviewed the documentation for the de- and anti-icing system aboard your airplane, and know how to service it and test it on the ground, plus use it and troubleshoot it in the air if the need arises, right? For example, you know that activating deicing boots early and often is recommended, right? PERSONAL EQUIPMENT Air conditioning is perhaps the most common creature comfort we give up when flying the typical personal airplane. Ironically, heat can be the other. Cabin heating depends on creating and routing warm air, and everything about flying in cold weather makes that difficult. Poor door and window seals, inadequate ducting and lack of insulation all conspire to rob heat generated by our (mostly) air-cooled engines. And that presumes our twin’s combustion heater works. It also presumes the heat system itself isn’t trying to do us in by routing carbon monoxide into the cabin. A good CO detector should be part of your equipment in cold weather. Many of us carry some kind of survival or signaling gear in the event “something happens.” That gear always should be optimized for the season and terrain, though carrying sleeping bags and a tent might be extreme (and unsettle your passengers). Still, loading some warm blankets for the back of your Bonanza is a good idea, along with battery-powered hand or foot warmers in extreme situations. You might be positively toasty up front where the sun and heater vents are, but back-seat passengers may not be sharing the warmth. The cabins we fly in often are relatively tight-fitting when all the seats are filled, and especially when everyone’s wearing heavy clothing. Layering is always recommended, especially if you happen to be flying from warm to cold areas, or vice versa. Mainly, however, if you have to evacuate the airplane on the ground for whatever reason, it’s likely you’ll get out of it only with what you’re wearing. While you might enjoy a shortsleeve environment at altitude, you could need a parka on the ground. Plan accordingly. TIMING IS EVERYTHING Our final tip involves the relative lack of daylight in winter months when compared to summertime. You may be accustomed to leaving work, flying to Grandma’s house and having an hour or two of sunlight left in the summer, but you’ll typically have to leave earlier in the day for that to happen in winter. So, at a minimum, you’ll need to be night-current if you plan to carry passengers (and it’s not a bad idea even if you’re solo).  At the same time—see what we did there?—night flying increases our risk of controlled flight into terrain (CFIT) and the likelihood of falling victim to darkness-related optical illusions. If you haven’t flown at night in a few months, review some of the resources available, like the Pilot’s Handbook of Aeronautical Knowledge, and/or get some landings under your belt. Finally, the lack of daylight can affect various services you might expect. For example, the FBO at Smalltown Municipal might be open until 9:00 pm in the summer, but close at 6:00 in winter, possibly eliminating fuel availability. It’s also unlikely a runway-closure Notam would be issued at that same airport until late morning if an overnight storm dumped enough snow to be a factor. Of course, the snowplow driver may not be able to get to the airport until someone else plows them out. Flying in cold weather isn’t fundamentally more or less risky than at other times of the year. It is different, though, and we can be sluggish to revise our tactical thinking, especially when flying long distances. This post has been published by Aviation Safety Magazine Winter Flying Tips - Aviation Safety

Taken from CCAA newsletter: We all want to enjoy a safe and pleasant flight, and a few extra minutes of calm and dedicated planning before the flight becomes an excellent place to start your enjoyment of the blue sky and that familiar feeling that inevitably overwhelms us every time after safely arriving at the place where a new story begins or a safe return to the people we love and the place I call home. A proactive and responsible approach of the aircraft commander in flight planning and preparation is a necessary prerequisite for a safe flight. By planning activities for each phase of the flight, by anticipating possible situations, you establish decision points that enable you as the aircraft commander to always be a few steps ahead of the event and maintain complete control over the flight situations. This approach to flight planning and preparation provides us with the advantages of prior insight into each phase of the flight and ensures an adequate level of preparedness and the ability to respond to changed circumstances by making the right decisions. On this occasion, the Croatian Civil Aviation Agency has prepared several useful links to materials that can help you prepare, plan and make decisions for a safe flight. In this material from the Croatian Civil Aviation Agency, you can find the most important elements of good preparation and a short reminder of those preparation activities that will make your flight safe and pleasant. (Video on Croatian language) Pripremite se za letenje The EASA Aviators Club has produced useful information cards to help the pilot-in-command consider the key procedures to be carried out at various stages of flight in order to conduct a safe flight. In addition, this material includes an evaluation checklist of the most important elements of each phase of flight that allow the pilot-in-command to evaluate his own performance after the flight. An objective assessment of the performance enables the aircraft commander to identify those elements of the flight performance that were not satisfactory and for the preparation and performance of which additional attention should be paid on the next flight in order to eliminate their causes to prevent repetition and further increase safety. What is ADM (Aeronautical Decision Making)? A common link in many general aviation accidents is the inability of pilots to make sound decisions. The reason for this may be the neglect of known risks, the willingness to be exposed to conditions that exceed the pilot's abilities, or the lack of information that is necessary for making a correct flight decision (for example, insufficient information on METEO conditions). ADM provides a systematic approach to the mental processes used by pilots to determine, according to the circumstances in which they find themselves, the best course of action based on the latest available information. In this sense, ADM represents a continuous process that starts before the flight, lasts during the flight and ends with the assessment after the flight, where these are also the three basic categories of ADM. Such a continuous approach especially recognizes the fact that effective risk management is a repetitive and continuous improvement process that requires patience, experience gathering and willingness to learn from own examples and flight performance. Watch an interesting lecture on the topic of decision-making (ADM - Aeronautical Decision Making) held by EASA. GA Season Opener Day 4 - Part 1 - Planning and Decision Making

Safety radionica - 5.6.2024. održana je druga po redu radionica za pilote koji izvode uvodne letove i cost-sharing letove. Na radionici su predstavljene i prodiskutirane sljedeće teme: Mass & Balance -          Argumentirana važnost pravilnog izračuna mase i ravnoteže zrakoplova -          Prikazani primjeri pravilnog izračuna mase i ravnoteže zrakoplova -          Negativne posljedice prekomjerne mase -          Efekti prekomjerne prednje centraže -          Efekti prekomjerne stražnje centraže Performase: -          Pokazan primjer nesreće uzrokovane krivim izračunom performasi zrakoplova. Link na video: https://www.youtube.com/watch?v=OVM3RRd1vf0 -          Primjer izračuna udaljenosti za polijetanje -          Primjer izračuna za penjanje Na temu regulative: Regulativu non-commercial letova možete pregledati u dokumentu 965/2012 na sljedećem linku: Easy Access Rules for Air Operations (Regulation (EU) No 965/2012) - Revision 21, September 2023 — Available in pdf, online & XML format | EASA (europa.eu) Potrebne dokumente zrakoplova vidljivi su pod NCO.GEN.135 na sljedećem linku: Acceptable Means of Compliance (AMC) and Guidance Material (GM)to Part-NCO (europa.eu) Air Safety Order (naredba o zrakoplovnoj sigurnosti) za letove privatnih osoba koje dijele trošak leta. Prezentirane izmjene navedene naredbe i pojašnjene stavki naredbe. Istaknuta važnost planiranja dovoljne količine goriva. - Napomenuto je u izračun uzeti ne samo potrebno gorivo za let već i dovoljno veliku rezervu za ne predviđene situacije. Istaknuta važnost podsjetnika o odgovornosti zapovjednika zrakoplova Informacije o tome se nalaze na na dokumentu 965/2012 pod NCO.GEN.105 Easy Access Rules for Air Operations (Regulation (EU) No 965/2012) - Revision 21, September 2023 — Available in pdf, online & XML format | EASA (europa.eu) Na temu briefinga putnika istaknute su važnosti sljedećih točaka: -Odrađene vježbe brifinga putnika za let -Opis leta, opis zrakoplova, raspored sjedenja, prinudni postupci -Redoslijed izlaska u slučaju nevolje Priprema leta Prodiskutirana je važnost pravilnog i pažljivog planiranja i pripreme leta. U nastavku su isječci najbitnijih stavaka NCO dokumenta. Predloženo je da svakih mjesec, dva radi unaprijeđenja sigurnosti pilot prelista i podsjeti se svih relevantih članaka NCO dokumenta. . . . . FLY SAFE!

U studenom 2023 godine, održana je prva safety radionica u organizaciji CCAA. Radionica je obuhvatila regulativu flight-sharing letova, temu ditchinga, izvješćivanja i briefing putnika. Na temu regulative: Regulativu non-commercial letova možete pregledati u dokumentu 965/2012 na sljedećem linku: Easy Access Rules for Air Operations (Regulation (EU) No 965/2012) - Revision 21, September 2023 — Available in pdf, online & XML format | EASA (e(https://www.easa.europa.eu/en/document-library/easy-access-rules/easy-access-rules-air-operations-regulation-eu-no-9652012)uropa.eu)(http://europa.eu)(https://www.easa.europa.eu/en/document-library/easy-access-rules/easy-access-rules-air-operations-regulation-eu-no-9652012) Potrebne dokumente zrakoplova vidljivi su pod NCO.GEN.135 na sljedećem linku: Acceptable Means of Compliance (AMC) and Guidance Material (GM)to Part-NCO (e(https://www.easa.europa.eu/sites/default/files/dfu/03%20Part-NCO%20%28AMC-GM%29-Initial%20version-Supplementary%20document%20to%20ED%20Decision%202013-022-R.pdf)uropa.eu)(http://europa.eu) (https://www.easa.europa.eu/sites/default/files/dfu/03%20Part-NCO%20%28AMC-GM%29-Initial%20version-Supplementary%20document%20to%20ED%20Decision%202013-022-R.pdf) Na temu ditchinga, istaknute su važnosti sljedećih točaka: - Pravilno planiranje letačke rute. Izbjegavanje područja gdje je zrakoplov van doleta do tla. - Posjedovanje ispravnih prsluka na napuhavanje. - Posjedovanje multifukcionalnog noža, sa kojim bi pilot imao mogućnost rezanja sigurnosnih pojaseva, probušivanja pre rano napuhanog prsluka i slično. - Odbravljivanje i otvaranje vrata prije samog dodira s vodom. Na temu briefinga putnika istaknute su važnosti sljedećih točaka: -Obavještavanje putnika o razini sigurnosti nekomercijalnih letova -Raspored sjedenja -Redoslijed izlaska u slučaju nevolje Checklista za briefing putnika je dostupna ovdje: Na temu izvješćivanja i presretanja: Pogledati prezentaciju i dokument u prilogu.

Hrvatska agencija za civilno zrakoplovstvo je izdala ASO 2023-002 za letove privatnih osoba koje djele trošak leta. Svaki pilot mora biti upoznat i u skladu s ovom naredbom. Cijeli ASO možete pogledati na sljedećem linku: https://www.ccaa.hr/file/2106439392564f1ae947160a935bb26db6f1

A Cessna 340, apparently making a low-altitude, high-speed pass over the runway at Watsonville, Calif., catches up to and collides with a Cessna 152 on final approach, killing four. A Piper Meridian overshoots the turn to final for Runway 30L at North Las Vegas and flies into a Cessna 172 on final for 30R, also killing four people. A Boeing Stearman lands on top of another Stearman during a passenger-hopping event at a grass field in Virginia, putting the pilots and passengers of both airplanes at risk. Perhaps it’s the seemingly uncontrolled nature of mid-air collisions, both before and after colliding, that makes them one of the greatest fears among pilots. Most discussions of collision avoidance center on the rules for flying a visual traffic pattern. Knowing and following the rules is vital. But these recent accidents and many more like them demonstrate it’s not enough to review the regulations and best practices, then admonish pilots who deviate from the rules either by accident, by unintentional error or by wanton violation. It’s up to us all to raise our defensive shields with techniques not only to see and avoid compliant pilots, but also to expect and deconflict from those who aren’t doing what they’re supposed to do, intentionally or not. Where And When Do Traffic-Pattern Collisions Occur? As one might imagine, the 2021 update of the FAA’s Airplane Flying Handbook, FAA-H-8083-3C, has guidance on avoiding mid-air collisions. From the AFH, here are some facts about mid-air collisions: Fifty-six percent occur in the afternoon—32 percent in the morning. Two percent at night, dusk, or dawn. Most mid-airs are between two aircraft going in the same direction in good visibility. Pilots in mid-air collisions typically are not on a flight plan. Nearly all occur at or near non-towered airports below 1000 feet and involve pilots of all experience levels. KNOW THE THREAT I was in the right seat of a Beech Bonanza, instructing its experienced owner. We were making multiple full-stop landings at a non-towered airport, practicing various landing and takeoff techniques, clearing the runway after each touchdown to taxi back and quickly debrief the landing. Then we ran checklists and briefed the next takeoff. On one circuit, we had just lifted off when the crew of a corporate jet radioed on the CTAF they were taxiing out for departure on the single runway. As my student turned onto downwind, I pointed out the large jet turning from the ramp to begin its taxi to the runway. Knowing that the typical jet crew departing a non-towered airport will be on ATC’s clearance delivery frequency, and that the crew may or may not be monitoring CTAF during this time—and may not even check it again before taking off—I reminded my student they might not hear our traffic calls and know we were in the pattern. We reached a point abeam our touchdown zone and the pilot extended the landing gear. The jet was almost to the end of the taxiway. We turned base and then final, making the appropriate radio calls, as the jet turned 90 degrees and silently approached the hold short line. “He may not stop. Be ready to go around,” I advised my student. Sure enough, the jet continued onto the runway without stopping, and then began its takeoff roll. “Go around,” I commanded, but my student had already decided so himself. “Offset to the right of the runway,” I instructed, and the pilot complied. Had we continued the go-around over the runway as is usually taught and done, the jet would have just about reached our altitude as we both climbed out. (See the sidebar, “The Lost Sidestep Maneuver,” on page 6.) Another training flight, this time in a Baron. We were making takeoffs and landings at a quiet tower-controlled airport. This was when flying traditional dive-and-drive approaches was still in vogue. A Cessna Citation training flight was straight-in on a non-precision approach to Runway 4. We were making left traffic for Runway 31. Just after we lifted off, I heard the Citation report inbound at the final approach fix. I knew that to be about six miles from the airport. As we turned downwind, I advised my Baron student that the jet should fly beneath us on our downwind; the minimum descent altitude (MDA) for the jet’s approach was about 500 feet below pattern height and the missed approach point was near the center of the airport. The tower called the jet as traffic and stated the same about it flying beneath us. I called the Citation trainer in sight, ahead and over our right engine cowling. But the jet crew made what was a common error in the days of dive-and-drive approaches: Instead of leveling off at MDA and flying level until reaching the missed approach point, the pilots began flying the miss as soon as they reached MDA. Suddenly the bizjet that was going to slide beneath us began climbing straight toward us. I rapidly took the controls and made a hard right, climbing turn to get out of the Citation’s flight path. The jet crew never altered its climbout. The tower controller was only slightly happier than my student and I, and knowing the Citation was on an instructional flight, he radioed the instructor and gave him a phone number to call. AFH-Recommended Traffic Pattern Procedures Tune and verify radio frequencies before entering the airport traffic area. Monitor the published common traffic advisory frequency (CTAF). Report position 10 miles out and listen for reports from other inbound traffic. Also report when entering downwind, turning to base and base-to-final. It’s not in the AFH, but we also make a report at five miles out. Descend to traffic pattern altitude before entering the pattern. Maintain a constant visual scan for other aircraft. Remember—there may be dissimilar aircraft in the pattern without radios. Use exterior lights to improve the chances of being seen. GETTING DEFENSIVE My students and I avoided collisions in both those events because I was watching closely to see if the other airplanes were doing what they were supposed to do. I anticipated they might do otherwise and directed (or took) action immediately when I realized they were not. When the other guy (or gal) violates the rules and good operating practices of traffic patterns, success rides on your ability to see them even before they deviate so you can detect a collision threat right away. What are some strategies you might use to raise your defensive shields and avoid mid-air collisions? See the big picture. “Back in the day” before moving maps, pilots (especially instrument-rated pilots) needed to be able to develop a three-dimensional mental picture of where the airplane was in space and their relationship to other airplanes in the area. Seeing how you fit into the larger scheme was a skill that took time and practice. You tracked your location with navigation beams and, if you could see it, the ground; you envisioned other airplanes by listening to their reports on the frequency and an occasional traffic callout from a controller. I applaud the modern combination of GPS, moving maps and ADS-B (knowing not all airplanes are ADS-B or even transponder equipped). But even with all this capability, it takes work to turn the two-dimensional panel pictures into a three- or even four-dimensional (where things will be over time) mental image of the airspace and your place in it. If you make the effort to hone this skill, in visual conditions as well as IMC, you stand a better chance of anticipating what other pilots might do besides they are expected to do. IN THE PATTERN In the VFR traffic pattern, we tend to focus our attention on the runway, since it’s our intended target, and almost everything we do in the pattern is done in relationship to it. But until we’re almost on the ground ourselves, the runway is not the mid-air collision threat. On downwind, look at your position relative to the runway, but force yourself to look out over the runway, on the final approach course and ahead of yourself in the pattern as well. While making the turn from downwind to base, when it’s natural to look at the end of the runway to judge your turn, consciously check the rest of the pattern as well, especially the straight-in final. Pilots who fly with me know I check and say this aloud: “The final approach course is clear, the backwards base is clear, the runway is clear…I’m clear to land.” By “backwards base” I mean looking for the non-compliant pilot who is flying right traffic at an airport where left traffic is prescribed, or vice versa. At tower-controlled airports, you may have aircraft on left base and right base at the same time, if the spacing is right. Be in the habit to check in any event. Once on final, double-check that the runway is clear, but also scan the taxiways and ramps for other aircraft on the move or at the hold line, and everywhere for helicopters that may be in hover taxi or ready to depart. Only once you enter your flare can you devote most of your attention straight ahead to the airspace over the runway. The Lost Sidestep Maneuver If you go around to avoid a traffic conflict, flying straight along the runway may not be your best option. Although we don’t teach it much anymore, the old-school go-around procedure included a side-step maneuver in lieu of climbing out straight ahead. This allows the pilot to see what’s on or climbing away from the runway while executing the go-around. It’s also a handy technique if you discover you’re too close behind another airplane on final approach and need to go around without closing on that aircraft more. The side-step go-around is not mentioned in the current Airplane Flying Handbook, which is the model for most flight training syllabi. The FAA airman certification standards, however, include evaluation of this required Skill in order to pass the private pilot practical test. Maintain airspeed, angle of attack and rudder control at the beginning of a go-around while at the same time offsetting slightly to the non-pattern side of the runway (left side for right traffic, right side for left) to avoid climbing into other aircraft on downwind. While deconflicting with another aircraft over the runway can be a tricky maneuver, it’s one you should occasionally practice, since you might be called upon to demonstrate it in real life. READY FOR TAKEOFF When you’re ready for takeoff and before you taxi onto the runway, make another deliberate look for other airplanes. I look and say aloud, “The final approach is clear, the base leg is clear, I’m clear to take off.” I make this check even at a tower-controlled airport…most aircraft collisions at or near airports happen at non-towered airports, but not all of them. When I first learned to fly, it was normal to make a tight, 360-degree turn on the taxiway or on the run-up pad to scan for traffic all around before venturing onto the runway (It still is! — Ed.). This helps you catch the pilot in the non-standard pattern, too. I did this pivot religiously when I flew a no-radio Cessna 120. I taught students to do this as a young instructor. Perhaps I should start doing it again. Here’s another peeve: Do not taxi into position and hold/line up and wait at non-towered airports. That leaves you stationary—and harder to see—with your back to any traffic. If you’ll have any delay, hold short of the runway until you’re ready to go. If you taxi out and then find something that will cause a delay, taxi clear and deal with it. The FAA provides no guidance on this at non-towered airports, but it seems like good practice to avoid making yourself a target. Patterns of Behavior Despite the internet chatter, there’s nothing specifically prohibiting entering a traffic pattern on a base leg, or even making a visual straight-in approach. Even crossing midfield and flying an upwind overhead “break” are described in FAA manuals. The only prohibition is that turns in the traffic pattern of an airport in Class G airspace, once entered, must conform with the established left- or right-hand pattern per FAR 91.126. Even then, as discussed in this article’s main text, you need to watch out for non-compliant pilots. One shield against collision is the right-of-way rule in FAR 91.113. But preliminary information about the Cessna 340/Cessna 152 collision at Watsonville suggests the 152 pilot reported the fast-moving twin in sight high and three or more miles out on a straight-in approach, then turned inside that airplane. The lower Cessna single had the right of way under 91.113. But the 152 still turned in front of a much faster airplane, putting it in the pilot’s blind spot and contributing to the collision. PATTERN STRATEGIES More strategies for protecting yourself against pattern-compliant and non-compliant pilots: See And Be Seen: Turn on all your lights and strobes when in the vicinity of an airport. Flashing lights in particular attract attention. Lights may not all be visible on a bright day, but get in the habit and you won’t forget on a cloudy day when it might make a difference. Hear And Be Heard: Make and listen for standard callouts near airports and in the pattern. Be precise with your location and concise with the information you provide. Don’t tie up the frequency with rambling radio calls, either—make sure everyone listening can understand where you are and what you’re doing. If you’ve not arranged a rental car or passenger pickup before takeoff, it can wait until after you land. Leave the CTAF for its primary use: traffic reporting and awareness. Remember also that at non-towered airports (and in some cases, tower-controlled airports) there may be some aircraft operating perfectly legally without a radio. And it’s far from “unheard” of for a pilot to have dialed in the wrong frequency and inadvertently removed him/herself from radio participation. So although you should actively listen as well as broadcast, don’t assume that not hearing someone on the radio means no other aircraft are nearby. Keep a sharp eye outside. Do What’s Expected: You naturally look for other airplanes where you’d expect to see them in the traffic pattern. Defend yourself by doing what others expect you to do. Fly the normal pattern at the speeds normal for your airplane, making the normal radio calls. Even if Ghost Rider is blasting through a pattern that’s full, he/she is probably looking for other airplanes where they’re expected to be. Protect yourself by being there. Don’t Argue On The Radio: Regulations and standard pattern practices define who has the right-of-way in the airport traffic pattern. Don’t argue the point on the radio if you see a conflict. It’s not a contest—but even if it was, you have to survive to win. We’d like to think everyone will follow the rules for airport traffic patterns. Most training, articles and discussion about mid-air collisions focus on the rules, assuming that everyone will comply when presented with a critical review. Unfortunately, there are “unreachable” pilots out there who won’t get the message or will disregard it if they do. Many others may create a conflict inadvertently. Sometimes it’s valuable to assume not everyone will follow the rules. When that happens, it’s important to protect yourself and your passengers. *This post is taken from: Aviation Safety Magazine https://www.aviationsafetymagazine.com/risk_management/mid-air-strategies/?MailingID=225&sc=WU20230223-Sub&st=email&utm_source=sendinblue&utm_campaign=SafeSkyScoop_EN_March%2023&utm_medium=email

[ENG] Feel free to give your ideas about potential hazards along the pre-planned flight routes you have flown. Suggestions about possible alternative landing options along the route or the minimum route segment altitudes are welcome. This discussion is intended to improve safety on frequently flown routes. Write your thoughts in the comment section of this post. [HR] Slobodno dajte svoje ideje o potencijalnim opasnostima duž unaprijed planiranih ruta letova kojima ste letjeli. Prijedlozi o mogućim alternativnim mogućnostima slijetanja duž rute ili minimalne visine segmenta rute su dobrodošli. Ova je rasprava namijenjena poboljšanju sigurnosti na čestim letovima. Pišite svoja mišljenja u sekciji komentara ove objave

Posted by medium.com With summer in full swing, and as general aviation activity is on the rise in many areas of the country, now is the perfect time for pilots to brush up on their flying skills — particularly if it’s been some time since your last flight. You’ll also want to be prepared for some of the unique challenges present with summer flying. To help, here’s a list of 10 things to keep in mind before your next flight. 1. Loss of Control (LOC) LOC continues to be the top contributor to general aviation (GA) fatal accidents. An LOC accident involves an unintended departure of an aircraft from controlled flight. Contributing factors may include: poor judgment/aeronautical decision making, failure to recognize an aerodynamic stall or spin and execute corrective action, intentional regulatory non-compliance, low pilot time in aircraft make and model, lack of piloting ability, failure to maintain airspeed, failure to follow procedure, pilot inexperience and proficiency, or the use of over-the-counter drugs, as well as alcohol, that impact pilot performance. 2. Thunderstorms A staple of summer weather, thunderstorms are a powerful force of nature that pilots must thoroughly understand and aim to avoid. They can pop up as single cell storms, develop in clusters with numerous cells, or organize into a squall line on or ahead of a cold front. There’s also the supercell storm that can have severe microbursts, large hail, and significant tornado activity. If you are using weather radar, be aware of latency issues that may exist. NTSB’s Safety Alert 17 and 11 cover NEXRAD latency issues and thunderstorm encounters respectively. Finally, rehearse your plan of action in the event you do find yourself in a thunderstorm. 3. Weather Know-how Thunderstorms aren’t the only summertime weather phenomena to be aware of. For example, do you know what weather conditions are associated with low-level wind shear? Wind shear can be attributed to passing frontal systems, temperature inversions with strong upper level winds (greater than 25 knots), and thunderstorms. Are you familiar with how sky conditions can change with an approaching front? When flying towards an approaching warm front, pilots may go from higher cirrus and cirrostratus clouds, to alto- and eventually nimbostratus clouds. It also pays to be aware of micrometeorological conditions of your home airport or where you plan to operate. This might mean understanding how airport buildings or structures could impact the wind close to the ground or during taxi, or how warm rising air over a sunbaked parking lot could impact your approach. Be aware that your approach could be affected by warm, rising air over a parking lot, or cool, sinking air over a body of water. 4. Density Altitude Simply put, density altitude is pressure altitude corrected for non-standard temperature. In other words, an increase in temperature at a par­ticular atmospheric pressure causes the density of air at that pressure to appear as though it resides at a higher physical altitude. When density altitude is high, the air is less dense. As a result, an aircraft will perform as if it is flying at a higher altitude, which results in degraded climb performance and acceleration. Density altitude is an insidious danger that must be accounted for when performing takeoff calculations. Some mitigation strategies include flying when the temperatures are cooler and/or limiting passengers and cargo to reduce your aircraft’s weight. 5. Currency- Am I Legal? This is a good time to review what makes you current to carry passengers for a VFR flight. For day flights, you must have 3 takeoffs and 3 landings in the last 90 days in the same category and class aircraft. If it’s a taildragger, those landings must be to a full stop. For night flights, you must have logged 3 takeoffs and landings to a full stop in the last 90 days. You must also have successfully completed a flight review every 24 calendar months. And don’t forget, passenger briefings are not just for the airlines. Before every flight, you must brief all passengers on the use of seat belts, and shoulder harnesses. However, for a more complete briefing, consider the acronym SAFETY: Seat belts/shoulder harnesses; Air vents and environmental controls; Fire extinguisher location and operation; Exit, emergencies, and equipment; Traffic and talking; Your questions? 6. Physiology During the hot summer months, it’s especially important to keep tabs on your physical wellbeing. Be sure to drink water regularly and heed the signs of dehydration which include headache, fatigue, cramps, sleepiness, and dizziness. Also, be sure to get plenty of rest and always assess your fitness for flight. Use the I’MSAFE checklist. 7. Runway Safety Increased flying means increased chances of busy and/or congested airport ground operations. Be vigilant while taxiing and be aware of your location at all times. To help avoid runway incursions, keep these tips in mind: Write down and read back all taxi instructions. Review the airport diagram before taxiing out or landing. Know the meaning of each airport sign. Request progressive taxi instructions if you’re unsure of your location. Another way to prepare for hot spots and avoid runway incursions is with the FAA’s From the Flight Deck video series. These videos highlight dozens of airports around the nation. They provide pilots with actual runway approach and airport taxiway footage captured with cockpit mounted cameras, combined with diagrams and visual graphics to clearly identify hot spots and other safety-sensitive items. 8. Know Your Instruments When was the last time you had a refresher on aircraft instruments? With the potential for weather conditions to change rapidly in the summer, it’s a good time to review some of the basics. For example, do you recall the three main instruments that operate via the pitot-static system? That would be the airspeed indicator, the vertical speed indicator, and the altimeter. When a pilot understands how each instrument works and recognizes when an instrument is malfunctioning, they can safely utilize the instruments to their fullest potential. 9. Emergencies The possible causes of an aerial emergency are about as varied as the number of aircraft and the pilots who fly them. That’s why it’s critical to build your knowledge and regularly practice procedures to deal with that proverbial “anything,” whether it’s the oil pressure gauge whose needle just dipped below the comforting green-is-good range, or a VFR flight that quickly evolves into instrument meteorological conditions.

How to Stay Safe? Stay safe and enjoy flying! This section addresses important safety risks in General Aviation. Several risks are addressed. The first sections concern Loss of Control In-flight (LOC-I) across all phases of flight and Loss of Control in Approach and Landing across all phases of flight. This article addresses Loss of Control at take-off. For each type of risk, a fact sheet is provided that describes the seriousness of LOC-I and the factors involved. Safety promotion material provide tips to mitigate the risk and avoid having an accident. Safety promotion may include safety leaflets and brochures, videos, posters and Safety Information Bulletins (SIBs). Promotional material has been developed by EASA, EGAST, National Aviation Authorities, associations and the GA community, and links to FAA and the General Aviation Joint Safety Council (GA-JSC) in the US have been provided so as to give a holistic overview. Getting acquainted with this material will help you stay safe and enjoy your flight. Loss of Control at take-off Loss of control at take-off is often the result of any of the following factors: insufficient control of the aircraft while still on the ground, incorrect rotation airspeed, wrong aerodynamic configuration, wrong loading of the aircraft (or incorrect securing of cargo), crosswind exceeding pilot or aircraft capability or wrong aircraft attitude at rotation and during the initial climb phase. During take-off, pilots aim to leave the ground, which may lead to inappropriate reactions in the case of unexpected behaviours of the aircraft. For example, in the case of an early stall that may have been the result of an insufficient airspeed, resist the urge to pull on the stick/yoke (with the intent to climb), which would increase the angle of attack and worsen the situation. Pilots should be carefully instructed about the danger of placing the aircraft in the back side of the power curve after take-off. How important is LOC-I at take-off risk in GA? Take-off is the most risky phase of flight regarding the risk of Loss of Control in Flight accidents. Data on LOC-I accidents, both fatal and non-fatal, indicate that the highest number of accidents occurs during take-off. More on risks: GA LOC-I at take-off fact sheet More information, including accident data and factors involved in LOC-I at take-off, is provided in this GA LOC-I fact sheet. Taking off safely and successfully Flight preparation The key of a successful take-off is preparation! Before actually performing your flight, think twice and be sure that you and your aircraft are fully prepared. Carefully consider the aircraft’s configuration, its weight and balance, the length of the runway, as well as the outside temperature, wind force, direction and variations in these. Review the limitations and performance section of the Aircraft Flight Manual (AFM). Check weather: Do not bet your life on weather evolution. Make sure that the weather is good enough for performing the flight, while taking into account flight regime (IFR, VFR), experience, aircraft performance, etc. In case of doubt, postpone your flight! Flight preparation includes the following: Airfield specificities. Is there any obstacle on the initial climb path? Are you departing from a high altitude aerodrome? Are you operating on a grass runway? Is the runway wet? Is there any specific standard take-off procedure? Remember a grass and/or wet runway will increase friction and thus increase your take-off distance. Moreover, a wet runway will increase your braking distance in the case of an emergency and you may face aquaplaning followed by a potential loss of control on ground. Take-off distance. Be sure that the runway length (TORA, Take-Off Run Available) exceeds the take-off distance required for your aircraft. Aircraft weight & balance. Check compliance with the approved limits provided by the aircraft manufacturer. Check seat attachment points and secure all objects to avoid unwanted movements during the acceleration phase, at rotation or during climb. Wind conditions. Carefully observe wind conditions so as to take-off with a headwind (unless special procedures or circumstances prevent to do so). Be prepared to encounter crosswind or an unstable wind regime (gusts). Take-off parameters. Review power settings, slats & flaps configuration (if any) and fuel-air mixture control (when applicable), etc. Always refer to the documentation provided by the aircraft manufacturer. If in doubt, do ask a Flight Instructor! Temperature. The effect of temperature on take-off performance, especially in summer, can be dramatic. Have you heard about density-altitude? Do you know how to calculate it and take its effect into account? Pre-flight inspection Inspect the aircraft to detect any issue that could endanger the flight and check that the stall alarm is working. Remove covers from pitot tube(s) and static port(s) before flight. Pre take-off checks Start your engine(s) and run the engine & power circuit checks, following the corresponding checklist(s), to detect possible malfunctions that could lead to a loss of power at take-off. Taking off with full power is always reassuring! Check that all controls offer free and correct movements and adjust trim to take-off position. Check the braking system: Correct braking performance is necessary to safely stop the aircraft in case of a rejected take-off. And remember: Use the pre take-off check list before taking off! Pre take-off briefing Near the holding point, voice the pre take-off briefing. This will increase your preparedness and your ability to manage unexpected situations. Be aware of the take-off airspeed, flaps/slats setting, power settings, target airspeed during initial climb and any specificities of the airfield (e.g. obstacles in the take-off path or urbanisation around the airport) that require special attention. Voice what your flight plan contains after take-off, together with any backup-up plans in case of failure prior to take-off and minor or major failure following take-off. Also, state at which height you will change the slats/flaps configuration and the associated target climb airspeed. Use the corresponding checklist so that you do not miss any important action! Double check that the approach and runway are free of incoming or outgoing traffic. Use your VHF to announce your intentions (uncontrolled airfield). Take-off Align properly on the runway centreline to initiate the take-off! Accelerate gradually while keeping the aircraft on the centreline. Check for alarms and check that the speed indicator is working and that take-off power is available (as per the indication of the rev counter – RPM, torque, etc.). Pay attention to the airspeed and aircraft attitude! When reaching the take-off speed, pull gently on the stick/yoke to take-off. Excessive pitch can lead to exceeding the critical angle of attack (AoA), leading to a stall! Control airspeed and aircraft attitude with reference to the horizon (“attitude flying”). Initial climb Once airspeed reaches the target initial climb airspeed, wait to reach the minimum safety height to change slats/flaps configuration and target the climb airspeed. If you plan to turn during climb, keep the bank angle below the reference value suitable for your aircraft type (such as 20°) so that the climb rate doesn’t decrease too much. Further, when performing a turn, the load factor increases and the lift needed to sustain a level flight increases. Conclusion Take-off is not a very difficult manoeuvre but it does require preparation, organisation and accuracy. Training with a qualified instructor is a good way to improve skills and gain confidence! How to prevent LOC-I at take-off accidents? Always use the guidance provided by the manufacturer for your aircraft and seek advice from a Flight Instructor. Various Safety promotion products developed by the Agency, in cooperation with externals, or by other organisations, are presented. This list is not exhaustive; you are encouraged to look for additional material on the internet. It is good practice to exchange flying experiences in your aero-club and in internet forums to learn about what can happen and about conditions specific to your base and destination airfields. Internet forums also provide a platform where aerodynamics, flight mechanics, weather, navigation, flying techniques and other basic subjects can be discussed.