Bruce Lee plays Ping-Pong with Nunchuks

P.S. Bruce Lee is not currently doing this, on Earth, as far as I know.

 Aviation Safety Reporting System (Operational Updates)
 
The FAA puts out a publication called, "Callback" that is a monthly publication that reports incidents filed to the Aviation Safety Reporting System (ASRS). Below are links to the "Callback Archives", the actual "ASRS Reporting forms" (To keep you from getting a violation), and the "ASRS Homepage." 
 
ASRS CALLBACK Archive
http://asrs.arc.nasa.gov/publications/callback.html

ASRS Reporting Forms
http://asrs.arc.nasa.gov/report/electronic.html
or
http://asrs.arc.nasa.gov/report/mail.html

ASRS Homepage
http://asrs.arc.nasa.gov/
_____________________________

CFIT = Controlled Flight Into Terrain

By Mark A. Gardner

July 3, 2009

This topic is the scariest topic we can discuss from a Pilot's point of view 

As Pilots we like to be in control, we have to be. The last thing we want to think that can happen is crashing into some mountain buried behind, or in a cloud!

Most of the time, during the day at least we can see the ground and avoid it. However, at night and during periods of weather obscuration we can see that pesky hill we are about to hit.
In  the last 10 years, or so.  we've created advanced detection technologies (TAWS) which has enhanced our terrain safety with increased terrain awarenss. TAWS (Terrain Awareness Wanrning System) is
an electronic cockpit display system that utilizes the GPS (Global Positioning System) to calculate the aircrafts current position then reference a GeoData map coordinate to display the terrain for operational use.

The map data is courtesy of the NASA Space Programs we fianance with our tax dollars; Whoever says the Space investment is a waste of money is really out of touch of how technology touches there daily lives.
Sorry, I am drifting away from our topic at hand.

The CFIT issue is of imporatance to all pilots; Good flight planning is very important.

If, you are planning a flight at night, be very careful, know and understand  how obstacles and terrain in the area of your destination will affect your flight. I recommend, if Instrument Rated, you use your Instrument Approach Charts to approach your destination. Use of these charts, as you know, provides guaranteed  terrain separation and navigation reception for the intended course. Flying into an Airport with mountainous terrian at night VFR, even under the best conditions, is suicide!  (My opinion of course)

Many of the new EFB's have moving maps built into them and give the pilot a high level of situational awareness. These systems are very good, however, there is a drawback that must be taken into consideration.
If, the electrical system on the aircraft fails so does your source of power for you EFB. So hopefully, you have a strong battery that can power you EFB for the remaining flight?

Another drawback of depending on the new navigation systems.... It's my opinion, pilots get lazy and forget how to fly the, ubiquous, VOR system that covers the USA. GPS is fantastic, but we still
have the responsibility as pilot to maintain all of our flying skills.

Ok, now you know my philosophy concerning pilot proficiency, I would like to conclude, by saying, situational awareness is the key to surviving areas where CFIT might be a factor. If, you are in IMC and are in a busy
arrival phase of flight, it is imporatant to know where the terrain is relative to your aircraft. If, you are on the proper course, at or above MCA, MOCA, or MEA or the minimum altitude for the approach segment then you are going to clear all of the terrain. Just remember though, when a controller vectors you off an Airway, or established arrival course, you need to be aware of where the contoller is taking you. Make sure he hasn't forgotten you and is accidently vectoring you into a mountain; This is where, the moving map systems really help the pilot. Without TAWS or a good EFB with a moving map the cockpit workload really increases.

Well, there you have it.... CFIT risk can be managed, but the risk never goes away. It's your job, as Pilot-in-Command to make your you survive your flight by not hitting HIGH FLYING MOUNTAINS!
Below I have provided the current CFIT Checklist to increase the safety of you and your passengers.

Be sure and tell your friends to come visit Desert Falcon Rising for their avaition entertainment.

 

The link below is a CFIT Checklist to keep you out of the trees!   

CFIT Checklist (A PDF file)

 

 

Single Pilot Citation's - Fun to Fly! 

By Mark A. Gardner

July, 2, 2009

 

Ever wonder what it's like to fly a Jet, all by yourself?

Well the CE501(SP1) and CE551 (SP2) allows you to legally fly without a second pilot.

Most of the Jets in the market today require two pilots, as part of the tyype certificate requirements for aircraft operations. The Cessna CJ1, CJ2 and CJ3 can be flown "single pilot" also. Cessna is not the only manufacturer that has a "Single Pilot Jet," Hawker/Beechcraft has the Premier, high speed jet, you can fly with some pretty fancy avionics to keep you oriented.

Let's take a look at the history of the Citation, courtesy of Wikipedia.

1DFR  FanJet 500 ,the prototype for the original Citation family, first flew 1969-09-15.[1]

Citation I (Model 500) originally called the Citation 500 before Cessna finally settled on Citation I, by which time the design had changed quite a bit from the FanJet 500. The original Citation I was one of the first light corporate jets to be powered by turbofan engines. Production ceased in 1985.[2]



      Oldest Flying Ciation
 

Citation I/SP (Model 501) single-pilot operations[3] 

Citation I/SP  (Model 550) a larger stretched development of the Model 500 first produced in 1978. Initially replaced by the S/II in production, but was brought back 
and produced side-by-side with the S/II until the Bravo was introduced.[4][5] 

 Citation II  (Model 550) a larger stretched development of the Model 500 first produced in 1978. Initially replaced by the S/II in production, but was brought back and produced side-by-side with the S/II until the Bravo was introduced.[4][5]

T-47 (Model 552) is the military designation of the Citation II. The U.S. Navy purchased 15 T-47A aircraft as radar system trainers, and the DoD purchased five OT-47B models for drug interdiction reconnaissance.[6]

Citation II/SP  (Model 551) single-pilot operations[4][7]

Over the years, Cessna refined the 500 series Cessnas into an efficient flying machine. The 500 series Citations are not known for there speed but are very nice to fly, because of their straight wing stablity. The are kind of little sports cars in the sky! At least, that's what to controls feel like to me when I get the chance to fly one. The systems on all the Citation Family aircraft are pretty similiar, that's why I think Cessna is the best General Aviation, Aircraft Manufacturer in the World! As time went by, Cessna decided to build a new design model, using their experience from the Original Citation line.

Here is the History of the CJ Citation product line.

   Cessna 525 CitationJet

•  CitationJet  (Model 525) essentially an all-new design, the only carry-over being the Citation I's forward fuselage.[27] The 525 series models all feature a shorter cabin; Not a stand-up.
   
• CJ1 (Model 525) Improved version of the CitationJet[27]
• CJ1+ (Model 525) Improved version of the CJ1 with new engines, avionics, and FADEC[28][29]CJ2 (Model 525A) Stretched version of the CJ1.[27]
• CJ2+ (Model 525A) Improved version of the CJ2 with increased performance, improved avionics, and FADEC.[30] CJ3 (Model 525B) Extension of the CJ2.[31] 
• CJ4 (Model 525C) An extension of the CJ3, with new Williams FJ44-4 engines and the moderately swept wing borrowed from the Sovereign.[32] 
  The first flight of the CJ4 is slated for the first half of 2008 with customer deliveries to follow in 2010.[33]

I have had a chance to fly the CJ1 and CJ2 just tagging along with some pilots I know and they are very nice aircraft. The big difference is the CJ1 is smaller than the CE500's and it has much better avionics. Obviously the Williams engines, are'n't Pratt Whitney's so there a difference there. The newest entry into the "Single Pilot" market is the "Citation Mustang," the CE510 is the "Eclipse" killer that Cessna developed to compete in the VLJ (Very Light Jet) market.  I've never flown one, or been in one, so I can't speak from personal experience, however, it's a Cessna... so it can't be bad.

•  Citation Mustang (Model 510), a new Very Light Jet (VLJ), even smaller and lighter than the CitationJet I, meant to compete with the new breed of VLJs from Piper, Embraer, and Eclipse Aviation, Adam Aircraft Industries.[34]

  

What's it like to fly "Single Pilot" v.s. "Two Pilot" aircraft?

Personally, I perfer flying with Two Pilots; Two brains are better than one. Flight operations can be very complicated, especially in areas of high traffic density and, under high workload conditions, such as malfuctioning equipment and emergencies. In addition, flying an aircraft as a "Flight Crew" is to me the most rewarding aspect of pilot operations. Don't get me wrong.... any flying is fun flying! I am just pointing out "Crew Operations" when syncronized properly is a really fun way to fly! 

It can also be horrible, depending on your crewmembers attitude and flying capability?
Basically, "Two Pilot" operations is safer and less tiring than "Single Pilot" operations.

Flying a Jet single pilot is a handful. Everything falls on you back.... keeping your passengers safe and secure, under all operating conditions, by yourself can be challenging. This is where the aircraft automation is important to safely fly and handle most operating challenges. Single pilot operations require, organization; you don't have someone in the seat next to you to look at a chart, or set a function on your FMS like you do in "Two Pilot" operations. 

For this reason, it is important that you know your limitations. IFR Single PIlot operations in a Jet can kill you if you don't have your wits about you. Basically, if things start happening too fast, SLOW DOWN.. you don't have to go full blast all the time. Know your limitations and don't let anyone push you into a dangerous situation.

Stay orgainzed, use your checklist and, if you need to, let the controller that  you are operating by yourself. Many times, the controller will simplify your clearences
to accomadate your operational needs. 

To conclude: There are many factors to consider when thinking of flying a Jet by yourself. It boils down to, are you qualified, do you have the experience, are you current, and will your insurance let you fly single pilot?

If,  you are going to fly "Single Pilot" think ahead, and be prepared for any challenges you might encounter on the flight.

If, the weather is bad you might consider asking a Pilot friend to assist you on the flight. Make sure he's instrument rated and remember, he's not a "Flight Crew Member, if you aircraft is a single pilot aircaft, by the Airplane Flight Manual's instructions, then he's just a passenger, and you are Pilot-in-command.

I hope you enjoyed this article... If, at anytime you need consultation, regarding your flying career, we can help.
We offer, Career Consulting Services, in our "Shopping Mall,"  so if you need us we are here to help you find your way with your Aviation career.

Here's a link to our Consulting page: 

 http://desertfalconrising.com/zencart/index.php?main_page=product_info&cPath=5_6&products_id=55

1DFR - Wikipedia Article on Citation history.