Archive: February 2016
I heard 300,000 people registered their drones in response to the new FAA requirements. Amazing. Might be a niche market developing for an enterprising A&P. Knowing the FAA, there’s always a chance this may evolve into a separate airworthiness category like experimental or light sport; which require annual condition inspections by qualified individuals.
Since current drones are more rotor wing than fixed…who knows. Me personally, I’m waiting to see how long it takes someone to tie 50 Walmart drones to a lawn chair and take-off into the wide blue yonder, BB gun in hand. [Read More...]
The Robinson R-22...
Long time ago. Early model days. Old fashioned twist grip, no governor, straight tail. I was suspicious, still, about the mechanical integrity of the beast. It looked so flimsy. Like a bunch of surplus tin cans beat roughly into shape. Now masquerading as a flying machine.
A wind up, clockwork, plastic toy.
In a quiet moment, I ambled in to the work shop. Asked for the chief mechanic. Boss man engineer. Out he came, pleasant, friendly, American. I wanted to ask some questions? Learning to fly at the school? Sure, go right ahead.
"Thanks. First. This here rotor system. It looks so home made. So fragile. What is the history of Robinson crashes due rotor system structural failures? As opposed to pilot error, and people losing Rotor Rpm due to incorrect technique?"
I thought that was pretty well the fifty million dollar (and some cents) question.
He laughed and told me: one. That he was aware of. Early on in the history of the R-22, some guys had noticed rotor delamination. Somebody had wondered if it would still fly okay. One way to find that out, eh? Let's go fly! It didn't work out, and they augured in.
Oh!, I thought. You can't really blame that one on the designer. I was later to hear that there was also a minor matter of overflying the component times involved. (5,500 flight hours on a 2,000 component life) [Read More...]
So you’ve provided all of the required training to your student. That’s it, they're ready to visit the FAA and apply for that sought after certificate or rating. However, there’s one last thing you have to do: You must certify to the federal government that as an authorized flight instructor you have provided the required ground and flight training, and found the applicant prepared to take the appropriate FAA practical test.
So what defines an authorized instructor? The Federal Aviation Regulations (FARs) define specific training requirements an instructor must meet to provide training for a certificate and/or rating. This definition is found within FAR 61.1: Applicability and Definitions. Most of the time, there is little confusion on this issue. However, over the last few years many regulatory changes and FAA Legal Interpretations are worthy of a closer look. [Read More...]
I’m going to give you a simple mental tool to keep you safe: Risk Resource Management (RRM). It’s a tool Chesley Sullenberger used for 14 years before he famously landed his Airbus A320 in the Hudson River. It’s also a tool he instructed his students to use when he taught crew resource management at US Airways. It’s a tool you can use in your helicopter to make better decisions, whether you’re flying single-pilot or multicrew. [Read More...]
My Two Cents Worth