WELCOME PILOTS
I’m very impressed with the organizations that give women an opportunity for networking and support. One example is the Women in Aviation and their conference, March 6-8, 2014 in Lake Buena Vista, Florida.* In addition to a great line up of speakers is the announcement of $500,000 in scholarships.
After our two part series on ADS-B I have been on the look-out for pilots that are in the process of making the transition. In a recent AvWeb article a pilot commented about some of his frustrations by saying, “I can't upgrade to ADS-B until Garmin, Diamond, and the FAA get their act together to approve the certified solution to upgrade our plane's G1000 system. In particular, we can't replace our Garmin GTX33 transponder with a GTX33ES transponder (adds ADS-B-out with extended squitter) because the newer "ES" version hasn't been FAA-certified for Diamond DA40 or DA42 G1000 aircraft.” I’m sure the ADS-B and aircraft manufacturer are proponents of approval but the FAA has to process the approvals for the ADS-B equipment and specific aircraft.
In a recent article the AeroNews Network is asking pilots to vote on their favorite Light Sport Aircraft (LSA) for their upcoming buyers guide. Vote in the comment section at;http://www.aero-news.net/index.cfm?do=main.textpost&id=31d2b7b0-054c-42ec-b1bb-b7353449396e
~TC Freeman
Chief Executive Aviation Ambassador (CEAA)
**http://www.avweb.com/eletter/archives/101/2729-full.html?ET=avweb:e2729:293075a:&st=email#221339
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Your opportunity to continue the dialog is on FaceBook:
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PILOT SAFETY MINUTE VIDEO #29 ~ INOPERATIVE AIRSPEED
********************************************************IMPORTANT AUDIO PRESENTATION:
With the issue of sequestration, the shut-down of many Air Traffic Control Towers is a possibility. Regardless, it is important to know how to safely and efficiently operate at Non-Towered Airports. In this audio book TC Freeman discusses; straight in approaches, dealing with aircraft on extended downwind and traffic pattern entries.
(Run time: 34 minutes)
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PUTTING ON THE BRAKES
BY TC FREEMAN
Here’s the scene: A pilot is just touching down after being cleared to land at a relatively busy Class C (air traffic controlled) towered airport. Not being comfortable with towered airports nervousness is evident as the pilot neglects the full stall landing for a high speed “run-on” landing. The tower controller pipes in and states, “N2008T exit next taxiway.” Eager to comply the pilot stands on the brakes. He tries to modulate the brakes by turning and braking at the same time at high speed. In true Fred Flintstone fashion the aircraft becomes questionably controllable as the left strut comes off the ground leaving the front strut fully depressed and the right brake to do the work of slowing the aircraft. As the tire squeals and sends out a puff of smoke the pilot jams the right rudder to retain control. Fortunately, the taxiway is wide enough to compensate for this maneuver. The pilot comes to a stop rattled and perspiring.
If we are honest with each other most of us have experienced a similar scenario. What went wrong and how can we handle this situation better? The first thing we need to consider is the design of aircraft brakes. A far departure from automobile brakes, look at the smaller surface area on the rotor and the brake pad contact area. Small rotor and break pads equates to weak braking. In defense of design engineers you can’t exactly put on a set of “tricked-out” 26” rims with huge rotors on a Cessna 172. Aircraft tires are designed to stop an aircraft reasonably well without adding a lot of extra weight.
One thing working against many pilots is that aircraft brakes don’t behave like automobile brakes. Most cars can stop on a dime and have a modern Anti-lock Braking System (ABS). This allows for the driver to stand on the brakes letting the system keep the wheels from locking up. A locked wheel is ultimately inefficient and contributes to loosing directional control. Small aircraft brakes have to be applied while considering the potential for locking the wheel(s). This is the same knowledge that drivers of older cars are well aware.
Learning to fly before I could drive it was drilled into me to land not using the brakes on long runways. When the aircraft slows the brakes are applied gingerly while turning off of the runway.
Pilots can be intimidated by the tower controller by exiting the runway when their speed is too high for a safe turn. In this case it is better to state to the controller, “unable.”
There may be times when you have a triple seven breathing down your backside and it’s time to get off the runway ASAP. The other scenario is landing on a short runway. This is the time to not mess around and get on the brakes directly.
I perceive aircraft brakes like soldiers treat their rifles. The mantra goes something like, “take care of your rifle and it will take care of you.” If every landing is a stand on the brakes occurrence the brakes will be subject to undue wear and tear. Fast forward, the faithful day arise when the Runway End Identifier Lights (REIL) are staring this pilot in the face and it’s time to stand on the brakes, no joy.
Another good technique is to take tips from off road auto racing drivers. Since they are accelerating and decelerating rapidly their brakes get very hot (sometimes red hot) making brake fade common. To lessen brake fade drivers feather the brakes by pumping them off and on. This allows for better cooling. It’s interesting to note that I rarely need to replace brake pads in my car or aircraft by using this technique.
Don’t forget to keep heels on the floor (off the brakes) while taxiing and more importantly on take-off. I’m not a big fan of the rolling magneto check. This is tough on the brake system and rushes the before take-off checklist.
A common temptation on landing is to put on brakes too soon. Without full weight on the wheels effectiveness is reduced and will likely result in a flat spot on the tire, making replacement a good possibility. Flat spotted tires usually become a flight school conversation piece where you can read the ply layers like the rings on a tree. Ask me how I know this?
It is good to remember it’s acceptable to tell ATC, “unable” if exiting a runway at the next taxiway is potentially dangerous. Remember, the pilot is ultimately responsible for the safety of the flight from chock to chock. Being kind to your brakes because they are like an insurance policy, one day when you need them, they will be there, full force.
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OPERATION: FLY NC NEWS
OPERATION: FLY NC NEWS
Discuss OP: Fly NC with fellow pilots at: https://www.facebook.com/messages/?action=read&tid=alsnt5SzT1aq%2FJy8joa%2B7g#!/groups/189450767792238/
Congratulations to Mr. Donald Short of Arden, NC as our latest Bronze, Silver and Gold Level pilot! He completed the program in his Cessna 182Q.
Stamp NOTAMS
*Siler City (5W8), the stamp is in a mailbox with a Fly NC logo on a column outside the door to the FBO, so it can be accessed anytime.
*The stamp is missing from the mailbox at Hyde County (7W6).
*(UPDATED!) Saturday, February 15, 2014 (12 p.m. - 4 p.m.) B Bar D Flight Training (Allegro), Raleigh Executive South Jetport (TTA). Seminar topic: Operations at Non-Towered Airports. Contact: B Bar D at: (919) 775-2224
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