Archive for the 'Uncategorized' Category
Pilots make many errors. It is recognition of this fact, vigilance in looking for errors and willingness to quickly correct errors which makes for safe operations. When pilot errors cause or contribute to accidents it is in understanding why that leads to correction of problems and prevention of future accidents.
Continue reading ‘Pilot Error in the Air France 447 Accident’
One of the first fly-by-wire (FBY) control laws was developed by Boeing for experimental use on a B-47. It had a sidestick control and was straight stick to control surface. “Stick to control surface” means there is a proportional input to the control surfaces for inputs to the controller, in this case, a sidestick. Boeing named this the C* (C star) law.
Continue reading ‘Human Factors And The Airbus Fly-By-Wire Control Laws’
Aerodynamic stall and flight at high angle of attack are discussed with criticism of certain stall recovery training procedures, suggestions of why these procedures were adopted and research proving them to be faulty.
Continue reading ‘Stall and High Angle of Attack’
For many years the FAA has promoted a “See and Avoid” solution to prevent mid-air collisions. To have a mid-air collision there must be zero relative bearing change between the objects (aircraft, birds, missiles, torpedoes, etc.) prior to the collision. Since change of relative bearing is not a cue, something other must cause the eye to notice a threat. It can be as simple as the threat is just very large, or it could be a bright light, preferably flashing.
Continue reading ‘See and Avoid’
How the Air Line Pilots Association accidentally discovered the certification requirement for engine out climb gradients was eroded. What you see in the written word is not necessarily what you get. Southern California Thrust.
For many years, pilots have used approach speeds referenced to Vmin speeds which they have assumed were 1g stall speeds. See VminAndStallSpeed.pdf for facts about how the Vmin speeds were not 1g stall speeds, relevant consequences, new regulations to require 1g stall speed determination, and adjustment of the indexing factor for reference approach speeds.