Pilot Juan Valdez.. serving Columbian Coffee on the port side.. he could have done a barrel roll.

(Written on 03/03/2023)(Permalink)

I was wondering when they were going to figure that out... There's probably a hundred balloons floating around up there right now.. The one the size of a airliner was from China though, and it should have had a transponder to locate it. Most others weigh like a small bird

(Written on 02/17/2023)(Permalink)

We followed this thing with U-2s with electronic surveillance the whole way. Probably got a whole lot of info on the Chinese and doubt they got anything on us since we shut down operations ahead of it's approach.

(Written on 02/10/2023)(Permalink)

Wait till they go to ZERO pilots... Can't wait to see that lawsuit

(Written on 02/03/2023)(Permalink)

For what it's worth, ATC must know about it. Not like anybody else reads it.

(Written on 01/13/2023)(Permalink)

I liked the YouTube thingy. Controller stated NOTAMs were down and pilot replied 'Nobody reads them anyway. Then both broke up laughing,

(Written on 01/13/2023)(Permalink)

ILS glideslope frequency not the problem ... CAT II and CAT III approaches below the ILS 200' minimums affected... they rely on radio altimeter guidance

(Written on 01/13/2023)(Permalink)

Here's one you can't pull up any more.. I flew some friends into the old Breckenridge airport ~ 9400 ft high gravel strip in a T-206. It was a one way strip due to the blind valley to the East. We were getting a little beat up due to thermal bumps and a girl in back likely a bit oxygen deprived and napping woke up and said 'Are we going to die'... Only other words were 'Shut UP Amy'... Wasn't all that bad a trip really, but once committed and still at a few hundred ft altitude the go-no go decision to land is final... No shakey go around playing in a blind valley .. Committed to land while still at safe altitude and speed ... This airport no longer exists. 1974 -75?

(Written on 01/08/2023)(Permalink)

OH, I said wind.. It creates lifting on the windward side, zero lift or sink over the ridge and sink on the leeward side of the ridge. A sunny slope may create some thermal lift. You need excess altitude approaching from the lee side and counterintuitive if you hit sink, you can dive slightly at the ridge to increase your speed (spend less time in the sink) always eying your escape route. The faster you can dive away, the faster you will get to better air away from the sink. The sink will lessen over the ridge as you marvel at the rocks a hundred or so feet below, you will cross and find lift on the other side and relief staring down the valley on the other side. Gave many a mountain check ride and flew sailplanes in the Rockies. Brings many good memories and unfortunately have read too many terrible incidents like this story.

(Written on 01/06/2023)(Permalink)

Nothing shocking about that at all.. No mountains in Florida where he trained and lots of excess power on an airliner.. Very little steam left to climb crossing the divide at 10-13000 feet, and you must pay very close attention to wind as you approach the ridges and always give yourself an out to turn away and into a valley or safe path with an exit. Always approach that ridge at a 30-45 degree angle and pop over only when you have the clearance to do so. A few hundred fpm climb and a 500-1000 descending air don't mix. Crossed those ridges many times from C172's to light twins and each time there is a little pucker factor looking at those big rocks and the power they hold on you... Seen 2-3000 fpm lift and 2-3000 fpm sink crossing them and many times had to call ATC to deviate altitude or course.

(Written on 01/06/2023)(Permalink)