Off Field Ultralight Landing
(click on the road/runway for the emergency landing video)
This pilot and his passenger had a few tense moments in their ultralight plane when the engine died. Notice the "after incident statement" that the passenger is okay - not a question if she was okay. It seems even after an unplanned, off airport landing the Captain must maintain control. |
Flight Data Monitoring
Airlines have long been required to equip with flight data and voice recorders. 
What were, in the beginning, rudimentary devices to record basic flight (more on flight data recorders)
information have evolved to a plethora of sensors throughout the aircraft. Data from these sensors can be recorded onboard or streamed to the ground where it can be subjected to manual or automated analysis. Information derived from the data is very useful in maintenance planning and invaluable in accident investigation. The equipment and processes to acquire and distribute the data are collectively known as Flight Operational Quality Assurance. But such equipment is for the big guy's only, right? General Aviation aircraft aren't equipped with anything like that sort of hardware. Or are they? While it's true that most GA aircraft don't have dedicated automatic flight data recording devices now; we will be able to enjoy the benefits of equipage in the future. In the meantime, it's often surprising to see what we already have.
(click for more on flight data recorders)
Manufacturers are already offering self contained flight data and visual data recorders for GA airplanes and helicopters. Operators of this equipment must periodically down load and analyze the recorded data - often with the aid of dedicated computer programs. Many data monitoring operations are less automated. Turbine operators are accustomed to manually recording engine cycle and performance information for trend and engine health analysis.  Recip. pilots can do much the same thing by tracking engine power, fuel flow, oil temperature and pressure. Panel mounted GPS systems and many hand held units are already capable of recording position, heading, speed, and altitude. Some engine monitors have recording capability and many aircraft owners participate in oil analysis programs - a tool for gauging engine health and heading off expensive or, in some cases, disastrous problems.
Some aircraft - particularly helicopters are equipped with metallic chip detectors that can forecast engine and transmission failures in time to make a safe landing. Don't forget basic instrumentation such as Air Speed Indicators, Attitude Indicators, Angle of Attack, Manifold Pressure, RPM, and G indicators - all of which give immediate feedback as to whether design limitations have or are about to be exceeded.  As new automated equipment becomes available we'll all know a lot more about the health of the airplanes we fly. Until then, we urge you to consider the information that's already available on every flight.  |
(click on the aircraft above for free access to the FAA course ALC-258)
The FAA online course Human Factor Primer for Aviation is designed to be the required core course for the 2013 Online AMT AWARDS program. The course will provide maintenance human factors information valuable to all technicians.
 (click on the logo to learn more
about the FAASTeam) |
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IA's don't forget biannual renewal depends on activity each year!
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| Positioning for Promotion
click for more on positioning for job promotions)
Most of us start our careers somewhere near the bottom. Pawns - if you will. Well, that's unless your dad owned Hughes Tools or you're in Richard Branson's will.   Getting quality aviation schooling is a great way to prepare. Many of our industries shiniest stars weren't Cum Laude at M.I.T. or completed every course in Embry Riddle's roster. Many aviation success stories are dripping with the sweat of hard work, tenacity, the aura of audacity, and the the shield of confidence - all without a pedigree. There are many ways to get your first aviation job, but most readers have already stepped on at least that ladder's bottom rung by now, so let's get focused on promotions. How do you move up from Pawn to Rook or Knight  on your way across the board towards King? The answer is different for each person. There are basic principles all successful aviators, dispatchers, mechanics, technicians or administrators have applied to gain their success. Applying these principles, in everything you do can help you move across the board. Such moves (click the pawn for more) will eventually allow you to take a few pieces yourself.
These principals include virtues like accountability, bravery, 
honesty, integrity, caution, commitment, compassion, cooperation, courage, courtesy, diligence, (Click above for the Harvard Business Review's comments)
discipline,flexibility, focus, fortitude, friendliness, generosity, helpfulness, humility, integrity, openness, orderliness, punctuality, reliability, sincerity, strength, tact, toughness and trustworthiness.
Once you've armed yourself with these tools there are tactics to learn. 
Here are some to consider when planning for a promotion. Begin by doing a great job and let people see you performing. Don't brag. Under promise and over deliver. Be punctual and have good attendance. Be inventive - be an entrepreneur. Get a mentor to guide you and (click the play for more on promotions) network-network-network. Plan ahead by planning for now and plan for the future. Always be positive - never negative. Don't insinuate, suggest or assume - ask for what you want. Seek out new skills and polish those skills valued by the company. Play to your strengths; set personal goals and deadlines and adjust them only when necessary. Be aware of your companies direction and needs and know the company players and history. Be a team player not a loaner. Continue your education and training. Keep your resume up to date for pop opportunities and then write targeted cover letters. Practice for that interview and be neither timid nor a know-it-all (even if you do). Dress appropriately for the interview and never assume since you already work for the company it is unnecessary. In an internal company interview, be prepared to answer for perceived weaknesses from the past. Be sure this promotion is right for both you and the company before even asking for it.
Cultivate a professional image; avoid company gossip and politics (even if you think the politics might help you) as this is a double edged sword. Groom a successor so boss' don't think promoting you will leave a hole in their company. There are more points to consider.  By now you realize there is more to this than you might have originally thought. Research what others think about promotion preparation. Peruse the web to start with, and maybe find an adviser or organization that focuses on self (click the new hire for more on promotion)
promotion. Remember its not all about you. The hiring authority wants to put someone in place to help their company in this position. Try to see yourself from their position, and whether you actually are good a fit. Whether you secure that next promotion or not, good luck as you move up in your chosen career At the Airport! |
Alaska's Noel Wien
Thanks to Noel Wien, Alaska has a higher ratio of aircraft and pilots to residents than any other state. In the 1920's, almost single-handedly, Wien introduced the airplane to Alaska, and over some 50 years, aircraft became virtually the primary mode of transport in the vast and thinly populated state, which is twice the size of Texas and infinitely less hospitable in climate and geography.
Wien learned to fly from Ray Miller in 1921 and became a barnstormer in Clarance W. Hinck's Federated Flyers Flying Circus.
Born in Lake Nebagamon, Wisconsin,Wien saw an opportunity to fly in Alaska and migrated there, later bringing his three brothers up from Minnesota. Wien arrived in Anchorage in June 1924 at age 25 with his firstaircraft, an open-cockpit Standard J-1 biplane. In 1924, with his pilot license No. 39, signed by Federation Aeronautique Internationale Official Orville Wright in hand, Wien brought his Hisso Standard biplane to Alaska and began servicing the gold-rich territory.;A legend among legendary pilots, when Wien first arrived in Alaska he had 538 hours of barnstorming and aerial circus stunt flying under his belt. He went on to build up a long list of firsts, being the only flier in Alaska that summer and the next, and with little competition for a number of years thereafter, just about every flight he made was a first, starting with a flight from
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(click Alaska for its airplane usage)
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Anchorage over the Alaskan Range to Fairbanks. Wien was the first in Alaska and Canada to fly north of the Arctic Circle, and made the first commercial flight between Fairbanks and Nome. He was first to fly the Arctic Coast commercially, the first to fly from North America to Siberia via the Bering Straight and ultimately the first to fly a year-round service, throughout the vicious winters. All this with sketchy maps, no radio, and virtually no paved landing strips.
Wien got so good, writes author Ira Harkey in Pioneer Bush Pilot: The Story of Noel Wien, he could land the Standard in a mere 300 feet. Surveyor Sam O. White said: "I don't believe there was ever anyone around here who could get everything out of an airplane like Noel Wien did. It was like the wings were attached to his own shoulders."
The Noel Wien Public Library in Fairbanks is named after him.
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(click on the library for more)
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The library sits on the site of Weeks Field, the original airport in Fairbanks and base for many of Wien's early accomplish-ments. The park next to Weeks Field was called Wien Park in his honor.
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Let me know what you'd like to see in future editions by clicking feedback.
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 About the Author
Byron Heidorn is the V.P. of Maintenance Operations for Executive Flight Management. An accomplished, F.B.O., airline and corporate aviation maintenance professional, with 40 years of experience. Awarded the 2013 FAA FAASTeam Representative of the Year from the Great lakes Region.
(click on Byron for his LinkedIn page. A LinkedIn top 1% profile)
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