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pic.twitter.com/C6v8unSfBZ — air plus news (@airplusnews) February 11, 2025 The Learjet lost control midfield and entered an area close to the Southwest Jet Center private hangar complex at the airport where the Gulfstream was parked. Le pilote est dcd, et 4 autres blesss bord.
On the finalapproach to the target, I turned over control of the plane to the bombardier by means of the auto synchronization of the autopilot and the Norden bombsight. This meant on the finalapproach to the target the bombardier was flying the plane through the bombsight.” 5 and Guroaitei No.
Crazy wind gusts on finalapproach with very poor visibility through the windshield made for a very close call that could have been a disaster. The post Lessons Learned: When Not to Fly first appeared on Hangar Flying. A summer thunderstorm in Tennessee quickly turned a very nice sunset flight into a landing nightmare.
Some bucks spent on a hangar, updated paint and exterior, and a little TLC under the cowling, and your 30-year-old Cessna 172 will keep up with a brand-new one, for a lot less dollars. The Instrument Landing System (ILS) seems safe for now, but LPV approaches are cheap, accurate, and are everywhere. So, What Did I Decide?
Preflight complete, hangar door closed, ready to go. Hello and Goodbye Finalapproach, runway 27L, Oakland County International ("Pontiac"). Because of low fog covering southern Michigan, Detroit Approach assigned me the RNAV-27L instrument approach procedure into Oakland County.
I had no interest in flying one hour north only to be shut out of our destination by weather below minimums for the available instrument approach procedure. ATC was great, the FBO (FlightLevel - Beverly) treated us well and charged reasonable fees, and radar services were managed by the perennially capable Boston Approach.
I had already fueled and readied the Warrior for departure, it was just a matter of pulling her out of the hangar. We departed Sodus VFR and contacted Rochester Approach for our instrument clearance. I requested the RNAV-5 instrument approach from Albany. All went according to plan.
I showed up early for the first afternoon launch, stopping by the hangar gedunk (pronounced gee-dunk, the sailor’s term for snack bar) to wolf down a cheese omelet chased with a chocolate shake. Aerobatics was the final T-34 dual/solo training phase, exploring the teeny weeny’s entire flight envelope.
At the airport, there was ice and snow to remove from in front of the hangar door, fuel to add to the Warrior now resting on three fully inflated tires (the left main had a new tube), and then there was the moment when I slipped on ice while pulling the airplane from the hangar and landed flat on my back. We had a deal.
There’s a reference to the first check in the docket which does not appear in the final report. A mechanic said that he had been approached by his supervisor and asked to verify the torque application on the tail rotor mast nut on the helicopter.
Most modern training airplanes provide a comfortable, warm cabin up in the air, even as the temperature approaches 0° F outside. If your flight needs to get out early in the morning, the airplane should be hangared overnight and pulled out just before departure.
Off Sodus, I briefly leveled at 2,500 feet to remain visual until I received my instrument clearance from Rochester Approach. South of Buffalo, I tried to assist Approach by alerting them to a Citabria west of the Perry-Warsaw Airport that was trying to reach them. Looking north to the east end of Lake Erie and Buffalo, NY.
We taxied to the whole other end of the airport to the FBO Hangar Q60 which served avgas. After some vectoring by Green Bay approach, we were cleared for the RNP runway 30 approach at Appleton. After a while, and a lot to our surprise, human activity in the form of roads, towns and cars became apparent under our wings.
When both plans were filed, he asked me to stand-by while he verified that the flight plan was properly pushed to Cleveland Center where Rochester Approach would be able to retrieve it. When I contacted Rochester Approach, the controller came back with, "Are you looking for your clearance to College Park?" Welcome to College Park!"
Approach called the Cirrus again -- because of course it was a Cirrus -- and issued him another vector away from Warrior 481. Consistent with all prior experiences with Boston Approach, the controller was cool, calm, and helpful as he guided traffic to their destinations. Instead of turning away from us, the target turned toward us!
Hangar space is sometimes available for under $50/night – a nice option if storms are expected. Time to Santa Fe: 2:08 Distance: 216 nm Cruise altitude: 10,000 ft Tucumcari, NM from 8,000 feet Wind turbines near Wildorado, TX Parked at Santa Fe Jet Center Here’s a 3 minute video of our approach and landing in Santa Fe.
Reservations about Reservations "Hangars Cafe, how can I help you?" "Do On July 21, 2024 we departed the Rochester area in three airplanes carrying a total of ten people for an incredible view of Manhattan with lunch afterward at Hangars Cafe on the field at the Sky Acres Airport (44N). answered New York Approach brightly.
The aircraft was filled to full fuel and the pilot’s departure and flight to Murwillumbah was uneventful until the finalapproach to Murwillumbah. There was another person on the airfield, who was standing outside of a hangar at about halfway along the runway as the Cessna approached. The engine made a loud bang.
Not Cool, Man After transitioning across multiple sectors of Boston Center's vast airspace, the home stretch found us on with Boston Approach under a crisp, blue New Hampshire sky. Rolling out on finalapproach, I was surprised to see another airplane stopped right at the runway threshold. Like our friend that morning.)
If you spend any amount of time planespotting at an airport , sharing photos on the NYCAviation Photo Hangar , combing through # AvGeek hashtagged conversations on Twitter or doing any other similar aircraft-centric activity, you’ve likely heard hundreds of aviation terms thrown around. It warns pilots of a too high or too low descent path.
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