Cessna goes for the jugular with new private jet ads

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Cessna are taking on the government with their new ad campaign according to the Wall Street Journal.

Their ads are going to say "Pity the poor executive who blinks," and gets rid of the company jet. "One thing is certain: true visionaries will continue to fly."

According to the WSJ:

Across the industry, new orders for private jets have almost evaporated, and hundreds of existing customers have sought to defer or cancel orders that were placed in higher-flying days. In addition to layoffs, some jet makers have cut production by as much as 56%. Cessna, a unit of Textron Inc., is laying off more than 4,600 people, or roughly a third of its work force, to cope with the sudden drop in demand for private airplanes of all sizes.

Most of this stems back from the time when the Big Three auto makers flew to Washington on their private jets to ask for government money. The backlash has been immense and lots of companies have downsized their jets as a result of the economic climate. Cessna thinks that by branding corporate executives as leaders rather than followers they will increase demand. "Timidity didn't get you this far. Why put it in your business plan now?" Instead of retreating, the company argues, companies should adjust and make sure they are flying the right type of aircraft.

Good luck to them. Here is the ad itself. Here is the microsite.

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Flying tip #6 - The Mayday Call

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Hopefully no-one will ever need to make a genuine mayday call during their flying career and indeed the large majority of pilots never do have to make one.

But if you did, are you aware that there is a right and wrong way to do this? It's the only instant fail part of the Radio Telephony licence under JAR rules so it's worth getting it right and remembering it.

The correct format can be remembered using the mnemonic NAAN IPPA:

MAYDAY, MAYDAY, MAYDAY (yes, three times)
Name of station addressed
Aircraft callsign
Aircraft type
Nature of emergency
Intentions of pilot
Position (or last known psition): flight level/Altitude/Height; heading
Pilot Qualifications (No instrument qualifications: IMC rating etc.)
Any other useful information e.q. persons on board etc.

So as an example if you were Grumman 34 and you had experienced an engine failure you would say:

MAYDAY, MAYDAY, MAYDAY Thruxton Radio this is Grumman 3, a Cessna 150 with total engine failure attempting forced landing at Bourne Park. Last known position 7 miles north of Andover; 1500 feet heading 200 degrees; PPL; 2 POB

The exact same mnemonic can be used for Urgency calls with the prefix 'PAN' (said 3 times). As an example, you are flying a Piper 28 call sign G-ARYI which experiences a rough running engine. You might call:

PAN PAN, PAN PAN, PAN PAN; Southampton Approach this is G-ARYI a PA-28 with a rough running engine, diverting to Thruxton airfield. Present position one mile north of Lymington, alitude 1500 feet heading 340; PPL; three POB.

Remember the ultimate difference between a Mayday and a Pan is that one is a distress call the other is an urgent situation.

Distress: The aircraft is threatened by serious and/or imminent danger and requires immediate assistance

Urgency: A condition concerning the safety of an aircraft or other vehicle, or of some person on board or in sight, but not requiring immediate attention

If you can't raise anyone on your radio use the International Aeronautical Emergency Frequency which is 121.5

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The 747 is 40 years old.

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(This post also appears on The Musings Cafe)

I first had the occasion to fly on a 747 back in 1977. My family had decided to emigrate to Australia and I had to go with them by virtue of the fact that I wasn't old enough to live on my own.

We arrived at Heathrow on a cold December morning to jump onto one of the state-of-the art Boeing 747-200's that Qantas ran. We were, of course, in economy/coach class for the flight which seemed to last for ever. In actual fact it was 8 hours to Bombay, a further 8 hours to Perth and another 4 or so hours to Sydney where we stayed for a couple of days.

I remember walking up and down the twin aisles of the plane amazed that such a huge thing could even move under it's own power let alone fly - and fly for so long. Having said that, this was my first flight and having nothing else to compare it with the bar was set fairly high to begin with.

The highlight of the flight was when I asked one of the cabin crew if I could go up to the cockpit and - somewhere between Bombay and Perth - is was allowed access to the inner sanctum. This was great for two reasons: 1) It was on the upper deck so I would have to climb the stairs and 2) I would have to go through First Class to get there. This was in the days when 747's still had a cocktail bar on the upper deck and not business or economy seating. It was also the time when the stairs to the upper deck were still circular.

I sat with the captain and his flight crew for about 30 minutes asking them about all the controls and getting them to demonstrate whatever they could. The Captain even turned the heading switch on the autopilot so that I could see how the plane turned by itself (Apparently my mother in the economy cabin muttered "I bet that's our Gary doing that...'). For a child it was magical.

I couldn't wait to get back on a plane. Unfortunately it wasn't something I wasn't able to do for a while after that, but I have made up for it since.

And now the 747 is 40 years old.

The initial flight of this 'Jumbo' jet took place in the skies above Everett, Washington 4 decades ago. The plane itself was built in a factory that had not even been completed when the first parts started arriving (and which is still the largest manufacturing building on the face of the planet). It was a plane of superlatives. The largest commercial plane ever built. The longest commercial plane ever built. The quietest plane ever built. With it's new turbofan engines it was smooth, fast and efficient (by those standards) and it even had an upper deck where the pilots sat. Airports had to be redesigned to handle them, new equipment had to be built to tow them and pilots needed additional training to deal with the fact that when the rears wheels touched down they were still over 90 feet off the ground! This thing had twice as many wheels in it's undercarriage as any other plane, for goodness sake.

It was truly the plane that ushered in the era of mass travel. Thanks to it's huge size, capacious cabin, and efficient engines it brought the price of long distance aviation down to the point where some airlines are offering free tickets on flights.

Since that initial flight I have flown many hundreds (almost thousands) of times. I am even now qualified to fly an airplane on my own (but not a 747), but the Jumbo is still my favourite plane and I have a number of special memories of that aircraft:

1) Sitting between the Captain and First Officer on the flight deck as we approached Sydney's Kingsford Smith airport at dusk. We approached over the water. It was light enough to see everything but dark enough that all the lights were on. Fabulous
2) Sitting at the back of a 747 on a return flight from Australia watching an old lady slowly negotiate her way down the aisle to the toilet only for the whole plane to drop suddenly in turbulence as soon as she locked the door and sat down. I swear she must have hit the ceiling
3) Being upgraded to seat A1 on a British Airways 747 shortly after they had recently upgraded all First Class to individual cabins. A fully flat bed, personal service and gourmet food on a 13 hour flight to Hong Kong. Luxury
4) Sitting upstairs in business class on a 747 right behind the cockpit bulkhead. As we stood at the end of the runway the pilot said "Ladies and gentlemen tonight's flight to Cape Town will take a little over 12 hours. Once we start rolling we will be on the runway for about a full minute before we lift off. Enjoy your flight". The plane started rolling. I timed the run. We rolled for exactly 58 seconds before the rear wheels lifted up. I shook my head in disbelief. The olderly lady seated next to me asked why. I told her "I've been flying for many years now and it never ceases to amaze me how 300 tons of metal fuel and cargo can fly. But then again as long as the Captain knows how it all happens we're fine". She looked at me and smiled "Oh, he knows how it all works" she said, "He's my husband"

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File this under "Aviation humour"

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The following is not what I originally intended this site to be used for, but when reading this in my inbox I was forced to laugh out loud.

Who really cares whether these are true or not, they're funny! If you want funny AND true - try Dave Gunsons "What goes up might come down"


The following are accounts of actual exchanges between airline pilots and control towers around the world.


"TWA 2341, for noise abatement turn right 45 Degrees."
"Centre, we are at 35,000 feet. How much noise can we make up here?"
"Sir, have you ever heard the noise a 747 makes when it hits a 727?"

From an unknown aircraft waiting in a very long take-off queue: "I'm f...ing bored!"
Ground Traffic Control: "Last aircraft transmitting, identify yourself immediately!"
Unknown aircraft: "I said I was f...ing bored, not f...ing stupid!"


O'Hare Approach Control to a 747: "United 329 heavy, your traffic is a Fokker, one o'clock, three miles, Eastbound."
United 239: "Approach, I've always wanted to say this... I've got the Little Fokker in sight."

A student became lost during a solo cross-country flight.
While attempting to locate the aircraft on radar, ATC asked, "What was your last known position?"
Student: "When I was number one for take-off."


A DC-10 had come in a little hot and thus had an exceedingly long roll out after touching down.
San Jose Tower Noted: "American 751, make a hard right turn at the end of the runway, if you are able.
If you are not able, take the Guadalupe exit off Highway 101, make a right at the lights and return to the airport."


There's a story about the military pilot calling for a priority landing because his single-engine jet fighter was running "a bit peaked."
Air Traffic Control told the fighter jock that he was number two, behind a B-52 that had one engine shut down.
"Ah," the fighter pilot remarked,
"The dreaded seven-engine approach."


Taxiing down the Tarmac, a DC-10 abruptly stopped, turned around and returned to the gate. After an hour-long wait, it finally took off.
A concerned passenger asked the flight attendant, "What, exactly, was the problem?"
"The pilot was bothered by a noise he heard in the engine," explained the flight attendant. "It took us a while to find a new pilot."


Tower: "Eastern 702, cleared for take-off, contact Departure on frequency 124.7"
Eastern 702: "Tower, Eastern 702 switching to Departure. By the way, after we lifted off we saw some kind of dead animal on the far end of the runway."
Tower: "Continental 635, cleared for take-off behind Eastern 702, contact Departure on frequency 124.7. Did you copy that report from Eastern 702?"
Continental 635: "Continental 635, cleared for take-off, roger; and yes, we copied Eastern... we've already notified our caterers."


One day the pilot of a Cherokee 180 was told by the tower to hold short of the active runway while a DC-8 landed.
The DC-8 landed, rolled out, turned around, and taxied back past the Cherokee.
Some quick-witted comedian in the DC-8 crew got on the radio and said, "What a cute little plane. Did you make it all by yourself?"
The Cherokee pilot, not about to let the insult go by, came back with a real zinger:
"I made it out of DC-8 parts. Another landing like yours and I'll have enough parts for another one."


The German air controllers at Frankfurt Airport are renowned as a short-tempered lot. They not only expect one to know one's gate parking location, but how to get there without any assistance from them.
So it was with some amusement that we (a Pan Am 747) listened to the following exchange between Frankfurt ground control and a British Airways 747, call sign Speedbird 206.
Speedbird 206: "Frankfurt, Speedbird 206 clear of active runway."
Ground: "Speedbird 206. Taxi to gate Alpha One-Seven." The BA 747 pulled onto the main taxiway and slowed to a stop.
Ground: "Speedbird, do you not know where you are going?"
Speedbird 206: "Stand by, Ground, I'm looking up our gate location now."
Ground (with quite arrogant impatience): "Speedbird 206, have you not been to Frankfurt before?"
Speedbird 206 (coolly): "Yes, twice in 1944, but it was dark, and I didn't land."


While taxiing at London's Gatwick Airport, the crew of a US Air flight departing for Ft. Lauderdale made a wrong turn and came nose to nose with a United 727.
An irate female ground controller lashed out at the US Air crew, screaming: "US Air 2771, where the hell are you going?! I told you to turn right onto Charlie taxiway! You turned right on Delta! Stop right there. I know it's difficult for you to tell the difference between C and D, but get it right!"
Continuing her rage to the embarrassed crew, she was now shouting hysterically:
"God! Now you've screwed everything up! It'll take forever to sort this out! You stay right there and don't move till I tell you to! You can expect progressive taxi instructions in about half an hour and I want you to go exactly where I tell you, when I tell you, and how I tell you! You got that, US Air 2771?"
"Yes, ma'am," the humbled crew responded.
Naturally, the ground control communications frequency fell terribly silent after the verbal bashing of US Air 2771.
Nobody wanted to chance engaging the irate ground controller in her current state of mind. Tension in every cockpit out around Gatwick was definitely running high. Just then an unknown pilot broke the silence and keyed his microphone, asking: "Wasn't I married to you once?"

Wind flips plane over on runway - not following the rules...

The BBC has a great little clip of a Cessna being blown over on landing at an airport in Colombia.

Watch the clip here : http://news.bbc.co.uk/1/hi/world/7859807.stm:

It's interesting for two reasons:

1) The fact that you hardly ever see 'little' accidents like this filmed - especially in such close-up detail
2) The weather was, apparently a contributing factor, but you have to ask if such a tailwind existed why was the pilot landing on that runway?

Remember the piloting skill more important than all the others? How about how to walk away from your crosswind landings? And the three most dangerous landing mistakes pilots make? All these may have helped the pilot as he attempted the landing.

One person was slightly hurt in the crash.


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On the subject of aviation (and that is what this site is about), Virgin Atlantic are in the news again for two reasons. Firstly the have been sent a fabulous complaint letter about the food on their Mumbai-London flight and secondly they have the best commercial on TV at the moment. Enjoy! And see how many subtle jokes and references you can spot.

The Piloting Skill More Important Than All Others

The Piloting Skill More Important Than All Others
By Doug Daniel



This is the one skill that makes the difference between good pilots and so-so pilots. It applies to visual flying and instrument flying, to gliders, land planes and seaplanes, to single engine planes and multi-engine planes, to jets and props. Often referred to as attitude flying, it is really taking charge, deciding what you want to do and doing it.

You must hold the airplane in what ever attitude you choose. For example, the secret to a three-point landing is to put the airplane in a three point landing attitude just above the runway at the right airspeed and hold it in that attitude until it lands. Don't put it in the three-point attitude then let the nose drop. Hold it in the attitude. Be in command.

The secret to successful instrument approaches is to decide what heading, altitude or rate of descent, and airspeed to fly then to take command and fly. Don't chase the needle; don't let the heading wander; and don't drift off altitude; just take charge and fly.

The secret to successful crosswind landings is to align your fuselage parallel to the runway with your rudder pedals, control your airspeed with your elevator controls, and keep your airplane exactly over the center line of the runway with your aileron controls. You cannot do this by letting your nose weave aimlessly, by letting the airplane drift around, or by letting the nose pitch up or down. You must be in command. You must know exactly how you want your airplane oriented in space then you must put it there.

As the airspeed changes and as the wind gusts, your control input must change accordingly. Put that behind you. Don't even think about it. Just think about the airplane's attitude compared with what it should be. When the airplane so much as twitches out of place, put it back where it belongs. You must do whatever it takes to keep the airplane in the attitude you need.

You cannot control an airplane's attitude if you are not continuously aware of its attitude. Sounds straightforward, doesn't it? But this is the reason that some pilots seem to be passengers rather than pilots. They don't yet have that sense of situational awareness that all good pilots possess. How then to have situational awareness?

Think about the airplane's attitude more than any other parameter. When flying visually, spend most of your time mentally out of the airplane. Don't be a casual observer. Don't say, "Oh, the horizon is slowing dropping. Isn't that interesting?" Think of the world as staying still and of the airplane's attitude as changing. As soon as the nose starts up, bring it back down. Certainly you want to tweak the trim so you don't need to concentrate, but put the pitch attitude where is should be. That is your task. Be in charge.

The same advice is valid for instrument flying. You can still be mentally out of the airplane even if there is nothing to see when you look out the window. The attitude indicator and every other flight instrument tell you something about your airplane's attitude.

Whether in the clouds or clear sky, you must maintain a mental picture of your airplane in space.

Know what your airplane's altitude should be; always know what your airplane's altitude is; and make them the same.

----------------------------------
Doug Daniel is a long time pilot, flight instructor, software engineering manager and author. His department developed the software for the out-the-window-displays for the space shuttle, F-117, RS-71 and numerous other exotic aircraft simulators. His writing focuses on flying techniques designed to make flying easier and safer. If this was interesting, visit his website at http://www.FlyingSecretsRevealed.com/flying_questions.

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Is Flying For Everyone?

By Harry Cameron

As we at the beginning of a new year again a lot of people will want to do their private pilot license. Obviously there are many reasons for wanting to fly varying from achieving a long term goal, a life long dream, the start of a new career or maybe simply to be able to say:"I can fly". Whatever the reasons are I often get asked by a new student "do you think I'll be able to fly".

Maybe firstly we must ask ourselves what does it take from an individual in order to fly an airplane or helicopter for that matter? A certain amount of co-ordination comes to mind. In my opinion most people has what it takes although some has to practice and exercise this particular skill. Discipline I think plays an important roll as flying involves quite a bit of responsibility in some way or the other. My personal favorite is of course a person's attitude. The willingness to study, the way an individual handles criticism and the ability to handle stress but to name a few. These are just some qualities amongst hundreds.

I think every student should and can answer the question: "will I be able to fly?" for themselves. For some it might take longer than the minimum requirement but determination and will pull them through. Many a time students has told me that flying is not for them and I take my hat off to a person that can realize their own lack of ability or whatever reason they base their decision on. Your personal motive for wanting to fly plays a very important roll. So I personally think that it's not a simple black and white answer to be made by an instructor but rather a combined decision.

I think that in the beginning students base their abilities solely on the "stick and throttle" aspects of flying, rightly so because that's all they know but I often tell students that a good stick and throttle pilot is not necessarily the best pilot and that they must consider their other strengths as well when they make a decision whether to continue flying or not. In a lot of cases all it takes is a bit of a mindset change.

I personally think that almost any person can be taught to fly but I think the real question should be whether any person can be a safe pilot not necessarily the world's greatest pilot, and that's maybe where the instructor or flight school for that matter plays a very important role.

If ever you face the decision to quit flying or not maybe think what is your motive for flying, ask yourself whether you enjoy it or not, can you financially afford it to carry on longer if need be, do you need to change your attitude?

http://www.harry-helicopter-training-syllabus.com

http://www.askharryhelicopter.com

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