Magazine Articles

Human Factors

Eddie sez:

My bottom line is "spreading the word" and there are a few magazines out there that give me that privilege.

Business & Commercial Aviation Magazine, in particular, has a lot of good operational content and I collect a lot of their articles from other writers. I think they are the finest aviation magazine for pilots out there and I can't recommend them enough.

I get a lot of requests to reprint these articles and the rules from Business & Commercial Aviation Magazine are you can do that, but you cannot alter the copy and must include the following: "Reprinted with permission. Copyright Penton Media, BCA magazine, 2019." (Please let me know too!)


What follows is a Chronological table with links to an Alphabetical list with article descriptions.

Last revision:


Chronological table

These are the B&CA articles only. There are several from other magazines included in the alphabetical listing.

  1. May 2014 B&CA — Stabilized Approaches
  2. July 2014 B&CA — Continuous Descent Final Approach
  3. September 2014 B&CA — Contaminated Runways
  4. October 2014 B&CA — Countering Complacency
  5. November 2014 B&CA — Aircraft Performance: Certification versus the Real World
  6. December 2014 B&CA — Cabin Fire Battle Plan
  7. January 2015 B&CA — Saying Yes to Portable Electronic Devices
  8. February 2015 B&CA — Circling Approach Survival Guide
  9. March 2015 B&CA — Landing Assured, Departure Not
  10. April 2015 B&CA — Personalized Fuel Minimums
  11. May 2015 B&CA — Keeping Cool Through Upset
  12. June 2015 B&CA — Cross With Care
  13. August 2015 B&CA — Windshear: Has it been tamed?
  14. September 2015 B&CA — Absolute Discretion
  15. November 2015 B&CA — Intuitive Decision-Making
  16. December 2015 B&CA — Slow Onset Hypoxia"
  17. January 2016 B&CA — Left Seat, The First Time
  18. March 2016 B&CA — Going the Distance
  19. April 2016 B&CA — Lessons From Bedford
  20. May 2016 B&CA — Departure Obstacles
  21. June 2016 B&CA — Paid to Say No
  22. August 2016 B&CA — Pre-Accident Investigator
  23. September 2016 B&CA — Automation Resource Management
  24. October 2016 B&CA — Assumed Safety
  25. November 2016 B&CA — Maintenance Malpractice
  26. December 2016 B&CA — Safety, Comfort, Reliability
  27. January 2017 B&CA — Normalization of Deviance
  28. February 2017 B&CA — Aviation Guru
  29. March 2017 B&CA — Fixing Problem Pilots
  30. April 2017 B&CA — Big Sky Redefined
  31. May 2017 B&CA — Approach Impossible
  32. June 2017 B&CA — When Pilots Become Passengers
  33. July 2017 B&CA — Now Hiring
  34. July 2017 B&CA — Pointing and Calling
  35. September 2017 B&CA — Teterboro Non-circling, Circling Approach
  36. October 2017 B&CA — Pilot Error: A How-To Guide
  37. November 2017 B&CA — A New Standards Captain
  38. December 2017 B&CA — Immediate Action
  39. January 2018 B&CA — Wrong Airport
  40. February 2018 B&CA — Under Control
  41. February 2018 B&CA — Foreign Destination USA
  42. March 2018 B&CA — Normalization of Compliance
  43. April 2018 B&CA — Checklist Discipline
  44. May 2018 B&CA — Professionalism and Safety
  45. June 2018 B&CA — Reading Minds
  46. July 2018 B&CA — The Great Escape
  47. August 2018 B&CA — Paper or Digital?
  48. September 2018 B&CA — Top Gun Debrief
  49. October 2018 B&CA — Beating Murpy's Law
  50. November 2018 B&CA — Handling Wet and Contaminated Runways
  51. December 2018 B&CA — Premeditated Stupidity
  52. January 2019 B&CA — Checking Your Angst
  53. February 2019 B&CA — Paranoid Pilot's Club
  54. March 2019 B&CA — Dodging the Golden BB
  55. April 2019 B&CA — Bad Ideas
  56. May 2019 B&CA — Staying on Glidepath
  57. June 2019 B&CA — Rejected Takeoff Authority
  58. July 2019 B&CA — Sidestepping Operational Complacency
  59. August 2019 B&CA — Stick and Rudder vs. Digital Dependence
  60. September 2019 B&CA — My Gulfstream G500 Initial
  61. November 2019 B&CA — Connected Cockpit
  62. December 2019 B&CA — Squawk This!
  63. January 2020 B&CA — Dual Qualified
  64. February 2020 B&CA — False Favorites
  65. February 2020 B&CA — There I was
  66. March 2020 B&CA — Three Fundamentals for When Things Go Wrong
  67. April 2020 B&CA — Oceanic Fuel Planning
  68. May 2020 B&CA — The Organization Failed
  69. June 2020 B&CA — Smoke Signals
  70. August 2020 B&CA — The Human / Engine Interface
  71. September 2020 B&CA — Mentoring Leadership
  72. October 2020 B&CA — Stable by Design

Alphabetical list with article descriptions

"A New Standards Captain" (November 2017, B&CA)

I've always aspired to become the top instructor in any squadron, flight department, or other group of pilots. But quite often I had to take another path as a standards captain. The title varied: check airman, flight examiner, or standardization/evaluation pilot. But in each case I learned that being a standards captain didn't mean the instruction had to stop. In many ways, a standards captain is the top instructor.

"Absolute Discretion" (September 2015, B&CA)

I spoke at the annual Pilatus Owner's and Pilot's Association meeting in 2015 and was alarmed by all the stories of FAA violations against these single pilot operators. That got me interested in to figuring out just who was on whose side and how much good those NASA ASRS forms really do.

"Aircraft Performance: Certification versus the Real World" (November 2014 B&CA)

What does a "demonstrated crosswind" really mean? How about V1? This and many other items of performance are decoded here.

"Assumed Safety" (October 2016, B&CA)

We often used the term "assumed risk" in Air Force safety circles to describe the fact we, as pilots, assume a level of risk everytime we fly. I've explored that here, using the friendlier term "assumed safety" because our passengers are making that assumption.

"Approach Impossible" (May 2017 B&CA)

Just because an approach plate says "TERPS" or "PANSOPS" on it doesn't mean you can fly it to minimums. Sometimes that approach will be impractical, improbable, or even impossible.

"Automation Resource Management" (September 2016, B&CA)

I think we should treat our cockpit automation as fairly competent, but imperfect, student pilots. Trust but verify.

"Aviation Guru" (February 2017, B&CA)

The pilot shortage is real and that means a generation of aviation gurus are too busy to mentor. We need to fix that.

"Bad Ideas" (April 2019, B&CA)

There is no shortage of bad ideas out there, but the ones that concern me are old sayings that have a history of being wrong yet are still embraced by some pilots. Let’s look at a few.

"Beating Murphy's Law" (October 2018, B&CA)

In military circles you probably heard, "Murphy was a grunt." That isn't true, he was an Air Force engineer. But much of what you heard about Murphy's Law is wrong, including how it is phrased. Looking at the law's origins can help us to fly more safely. I think we aviators are better off rephrasing the law this way: "If something unsafe can happen, it is up to us to be ready for it in case it does happen.”

"Becoming the Old Man" (August 2014 Airways Magazine)

The editor at Airways Magazine heard about me and asked for an article on whatever I chose. This is the story of my first domestic flight as the PIC on an EC-135J (Boeing 707).

"Better International Trip Planning, A White Paper" (2016 Jeppesen-Sanderson)

I was asked to do this for Jeppesen and was happy to see it widely disseminated.

"Big Sky Redefined" (April 2017 B&CA)

This is something we in the USAF grew up with where the two airplanes involved were both F-4 Phantom IIs "beak to beak" with a closure speed of 900 knots. Pretty scary stuff. I tamed this down to a GV at 200 knots and a Cessna 172 at 100 knots and guess what? It is still pretty scary.

"Checklist Discipline" (April 2018 B&CA)

The full title of this article is "Checklist Discipline: Against the Flow." Can you guess where I stand on the issue of flowing a checklist or doing it by following the "Challenge-Do-Verify" procedure? Well here is why I feel so strongly about this.

"Cabin Fire Battle Plan" (December 2014 B&CA)

I've heard from early on you have 8 minutes to fight a cabin fire before it is no longer controllable, and you have to get the airplane on the ground in 15 minutes or less if you want to do so under you own terms. This article explores both of those ideas.

"Checking Your Angst" (January 2019 B&CA)

Do you get nervous before a check ride? It’s only natural. Have you ever made a mistake early during a check ride and then had to worry about it as you tried to concentrate during the rest of the flight? That’s a natural reaction, too. But dealing with nerves before and during a check ride is a skill you can master.

"Circling Approach Survival Guide" (February 2015 B&CA)

If you find yourself circling at minimums, especially on an older style TERPS approach, the odds are stacked against you.

"Command Decisions" (November 2014 Airways Magazine)

This is the "I'm blind" story I've told in public a few times. The editor really wanted it in print, so here it is.

"Connected Cockpit" (December 2019 B&CA)

Is having Internet access in the cockpit useful? Absolutely. Does it make flight operations safer? Without a doubt. Can it be a distraction to the point of jeopardizing safety? Yes. A good Standard Operating Procedure is vital if you want to avoid the pitfalls.

"Contaminated Runways" (September 2014 B&CA)

Our manuals aren't very friendly on the topic of contaminated runways, but there are things we can do to demystify how the snow and ice impact our landing distances.

"Continuous Descent Final Approaches" (July 2014 B&CA)

I've had more than a few readers dispute the contention that "dive and drive" is dangerous. I wrote this article hoping to put an end to that idea.

"Cross With Care" (June 2015 B&CA)

I continue to see Gulfstream pilots who insist the "wing low" method is how we deal with crosswinds. But the "crab" method is wrong. Chances are, if you are flying a business jet, you may need to revise your crosswind landing technique.

"Countering Complacency" (October 2014 B&CA)

When we get comfortable in an airplane or operation, we tend to let our guards down and can become undisciplined and sloppy. There is a way to prevent this.

"Departure Obstacles" (May 2016 B&CA)

I'm told there is too much math in this article and I suppose that may be true. But if you use obstacle analysis software, you need to read this to understand the risks you are assuming.

"Dodging the Golden BB" (Mar 2019 B&CA)

There is a theory in military aviation that enemy flak, anti-aircraft rounds, or even missiles don’t matter because only one is meant for you. And if it was your time to go, the “Golden BB” bearing your name was going to get you no matter what action you try to avoid it. My theory is a little different. I do believe there are Golden BBs out there, but they don’t bear anyone’s name. Rather they adhere to a first come, first served policy. Your job as a professional pilot is to learn how to dodge them. And after you do, it is your duty to teach others the lessons you have learned.

"Dual Qualified" (June 2020 B&CA)

Some pilots don't see a problem with maintaining qualification in more than one aircraft type, others say it is a recipe for making mistakes. I'm not sure how one keeps proficient in two or more types of aircraft but sometimes the job dictates it so you have to do the best you can. Here are a few pointers on how to do just that.

"False Favorites" (Feb 2020 B&CA)

The flying public has a lot of misconceptions about aviation in general and how we do our jobs in specific. It is even worse when pilots of any kind have some of these same misconceptions. Most professional pilots know better, but it may be worthwhile to have a good understanding of the reason the misunderstanding exist. That way you can better explain it when one of your passengers ask.

"Fixing Problem Pilots" (Mar 2017 B&CA)

How did the pilots of case_study_, slip through the SMS audit process and pass so many recurrent checkrides when they were guilty of, as the NTSB put it, "habitual, intentional non-compliance," and (in my view) worse? More importantly, how can we fix such pilots?

Foreign Destination USA (February 2018 B&CA)

If you are not a U.S. pilot, how do you prepare for your first flight to the USA? Well, it is just like what we do when flying to your country. You look for the AIP. You read through the Jepps. And then you call a friend who has been there before. Here are a few hints from us. The U.S. is a friendly foreign destination, but there are a few things you should know that you can't find out reading an AIP.

"Going the Distance" (March 2016 B&CA)

Getting the most miles or time from a drop of fuel, the techniques depend on what kind of wing and engines you have.

"Handling Wet and Contaminated Runways" (November 2018 B&CA)

The new Runway Condition Assessment Matrix gives us three numbers, such as "5/5/5" and from that we are supposed to be able to use to assess our stopping capability. But is it really a precise number? Your manuals probably do not translate those runway condition codes into distances. But even if your books understand these RCCs, you need a healthy dose of skepticism if you want to stop your airplane on the available pavement.

"Immediate Action!" (December 2017 B&CA)

Not every aircraft has AFM Immediate Actions; but even many that do could be improved. In either case, how do you commit these things to memory? You might consider taking a page from an old Air Force trick.

"Intuitive Decision-Making" (Nov 2015 B&CA)

I don't have a "touchy feely" education but this article seemed to have struck a nerve. I got calls from industry and academia alike about this one.

"I've Never Been So Scared" (July 2017 Airways Magazine)

Talking about fear in the cockpit was something that was verboten in my Air Force flying and perhaps that instilled in us a kind of fearlessness, the idea that you deal with problems as they come and dwell on the emotions later (if at all). So when I hear someone say they were scared it gets my attention.

"Keeping Cool Through Upset" (May 2015 B&CA)

When I found out the other pilots in my flight department didn't have a lot of zero-G experience, I sent everyone (including me) to upset training. This article dives into that subject.

"Landing Assured, Departure Not" (March 2015, B&CA)

I had always wanted to do an article about pavement strength (PCN/ACN) and here it is. The editors usually choose very good titles, but this one can be misleading.

"Lessons from Bedford" (April 2016, B&CA)

It took me a year to write this and while I was working on it another writer came up with an article that covered "what happened." My article covers more about "why it happened" and "how to prevent it from happing again." That resulted in his article becoming "Part 1" and mine "Part 2." But they both stand on their own.

"Left Seat, The First Time" (January 2016, B&CA)

I've always thought that most business jet instructors just assume the skills needed in the left seat just happen, we get them by osmosis. I wanted to put into writing many of the techniques.

"Maintenance Malpractice" (November 2016, B&CA)

It has always bugged me that we don't have minimum duty rest or maximum duty day limits for mechanics. And that's not all the ails us when it comes to maintaining our airplanes.

"Mentoring Leadership" (October 2020, B&CA)

Leadership is the subject of countless books, courses, and even entire schools. But it is something few really learn well. With that background in mind, a list of questions takes form: Are great leaders made or born? Can leadership be taught? Does good “followership” pave the way for good leadership? I contend that leadership lessons are best learned “under fire” and that you cannot really appreciate the lessons unless you have the risk of failure. And a good leadership mentor can provide you with the opportunity to fail, which translates into the opportunity to succeed as a leader.

"My Gulfstream G500 Initial" (September 2019, B&CA)

My first impression of the G500's cockpit was that it was futuristic and a work of art. The more I heard about the airplane the more I wanted to get my hands on one to fly. I got my wish and will soon take delivery. The next question was could the training rise to the challenge of the jet? The answer was a resounding yes.

"Normalization of Compliance" (March 2018, B&CA)

The "Normalization of Deviance" became a vogue term after the May 2014 crash of Gulfstream GIV N121JM. In fact, I wrote about it in 2017. But after three years what has changed? I think it is time to rethink the problem so as to make compliance the norm.

"Normalization of Deviance" (January 2017, B&CA)

I've always called this the "Good Pilots Gone Bad" phenomenom. Whatever you call it, it is a real problem we need to be on guard against.

"Oceanic Fuel Planning" (July 2017, B&CA)

Is fuel planning for an oceanic trip just another mudane task you cede to your flight-planning service or does it force you into a more primal stage of pilotage in which the details require extra scrutiny? I believe a more experienced international pilot will excercise more caution, not less, than a novice.

"Now Hiring" (July 2017, B&CA)

I've been hiring pilots for decades and usually the philosophy is to the hire the best person available. Now I am in an organization that says hire the best, and if you can't don't hire at all. So it has taken a while. Along the way there have been lessons learned.

"Paid to Say No" (June 2016 B&CA)

Saying "No" to the person signing your paycheck can be difficult. But using a few examples I hope to provide a few techniques on just how to do that.

"Paper or Digital?" (August 2018 B&CA)

Paper in the cockpit has been a fact of life almost from the beginning, especially when flying internationally. Those days are over for many of us, especially if you know the rules and have the right tools.

"Paranoid Pilots Club" (February 2019 B&CA)

When it comes to aviation, I can be paranoid about a great many things. I am paranoid about fuel, pressurization, gear pins, the list goes on and on. But this paranoia has served me well over the years. Here are a few techniques to help you capitalize on your membership in the Parnoid Pilots Club.

"Personalized Fuel Minimums" (April 2015 B&CA)

Regulatory fuel minimums will hardly get you from your destination to alternate, much less allow for traffic delays or holds. You need to raise those quite a bit.

"Pilot Error: A How-To Guide" (October 2017 B&CA)

Not all pilot errors are created equal; some are critical and others less so. Understanding the difference will allow you to place your focus where it needs to be and to learn. Admitting to a pilot error in front of your peers and those who look up to you is hard word. But the more often you do that, the less often you will have to.

"Pointing and Calling" (July 2017 B&CA)

The Central Japan Railway Company System, the Shinkansen, has carried over 20 billion passengers since 1964 without a single fatality or injury. And they've done that in one of the most densely populated countries in the world. How is that possible? Some credit belongs to their "Shisa Kanko" method, Pointing and Calling. It is a technique that can pay dividends in your cockpit.

"Pre-Accident Investigator" (August 2016 B&CA)

I've always thought investigating an operation before the crash could prevent the crash.

"Premeditated Stupidity" (December 2018 B&CA)

As a unique demographic, it seems we pilots never run out of ways of to be, well, stupid. (Me too.) I think the best way to learn how to avoid that is to examine the actions of others who clearly did not.

"Professionalism and Safety" (May 2018 B&CA)

What defines professionalism among pilots? Dr. Atul Gawande describes professionalism using three terms: selflessness, skill, and trustworthiness. When describing pilots, he adds a fourth: discipline. We would do well to examiner ourselves under a microscope with a filter for those characteristics. You can also apply them to any accident where pilot error was implicated. For example, the May 15, 2017 crash of Learjet N452DA.

"Reading Minds" (May 2018 B&CA)

Have you ever found yourself in the cockpit wishing you could read the other pilot's mind or struggling to find the right words to let the other pilot know what you need? No, I haven't found the magic required to read minds. But I do think there is a way we can all facilitate cockpit communications to a point where it seems we can read each other's minds. And that is a good thing.

"Rejected Takeoff Authority" (June 2019 B&CA)

Is dividing the captain's command authority ever a good idea? The margin of error during a high speed abort can be pretty thin and having a well-trained first officer can be a life saver. Or, alternativley, it could introduce a level of confusion in the cockpit. The answer, as with many things in aviation is: it depends.

"Safety, Comfort, Reliability" (December 2016 B&CA)

The informal motto of the 89th Airlift Wing was once "safety, comfort, reliability." (It has since changed slightly.) But that motto was often corrupted. Here is how I would change it and how I would apply it to our civilian flight operations.

"Saying Yes to Portable Electronic Devices" (January 2015 B&CA)

If you turn a blind eye towards your passengers when they operate their PEDs, perhaps you should read up on the greater flexibility given to us in the last few years.

"She's Got Legs" (Dec 2015 Airways)

Airways Magazine features airliners and really wanted another article about a Boeing 747. So I gave them an article about three.

"Sidestepping Operational Complacency" (Jul 2019 B&CA)

Like most people my age, I can re-call exactly where I was on Jan. 28, 1986, when I heard the news that the space shuttle Challenger had exploded and broken apart just 73 sec. after liftoff, killing all seven crewmembers. The investigation revealed that NASA had succumed to operational complacency. In the five years I flew my own Challenger (a CL-604) I found myself giving into the operational complacency that seems to be inevitable. Thankfully I've learned how to sidestep that complacency. Here are a few tricks on how to do that.

"Slow Onset Hypoxia" (Dec 2015 B&CA)

How many airplanes have been lost due to a rapid depressurization? None, that I know of. How many due to a failure to pressurize? At least five.

"Smoke Signals" (June 2020 B&CA)

Any flight operation that is in danger of courting disaster will more than likely exhibit a few signals that can be read ahead of time and, more importantly, corrected.

"Squawk This!" (December 2019 B&CA)

A poorly written maintenance write up can not only force a mechanic to guess at what ails the airplane, but can lead him or her down the wrong path. The mechanic can be certain the problem is fixed, leading the pilots to a false level of confidence. This can be disastrous. The lesson here, of course, is to put some thought into those maintenance squawks.

"Stable by Design" (August 2019 B&CA)

If you extend your landing gear at glide slope intercept and want to be stable no later than 1,000' AGL, how much time do you have to complete your Before Landing Checklist? Is that enough time? Does that leave enough time for the pilot monitoring to actually monitor? Perhaps we can improve our odds.

"Stabilized Approaches" (May 2014 B&CA)

Ever since "stabilized approach criteria" became fashionable I thought the rules were unworkable. My flight department tried to build a better mousetrap.

"Staying on Glidepath" (May 2019 B&CA)

The dirty little secret about the duck under is that it works. You can aim for brick one and flare so your wheels actually make the runway. And it almost always works. Almost. The other secret is that your eyes normalize the picture of below glide path. That can bite you.

Strategic Lateral Offset (March 2014 B&CA)

This is an article by B&CA writer David Esler who contacted the FAA for a better understanding of the Strategic Lateral Offset Procedure. They referred him to me and he pointed me out to the editor. And thus began my stint as a magazine writer. (Thanks Dave!)

"Stick and Rudder vs. Digital Dependence" (August 2019 B&CA)

There appear to be two kinds of pilots in accident reports that involve a stick and rudder problem: those who prefer to handfly and those who do not. Ignoring the automation during a night flight into a busy airport is a recipe for disaster. We owe it to ourselves to keep proficient, and practicing in the airplane is invaluable. But there is a right and wrong time to do that. And, more importantly, there is a right and wrong way to practice.

Teterboro Non-circling, Circling Approach (September 2017 B&CA)

When is a circling approach not a "circling approach?" More importantly, when can attempting to fly within an instrument approach's stated visibility minimums be a bad idea? The answer has to do with your understanding about what air traffic control means when directing you to circle. And this distinction is about as important as it gets at Teterboro Airport, NJ (KTEB). I elected to divert on May 15, 2017 because I was uncomfortable with having to circle from Runway 6 to Runway 1 with an overshooting wind. Another aircraft crashed later that day attempting to do just that. The non-circle, circling approach is a skill unto itself. Let's learn how to do it properly.

The Great Escape (July 2018 B&CA)

Diverting from an oceanic track to an alternate requires a plan; you cannot escape a track by simply pointing the nose to your alternate, especially if you need to descend. Following most oceanic driftdown procedures requires you do that to maximize fuel, but risks a midair collision. But if you follow the diversion plan specified in ICAO Doc 4444, you will end up using more fuel than you might have. What to do? There is a solution.

The Human / Engine Interface (August 2020 B&CA)

Auto throttles make our lives as pilots easier and that usually means safer. But many of us get to the point we stop thinking about them and when something out of the ordinary happens, things can go badly very quickly. Forturnately, there is an easy solution.

The Organization Failed (May 2020 B&CA)

The most important lesson in an aircraft accident investigation is that you've not gotten to the bottom of things until you can point to someone involved who failed. Spoiler alert: that someone isn't always the pilot. In fact, it rarely is.

There I Was (February 2020 B&CA)

We pilots like to tell stories about things that happened to us as a way of (1) entertaining our friends, (2) showing how brave we are, and, perhaps, (3) helping our fellow pilots to avoid a similar situation. Many pilots look upon their past mistakes as “dirty laundry” and the less said about it the better. I think we would all benefit from airing some of that laundry. Learning from your mistake can help others avoid a similar fate. A "there I was story" actually saved my life.

Three Fundamentals for When Things Go Wrong (March 2020 B&CA)

Having witnessed a fair amount of panic in cockpits over the years, I know that dealing with it is something that cannot be trained by simply listening to a lecture, reading an article or practicing in a full-motion simulator. I think the best way to learn is to either experience it or to live it through a well told story. Through the years I've realized three fundamentals for when things go wrong: (1) don’t get busy, (2) don’t get smart and (3) do things for a reason.

Top Gun Debrief (September 2018 B&CA)

We non-fighter pilots can learn a great deal from the graduates of the Navy's Fighter Weapons School ("Top Gun") that will yield great dividends to our lives flying passengers from Point A to Point B. The key is to learn how to debrief every flight to maximize the lessons learned.

Under Control (February 2018 B&CA)

If you suffer an aircraft upset or some kind of mechanical malfunction that impacts the aircraft's controllability, how confident are you that the aircraft will remain controllable as you configure and slow for landing? Perhaps you should take a page from military aviation and execute a controllability check first. Here are a few hints on how to do that.

"When Pilots Become Passengers" (June 2017 B&CA)

The first rule of aviation is "Fly the Airplane!" You should never forget your basic flight duties, never cede control of the aircraft to someone not in one of your pilot seats, and never let CRM takeover.

"Wrong Airport" (January 2018 B&CA)

Landing at the wrong airport is not only embarrassing, it can be dangerous.

"Windshear: Has it been tamed?" (August 2015 B&CA)

Windshear is no longer the mystery it once was; technology helps us to forecast and detect it. But it remains a fundamental truism in aviation: the best plan is to avoid it in the first place.

Brick One?

Don't you just hate it when old Air Force pilots talk in jargon as if everyone has the same set of experiences? I try very hard to avoid that but it has been pointed out I failed with regards to "brick one."

"Brick One" refers to the very first inch of pavement on a runway. I don't know where that comes from, other than I heard it a lot in the Air Force.