If there’s no forecast for airframe ice, does that imply it is safe and legal to fly through visible moisture when the temperature is below 0 degrees Celsius?
But even the most ardent autopilot supporter has to admit they have limitations. And in some critical situations, like the accidents described above, autopilots essentially throw up their hands and say to the pilots, “your airplane!” There is no warning that the autopilot may be about to shut off and no in-between state: it’s there one second and gone the next.
The bad news we all have to face at some point is that, if you fly for transportation, you’re going to have to deal with thunderstorms.
Flying into Oshkosh is different from flying we do the rest of the year.
Often, pilots and instructors have differing expectations about what a flight review should—and shouldn’t—include, how much time it should take, and, of course, what the event will cost.
What happened? How can two airports so close together both reporting and forecasting good VFR have unexpected IFR conditions in between?
Wind shear is still out there. Let us hope we have learned enough lessons the hard way to avoid future smoke and flames FAA action.