Fly With Skip

Great lunch spot...

Very good Brisket....

This made my Day.... Thank you Bill Farrell

Those of you that know me. I put all I have into teaching ANY of you and Still after 45 Years I Love what I do. ...🛩✈️

GREAT CLASS for Aviation Study Group at FMY Base ops. Good Group of Pilots.
Thank you ALL for attending.

See you March 14 th Mark your calendars.

Skip

Great Aviation Study Group at Page Field Base Ops.

This Great group of Aviation Enthusiasts have been meeting over 10 Years in the Conference Room upstairs.

Once a month every month. Alternating between IFR one month then VFR the next.

Next meeting is December 13th at 9 AM.
We meet for about 2 hours and go over a Pilot Workshop Scenario.

Send me your email if you would like to attend and get a reminder.

Keep the dirty side down.

Pilots Often Make the Wrong Decision After Encountering Icing Conditions

Last week, a Piper PA-23-250 Aztec carrying a certificated pilot, his CFI daughter, and a non-pilot daughter was cruising at 13,500 feet near Polson Airport in Montana. The outside air temperature (OAT) would have been approximately -8°C as the aircraft entered an area of light precipitation determined from ADS-B data and radar returns. This would have immediately alerted both pilots that structural icing and engine induction icing was likely if they continued along their route.

The pilot continued — possibly setting up one of the most common and deadly scenarios in aviation: a stall/spin accident known as loss of control.

Minutes later, ADS-B data showed the Aztec slowing, possibly due to increasing drag and weight from ice accumulation, and reduced thrust or engine failure from induction icing. The aircraft began a controlled descent toward 9,000 feet and then executed a 270-degree turn appearing to stall and spin just above the terrain. Tragically, all aboard were fatally injured.

Takeaway: while we may never know the exact cause of this tragic event, the FAA Pilots Handbook of Aeronautical Knowledge does remind us to avoid areas of precipitation whenever the OAT is at or below 0°C, as structural icing and induction icing can develop rapidly. The proper action upon encountering potential icing conditions is a 180-degree turn to exit immediately.

The NTSB is currently investigating this accident. A final report should be published in approximately two years.

Fly safe, friends. ✈️

A student pilot in Tampa is being hailed as a hero in training after keeping his cool during a terrifying emergency. Moments after reporting to air traffic control that his engine had failed, the young aviator calmly said the words no pilot ever wants to say: “I’m going into the water.” Seconds later, his small plane splashed down in Tampa Bay. But instead of panicking, he climbed out of the sinking aircraft and began swimming toward shore.

As controllers scrambled to alert rescuers, another nearby pilot spotted him treading water and relayed his exact location. “He’s out of the plane, waving at me, swimming,” the pilot radioed. The Coast Guard rushed in and pulled the student to safety, wet, exhausted, but alive. Though this incident happened exactly one year ago today, it’s still making waves across the internet, with people everywhere praising his calmness and courage under pressure, the kind of composure that defines a future great pilot.

*** Preliminary Report ***

On September 3, 2025, about 1135 eastern daylight time, a Piper PA-44-180, N477BG, was substantially damaged when it was involved in an accident near Bowling Green, Ohio. The private pilot and the designated pilot examiner (DPE) received minor injuries.

According to the private pilot, who was undergoing a checkride for a private pilot airplane multi-engine land rating, the flight departed from Wood County Airport (1G0), Bowling Green, Ohio, without any anomalies. During the checkride, the pilot reported that while at altitude, the right engine was manually shut down to perform single-engine operations. After completing the single-engine maneuvers at altitude, the private pilot reported that the DPE initiated the procedure to restart the engine. The DPE then stated that he believed the engine had restarted because of the increase in manifold pressure indicated on the engine instrument gauges. Both pilots reported that the right engine was not brought back up to full power to ensure the engine was capable of normal operation after the in-flight shutdown.

The private pilot reported that they continued the checkride and began an approach back to 1G0 while the DPE controlled the right engine to simulate single engine operations. The private pilot asked the DPE if, in the event of a go-around, he would be able to use both engines, and the DPE confirmed that he could use both engines for a go-around. While on final approach to land at 1G0, the private pilot reported that his approach was unstable and that he decided to execute a go-around. The private pilot advanced both throttles to full power; however, only the left engine responded, and the airplane yawed to the right. The DPE then took control of the airplane, where he reported that he retracted the landing gear and flaps, and then feathered the right propeller. The DPE stated that the airplane was unable to climb, and it continued to descend. The DPE turned the airplane to the right toward a field, and during the turn, the airplane impacted the field.

A postaccident examination of the airplane by a Federal Aviation Administration inspector revealed that the airplane sustained substantial damage to both wings and the fuselage.

The wreckage was retained for further examination.

Two commercial pilots flying a Cherokee ran out of fuel and crashed in Georgia after missing a loose fuel cap and failing to monitor fuel balance. Both survived, but the NTSB cited poor preflight, weak communication, and unclear cockpit roles as key factors. The lesson: two pilots don’t always equal double safety without clear crew resource management. Link to full story available in the comments area.

This is terrible....AVOID THUNDERSTORMS BY at least 20 miles... more if you can.