Three Interesting Aviation Videos

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No larger point, but each is interesting:

1) Earlier this month a big Air Force C-17 cargo plane landed, by mistake, at a little commuter airport near Tampa instead of at its real destination, MacDill Air Force Base. Here's a brief video of how it looked coming in:



How could this happen? Main reason is that the runway layout and orientation of the Peter O. Knight airport (KTPF, info here) can look similar to those at MacDill, if you're approaching from the northeast. Via Google Earth, here is the view of the Peter O. Knight airport:


McDill.png


And here, a little farther along on the same heading, is MacDill [correction OOPS. Original version of this post had wrong airport pictures, illustrating the problem...]

MacDill2.png

Of course, the main runway at McDill is more than three times as long as the one at Peter O Knight, but these things can be hard to judge from the air. (When you see a "short" runway, you have to decide whether it's actually short -- or whether it seems that way because you are high up and far away.*) Fortunately, the C-17 is designed for short-runway operations, and it managed to take off again.

2) Speaking of a spillover between military and civilian aviation, have you ever wondered how an "overhead approach" looks from inside an airplane? Probably not, but I have -- and here is why. In normal, civilian-aviation flying, your preparation for a landing is a steady and predictable process of slowing down, and descending, as you near the airport. This is usually referred to as "flying the pattern."

The "overhead approach," or overhead break, is a mainly military maneuver in which you head to the airport at full speed, and then at the last minute suddenly swoop down to the runway. For instance, naval aviators might come in for a carrier landing this way. My goal as a non-pro pilot is to avoid anything last-minute or sudden and instead to strive for the steady and predictable. But here is how it would look to fly an "overhead" in the same kind of plane I fly.




3) In the "general aviation" world of non-airline flight, a recording one of pilot's conversations with Air Traffic Controllers in and around New York has gotten tremendous attention. Here's the clip, with explanation below.



The plane to listen for has the call sign 1956S, spoken as "one nine five six Sierra." People familiar with flying and ATC discussion will quickly get the point here. In short, a phenomenally calm and good-humored controller in the busiest airspace in the world is telling a small-plane pilot to correct his course, and he ... resists the suggestion, as you will hear. The drama increases at around the two-minute mark, when airline pilots on the same frequency start wishing the controller "good luck!" at the end of their exchanges with her.

I have some extra audio clips involving this same flight that, for technical reasons, I'm not including just yet but will add later on. For now, it's a slice-of-life sample that reflects very well on the controller and, as pilots are discussing, not so well on parts of the amateur-aviation community.
___
* I've experienced something like this. Eight years ago I was setting up for a landing in Rapid City, South Dakota, whose airport identifier is the charming KRAP. (The official identifier code for most airports in the U.S. begins with K -- KLAX, KJFK, KSFO, etc.) KRAP is the one on the lower left in the Google Earth scene below. If you're coming from the southeast, as I was, the first airport you're likely to catch sight of is the much larger and longer one at Ellsworth Air Force base -- at the upper right in the scene below. I tell myself it's easy to make this mistake, because when I was about 30 miles out and just beginning to see a runway, the controller said, "Cirrus, unless you're planning to enlist in the Air Force, you'll want to turn ten degrees to the left. That's the airport you're looking for. It happens all the time." I appreciated his good humor and was glad I was not in a C-17.

KRAP2.png


Here is how the similar layout of the two airports looks on a "VFR Sectional Chart":

KRAP3.png


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James Fallows is a national correspondent for The Atlantic and has written for the magazine since the late 1970s. He has reported extensively from outside the United States and once worked as President Carter's chief speechwriter. His latest book is China Airborne. More

James Fallows is based in Washington as a national correspondent for The Atlantic. He has worked for the magazine for nearly 30 years and in that time has also lived in Seattle, Berkeley, Austin, Tokyo, Kuala Lumpur, Shanghai, and Beijing. He was raised in Redlands, California, received his undergraduate degree in American history and literature from Harvard, and received a graduate degree in economics from Oxford as a Rhodes scholar. In addition to working for The Atlantic, he has spent two years as chief White House speechwriter for Jimmy Carter, two years as the editor of US News & World Report, and six months as a program designer at Microsoft. He is an instrument-rated private pilot. He is also now the chair in U.S. media at the U.S. Studies Centre at the University of Sydney, in Australia.

Fallows has been a finalist for the National Magazine Award five times and has won once; he has also won the American Book Award for nonfiction and a N.Y. Emmy award for the documentary series Doing Business in China. He was the founding chairman of the New America Foundation. His recent books Blind Into Baghdad (2006) and Postcards From Tomorrow Square (2009) are based on his writings for The Atlantic. His latest book is China Airborne. He is married to Deborah Fallows, author of the recent book Dreaming in Chinese. They have two married sons.

Fallows welcomes and frequently quotes from reader mail sent via the "Email" button below. Unless you specify otherwise, we consider any incoming mail available for possible quotation -- but not with the sender's real name unless you explicitly state that it may be used. If you are wondering why Fallows does not use a "Comments" field below his posts, please see previous explanations here and here.
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