Papers and Articles

VMC into IMC: Can We Improve The Way We Teach Inadvertent IMC Encounters

Many pilots have been taught that the first, and only, response to an inadvertent IMC encounter is the immediate 180 degree turn. Doug Stewart thinks that this might be the primary cause of fatal accidents resulting from inadvertent IMC encounters. Read instead, what Doug thinks is the best way of dealing with this deadly accident cause.

Between A Rock and a Hard Place

In 2008 Doug Stewart crashed taking off from a short runway in his Cessna Cardinal. The NTSB determined the probable cause of this accident as: “The pilot’s failure to clear the trees during takeoff due to a partial loss of engine power for undetermined reasons.” Whereas the reason for the loss of power was never determined, Doug determined other underlying causes that led to this accident. In this article, read not what only led to the accident, but more importantly, how to avoid this from happening to you.

Best Glide… Say’s Who?

Most pilots have been taught that the best glide speed to use when an engine has failed is the speed that yields L/D Max (the speed that will yield the best ratio of lift to drag). This speed will definitely provide you with the greatest distance in a glide, but what if it is not distance, but time aloft that you need?  Read this to find out.

Soft Field Techniques

When you think of landing or taking off from a soft field, do you envision yourself as a bush pilot flying in to, or out of  some remote location in your tailwheel airplane equipped with tundra tires? And perhaps with a big, throaty engine hung on the front? For most of us this scenario will only exist in our dreams. The reality is that probably the ONLY time you might land on a TRULY soft surface will be when your engine quits and you have no other choice. If that is the case, how would you accomplish a safe and successful landing? Doug Stewart has some suggestions that might help.

Isn’t This Fun!

Even if you are not interested in getting a Commercial Pilot certificate, learning the maneuvers for the certificate is a lot of fun. Flying a good Chandelle, Lazy Eight, or Eights-on-Pylons is a hoot. Furthermore the skills you’ll learn to fly these maneuvers well will make you a safer pilot as you learn about energy management. Doug Stewart describes how to use out-the-window references to fly these maneuvers to PTS standards, while at the same time learning about energy management and having a great time flying your airplane beyond straight and level

You’re Slipping

If you are confused about the difference between a forward slip and a side slip you won’t be after reading this article. Doug Stewart describes the difference between the two maneuvers as well as how and when to use them.

So You Want to Be a Flight Instructor?

Doug Stewart thinks that the flight instructor has not only the most important job in aviation, but also the most rewarding one as well. Do you have the right stuff to be a CFI? In this article Doug describes what he feels are the necessary qualities for being a good instructor, as well as why he thinks being a CFI is the best job there is in aviation.

Landings: Three Point vs. Wheel

The discussion of which is better way to land a tailwheel airplane, 3-point  vs. wheel can get pretty contentious amongst pilots. Doug Stewart enters the fray with his thoughts on the topic, and offers some suggestions on how to achieve a good wheel landing if you are so inclined.

Quit Stalling…

Doug Stewart so often experiences pilots demonstrating a poor understanding of stalls, especially when they are asked to demonstrate a simple power off stall on a practical test or flight review. Here he describes a way to practice stalls that will bring better understanding to pilots of how and when stalls can occur, along with proper recovery procedures.

What Goes Around, Comes Around

Why is it that when we most want, or need a pirep there are none available. It could be that no one is flying, but it also could be that pilots are not filing them as often as they could. Doug Stewart’s description of filing a pirep makes the process simple and easy.