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partnersatfazbear · 4 years ago

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Analysis of The Real Jake (SPOILERS)

I can't decide whether to make this post a stream-of-consciousness style or group it into evidence for x... but since it's easier, I'll just write my thoughts as I go. Although a lot of this is factual ties to, say, FNAF 4, things like relating Margie to Henry are just my own headcanon and you can do with that what you will AKA don't take this all too seriously, but have fun with it. There’s also specific notes about Michael Afton, for those that just want to know what was said regarding him (presumably).

Before I start, please note I've had three hours of sleep in the last... 28 hours? IDK I can't math, especially not on this little sleep. So, there may be errors. I tried to make a note on things I was unsure about, too.

Note: I wrote this before the Evan=CC theory was all but confirmed. Although I believe this theory from the logbook, I think a lot of these notes are still valid.

Read my notes under the cut:

Margie shares similar physical appearance to Henry: Pg 84 “The window fan blew a lock of her shoulder-length brown hair across her upper lip so it looked like she had a mustache.”

“Mrs. Afton” stand in is mentioned: Pg 86 “...it had been four years since his Mom had died...” (Jake is 9 in the story)

I notice when Scott mentions plaid. Pg 87 “...a green-and-blue plaid plush chair...” I mostly wanted to note this since canonically, Henry had a green plaid shirt.

“William” stand in is mentioned. Pg 89 “And you know he thinks about you [Jake] all the time?” “So, he has to concentrate on what he's doing... ...I don't want him thinking about me and end up shooting himself in the foot or something.” Pg 102 “Yeah, I did. [I spilled some chocolate ice cream] Right on my shirt!” Pg 122 “I did that today! [While playing a DDR like game, breaking a shoelace.]” (Admittedly, I only counted these because I headcanon William is much more of a bumbling fool than he appears. It comes up very often as you can see... although you could write it off as Evan just trying to relate to his kid.)

“William” stand in is mentioned. Pg 92 “...Margie was pretty sure Evan couldn't afford to replace a washer and dryer” and “...Evan, at his rank, could barely afford her” Pg 110 “Gillian's house shared stlying with Evan's, but hers was probably four times bigger.” (Again, I headcanon William and his family is on the low end of middle class, if not lower, in terms of income. Particularly, the house is cramped.)

“Mrs. Afton” stand in is mentioned. Pg 93 “First, Jake's Mom was killed.” Pg 139 “The mom's dead.” (You could infer that she died via something akin to a car crash in the context of the story, however if you reflect it to the games given the commonalities, I like to think of this as confirmation that William murdered her, given the word 'killed' is used.)

Margie records herself on her cell phone. Pg 93 (and on other pages) (Again referencing my headcanon for Henry, in which he records ideas/diaries often. At minimum, Henry is referred to as “Cassette Man” in PizzaSim so... I just thought it could make for an interesting comparison.)

Jake mentions his “friends”. Pg 99 “Patty and Davey... Vic... and the twins... Ellie and Evie... Kyle, Clay, and Garrett” (Also, he isn't mentioned until later, but there's his best friend Brandon, too. I noted these in reference to CC talking about his 'friends', either IRL or the plushies. I assume his IRL friends are the MCI victims. The number doesn't add up though. I really, really wanted to make a connection about the twins, considering Charlie and Sammy are twins, but there wasn't enough evidence to write it off as anything other than a coincidence. Also... Clay, really? We need another double name in this series? Ugh.)

What's your favorite flavor? Chocolate Pg. 102 “What flavor did you get?” “Chocolate. Duh.” (This is a stretch, but it did remind me of Help Wanted's final level in the main game, where you're asked to choose your favorite cake flavor. Although, they're discussing ice cream here.)

Maybe some insight into William's personality? Pg. 103 “You ever do that, Evan?” “What?” “Let off steam.” “Me? No. Steam is pretty much what keeps me going.” (Just more evidence that William is obsessed with his work. You could imply “steam” implies he runs like a machine, but that's stretching a bit.)

Pg. 113 -118 (Jake climbs out of his window to run off to play at the arcade with his friend. Obvious parallel to the child in Midnight Motorist, although it's daytime and no animatronics/fursuits luring him.) There is this, on Pg 121 also. Jake says, “We played all the racing games. I love racing games.”

PURPLE Pg 121 “...did you get a slushie at the arcade? I got one. I got grape. It turned my tongue purple.” “My tongue's purple, too!” “Purple power!” (Uh, do I really need to explain this? I should note that Evan is the one mentioning “grape”. I guess William likes grape flavor and purple.)

'Michael' is mentioned. Sort of a stand in for Michael Afton, but it should be noted that Michael and Evan are brothers in this universe. Pg 126, 127 “Michael...lived in Europe for a few years...” “Michael's a serious dude. He's, well, a little different. He's intense about making money...the way he is about it... can make him seem like he's not human.” “So, he's like a cyborg with bad programming?” Michael has some dialogue: “You must excersize caution. You could get chocolate on my suit, and that would be bad. Very, very bad.” (The very very bad thing is a running joke in the family, which is why this comes up. I don't have a lot to say about it, though. I think Michael [Afton] being obsessed with money seems a bit counter intuitive to how we know him, but who knows? I also want to note that Evan doesn't seem antagonistic towards Michael; in fact, he “hate[s] to ask him for favors”.)

Also, Pg 141 “His [Michael's] flat, gruff voice was unmistakable.” Michael is also the first one to hear his father is dead and informs Margie about it. “I have been notified that Evan's dead.” Pg 142 “She had only met Michael the one time, and she knew the way he processed the world was very different from what was “normal”” Michael also states to Margie: “I've got Evan's will... you're Jake's guardian and he left you the house and some savings. I'm the executor.” Margie also says: “He[Michael]'s a numbers genius, manages money for the wealthy people and has made a killing doing it.” “He's not a bad guy. He just doesn't know how to connect. He doesn't feel the way we do.” (Just more Michael characterization.)

Direct FNAF 4 easter egg references: Pg 128 “...the IV stand lurking in the corner of the room” Pg 129 “...and the line of perscription medication bottles marching across the top of the chest of drawers”

Margie is more than a nanny and possibly in love with Evan: Pg. 139 “She'd come to love Evan, too... like a brother.” Pg 140 “...she was included in the outings, movie nights, game nights, and storytelling time...” Pg 149 “...she wanted Evan to be more than just a boss, and being in his room when he was gone made her feel like a lovelorn stalker.” “Love him like a brother... She snorted. Boy, had she been lying to herself.” Pg 158 “What she was feeling called for a screaming fit or a total mental breakdown.” (Yeah, this is just me reading too much into this for Willry content, haha... But still. I am determined that Margie is a Henry stand-in.)

'I will put you back together' Pg 140 “I'm trying to bring you home whole.” (Evan is discussing “no man left behind” with his son, Jake. I think this is obvious.)

William's home office? Pg. 149 “When he was home, she'd go in and vacuum or put away laundry... ...when he was gone...coming in here felt like an invasion of privacy.” “Evan's room would be her room.” “...I'd feel like I was sleeping in your bed, she thought.” “...the room felt discretely masculine.” “The walls were covered in family photos.” “The shelves were stuffed with fiction... mysteries to classics, nonfiction... how-to books...from rebuilding a car engine to planting a garden.”

FNAF 4 reference. Pg 152 “Outside, a dog barked.” (You can hear a dog barking as ambient noise during nights when playing FNAF 4.)

Other notes:

It happens a lot, but one of the main things in the book is the doll Simon and how Jake talks to it. This is very blatantly a reference to the Golden Freddy Plush (“Psychic Friend Fredbear”). The story confirms it's Jake's father, Evan, talking through it. Although it makes the one scene in FNAF 4 a little wonky (the only scene where we see Purple Guy), I think it's pretty much confirmed that it's William talking to CC now. Obviously, we already suspected this due to Sister Location's “Secret Room”. In this story, Evan says he did it because he wanted to give Jake some hope he would live. Combined with both the IV/medicine bottle easter eggs (in the story and FNAF 4) I think it's plausible to assume that CC was taken home after the Bite of '83 for a period of time before he passed away. I will admit, also, that Evan definetly comes off as a very caring father (in comparison to how we presume William is based on what we've seen of him as a person; although I argued this before on this blog, I don't think William hates his kids. I think he's neglectful, moreso as the story goes on. I think he resents Michael for many reasons but I won't go into that here. I just don't think he's the abusive monster the fanbase interprets him to be—at least not early on.)

The cabinet reminds me a lot of the closets in the novel series. A built in shelf with a doll in it. A doll that represents a child. Considering Margie tends to this doll (see Pg. 130-135), I have to draw more parallels between her and Henry.

The fan is mentioned A LOT. I don't really know why, but I guess we can't help but think of every single FNAF office when it's brought up. Specifically, on Pg. 106, Margie mentions the fan in her room is as loud as a jet engine and the sound made her nervous. Once again, I'm reminded of PizzaSim. Seriously, screw you fan.

The heat is mentioned a lot, too. I know the story takes place in summer, but this did remind me of Pizza Sim.

Pg. 93 “Margie sat down in the faded blue webbed lawn chair that was set up, for reasons she never understood, in front of the shelves by the stairs.” (I noted this because it's specifically called out and I don't know why.)

Margie talks about why she's working for Evan: Pg. 95 “I didn't get the internship I applied for.” I like to think her and Mia (from 1280) were after the same internship. (I may be misremembering, but I'm pretty sure Mia mentioned an internship at the hospital.)

Jake is mentioned to have brown hair, green eyes. His favorite color is green. He also wears green often. I couldn't find anything really interesting about it. It would make more sense as a Puppet reference, tbh (because of the green bracelet (and eyes? I may be remembering wrong) I guess it's also worth noting that Elizabeth has green eyes.

Pg 135 “Are you afraid people will think you're murdering me?” “...I could end you so quickly you'd never make a sound.” (Just an odd conversation between Jake and Margie. Margie is joking here, obviously.) Also, Pg. 136 “I just figured your [Jake's] wires got crossed or your circuits were frying.” (Admittedly, I don't know what to make of this. Could be a reference to Robot-CC, if you believe that or MikeBot [I don't], but more likely just ironic dialogue. It could also reference Jake's future in the Stichwraith?)

Pg 139 “Sometimes, Margie wished she was like one of the robots Jake liked so much.” (Although I can't really compare this to Henry, I did write William with this mindset and thought it was worth mentioning.)

Pg 141+ So, Evan dies overseas (he's a soldier). (I think this could be hinting that William has been springlocked around the time CC passes away. Jake has been home for some time after his diagnosis so we can infer based on that and the easter eggs that CC was brought home to die in peace. At the very least, William's probably very absent during this time. Possibly brought in for questioning but not arrested. I don't know. I feel like there's something to this.)

Pg 154 “Dave's at work.” (Why? Can we not use established names? Aghhh)

Pg 155 “The ambulance arrived at 11:32.” (I don't know why this is stated so outright. I couldn't find a reason, except that a few paragraphs earlier they say it will arrive by noon. I don't know why it's so specific, but I felt like noting it anyway.)

Pg 159 “Five people. Five sets of eyes. And none of them noticed...” (Yeah. We all know how important 5 is in FNAF.)

Three medical personel are mentioned. One at the end is named Nancy [No Last Name Given], but I like to think its a reference to Man in 1280 and we're dealing with Heracles Hospital once more, although it's never said in this story. Speaking of, the only thing that really stood out to me in 1280's story was that a billionare funded the restoration of the hospital. I like to headcanon that was Henry's doing—I imagine him obscessing over overcompensating for his mistakes by giving back in every way possible, even if it isn't directly related to him.

So, this post only took two hours of my life. I hope someone gets some use out of it, be it for my intended Willry purposes or maybe those Michael fans that are curious about it. If you enjoyed this post, let me know. I'd love to write up more of these if I have the time.

I have other write-ups on this blog, too. Just search fnaf theories on my blog page!

#fazbear frights #spoilers #blackbird #the real jake #michael afton #william afton #henry emily #crying child #willry #helliam #fnaf 4 #five nights at freddy's #fnaf #fan theory #fnaf theories #fnaf theory

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starwarscabinpressure · 5 years ago

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My 2019 Tumblr Top 10

1). 331 notes - 04 December 2019

Obi-Wan: I’m sorry, the children were squabbling. Anakin: We weren’t squabbling! Ahsoka: We’re not children!

2). 139 notes - 06 October 2019

Hera: You are not going to win this time, Thrawn. Thrawn: An interesting theory. Let me propose an alternate one: I am going to win this time. Hera: Ah, but- Thrawn: And this is a theory I have built up from the following postulates: 1. I win every time, 2. This is a time, 3. I will win this time.

3). 136 notes - 22 August 2019

Ahsoka: You’re very young to be a Jedi Knight. Anakin: Oh for goodness sake, you’re an actual child!

4). 135 notes - 01 September 2019

Thrawn: I’m very good at art. Pellaeon: Is there anything you’re not very good at? Thrawn: Pellaeon: Thrawn: Pellaeon: Admiral? Thrawn: I’m thinking. There are things I haven’t tried yet. I suppose it’s possible I’m not very good at some of those...theoretically.

5). 126 notes - 11 December 2019

Kanan: If you have to give a false name, use a real name you already know. Try again: what’s your name? Ezra: Kanan Jarrus! Kanan: Better. Not quite perfect.

6). 122 notes - 26 November 2019

Anakin: I was doing my logbook the other day and I noticed that this happens to be my 2,000th landing. Ahsoka: Oh, wow! Is that true? That's amazing. Anakin: Oh. Not 'brilliant'? I'm crushed. Obi-Wan: No, it's not true, Ahsoka, it's just another transparent attempt to remind me what a mighty Sky God he is. Anakin: Of course it's true! Why would you doubt it? Obi-Wan: Well, my suspicions were first aroused by the use of the phrase 'I was doing my logbook'.

7). 113 notes - 30 September 2019

Mace, about Anakin and Obi-Wan: I have a good pilot, and a safe pilot. And the safe pilot’s in charge of the good pilot.

8). 112 notes - 30 November 2019

Vader: Can’t we just have a nice little chat, father and son? Luke: Well, I suppose we could. We just never have.

9). 99 notes - 18 August 2019

Ezra: But what if I stop you? Thrawn: Yes, that would certainly work out very well for you. There are just two small but, I fear, insurmountable problems with the scheme: I am me, and you are you. And I can outwit you with my wits tied behind my back.

10). 97 notes - 21 December 2019

Thrawn: Very clever, Captain Syndulla. Very clever indeed. I see I underestimated you. Ezra: And me. Thrawn: No, not you.

Created by TumblrTop10

#tumblrtop10 #unsurprisingly thrawn and ahsoka are popular haha #thanks for following!#:)#mod post

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ankerwirelesscom · 6 years ago

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organssos · 6 years ago

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Top 10 Weight Loss Tips That Science Actually Knows Work

Weight management focusing on making simple diet and exercise behaviours habitual. It is the first behaviour change intervention to be explicitly based on habit-formation theory. The component energy balance behaviours that are intended to become habitual reflected the consensus among researchers, clinicians and policy makers on healthy diet and lifestyle and were developed with input from these groups. They were also selected as practical on the basis that they were relatively common in the general population.

Given points outlines the tips along with their estimated calorie deficit or purpose. Seven of the 10 tips are the energy balance behaviours (intended to become habitual); three help to promote habit formation, nutrition awareness and avoidance of slips. Each ‘tip’ has a memorable name, an explanation of why it helps weight control, and suggestions on incorporating it into daily activities. Participants are also provided with a simple logbook for self-monitoring during the habit acquisition phase and a wallet sized card with guidance on food labels.

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1. Keep To Your Meal Routine

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Walk 10,000 steps (equivalent to 60–90 minutes moderate activity) each day. You can use a pedometer to help count the steps. : Achieving the UK government recommendation of at least 30 minutes of at least moderate intensity physical activity on 5 or more days a week would increase most people’s energy expenditure and contribute to weight management. More activity (45–60 mins) may be required to prevent the transition to overweight and obesity and maximize weight loss. People who have lost weight may need to do 60–90 minutes of activity a day to maintain their weight loss. Doing 10,000 steps/day is approximately the equivalent to at least 60 minutes of walking at a brisk pace (4.5 mph). 4. Pack A Healthy Snack

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Be careful about food claims. Check the fat and sugar content on food labels when shopping and preparing food. : Food labels detailing the caloric and nutritional content of foods provide a basis for making healthy food choices. Inadequate labeling can have a negative impact on nutrition. Providing individuals with simple methods to understand labels will facilitate informed choices . 6. Caution With Your Portions

Don’t heap food on your plate (except vegetables). Think twice before having second helpings. : Portion sizes have increased in the past 30 years . Larger portions contain more calories and can contribute to excess energy intake and weight gain. Eating satisfying portions of low-energy-dense foods can help enhance satiety and control hunger while restricting energy intake for weight management. 7. Up On Your Feet

Break up your sitting time. Stand up for ten minutes out of every hour. : Inactive people are more likely to be obese than active people. Time spent in sedentary behaviors is related to overweight and obesity, independent of physical activity level. Decreasing sedentary time and increasing light–to-moderate activity may bring substantial health benefit. 8. Think About Your Drinks

Choose water or sugar-free squashes. Unsweetened fruit juice contains natural sugar so limit to one glass a day (200 ml/1/3 pint). Alcohol is high in calories; limit to one unit a day for women and two for men. : Intake of sugar-sweetened soft drinks has increased over the last 30 years; up by 135 % (278 kcal) in 5 years. Higher consumption of sugar-sweetened beverages is associated with greater weight gain . Intake of calorific drinks may lead to excess energy intake that is not compensated for elsewhere in the daily diet. 9. Focus On Your Food

Slow down. Don’t eat on the go or while watching TV. Eat at a table if possible. : More TV viewing tends to be associated with a higher calorie intake. Internal cues regulating food intake may not be as effective while distracted by the TV. 10. Don’t Forget Your 5 A Day

Eat at least 5 portions of fruit and vegetables a day. : The UK Department of Health recommends 400 g of fruit and vegetables a day. Fruits and vegetables have high nutritional quality and low energy density. Eating the recommended amount produces health benefits including reduction in the risk of cancer and coronary heart disease. Read the full article

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robertkstone · 7 years ago

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2018 Honda Accord First Test

Might it be possible to design a midsize sedan so attractive, so dynamic, and so generally compelling that it at least slows the sales exodus from sedans to crossovers? Probably not, but wow, Honda sure is giving it the old college try with its 10th-gen Accord. The design is cleaner and more upscale inside and out, the mainstream engines are both turbocharged, and each can be had with your choice of a sporty six-speed manual transmission or a paddle-shifted automatic. And get this—not only is the bigger engine adapted from the hot-hatch boy-racer Civic Type R, but when paired with a spanking new ten-speed automatic the sedan’s also quicker to 60 mph than the Type R! You dare not bait a spoilered-and-winged Type R at the stoplight in your CR-V or Pilot…

OK, don’t bait a Type R in your Accord either, because you’ll be eating its dust shortly after 60 mph—it’s only the automatic’s seamless shifts that briefly put the sedan ahead of the lighter, more powerful row-your-own Type R. The design target for the new 2.0-liter turbo was to meet the V-6 Accord’s performance while exceeding its fuel economy, and by our (and EPA’s) measurements the team appears to have hit the bull’s-eye. Our 2.0T Touring model’s 5.7-second 0-60-mph time precisely matches that of our last V-6 Touring, which weighed 175 pounds more. That figure also happens to match the Chevy Malibu 2.0T Premier, besting the new Camry XSE V-6 (and Civic Type R) by a tenth. At the quarter-mile mark, the new car is a tenth behind its V-6 progenitor but is traveling 0.7 mph faster, and its braking and lateral grip figures are identical at 116 feet from 60 mph and 0.85g. A 0.3-second deficit in figure-eight time (at identical average g) probably has more to do with the different test surfaces than actual performance. As for fuel economy, preliminary figures peg the new car’s EPA city/highway figures at 23/34 mpg versus the V-6’s 21/33.

Similarly, the 1.5-liter turbo was tasked with matching the naturally aspirated 2.4-liter’s performance while improving its fuel economy, and danged if the team didn’t dart the tiny circle once again: 0-60 mph in 7.6 seconds, with the quarter falling 15.9 seconds at 89.3 mph versus our 2013 2.4-liter CVT’s performance of 7.6 and 15.9 at 90.2. That’s greater precision than we can reasonably expect from successive cars rolling off the same assembly line. But the new base car clearly eclipses the old one in handling, with lateral grip of 0.81g versus 0.78 and a figure-eight time of 27.7 seconds at 0.61g versus 28.1 and 0.60. Braking from 60 mph inexplicably trails the 166-pound heavier 2013 car, 135 to 124 feet. And as if to prove these guys are all copying off each other’s papers, the new (315-pound heavier) Camry 2.5-liter’s performance specs are an almost perfect overlay of the Accord’s: 7.6 and 15.9 seconds at 90.2 mph, 0.81g, 27.3 seconds at 0.62g, and 122 ft. Oh, and as for fuel economy, the base car outpaces the 2.0-liter, improving upon the 2017 Accord 2.4-liter CVT’s 27/36 mpg with a 30/38 mpg rating for the 1.5T/CVT.

As is almost always the case, the numbers don’t tell the whole story. Those weight differences quoted above can really be felt from the helm—a good bit of that mass comes off the front wheels. Both turbo engines build torque much more quickly than their free-breathing forebears, so the sensation of willingness to pull away from a stop or to suddenly blast around a slug of slow-moving traffic is greatly improved. Both automatic transmissions are more responsive, thanks to an 11 percent shorter axle ratio on the 1.5T’s CVT and courtesy of four additional ratios from which to choose when the 2.0T’s box is looking for the ideal acceleration gear.

Most editors who drove the CVT proclaimed it among the best and most responsive in the business. It delivers reassuring “gear changes” during wide-open throttle (or in the transmission’s S mode), but it maximizes acceleration efficiency by holding whatever ratio is optimal in all other situations. Shift paddles can preselect an optimal ratio in anticipation of a passing maneuver or contribute engine braking on a downhill grade. Features editor Christian Seabaugh bestowed perhaps the highest praise a CVT can receive: “It stays out of the way—I don’t even notice it.” The 10-speed was similarly lauded for its smoothness and decisiveness, as road test editor Chris Walton noted: “Never feels ‘too busy’ with errant shifts, nor “too lazy” to respond.”

As for those six-speed manuals, the 2.0T’s comes from the Type R (and some Euro diesels) while the 1.5T’s comes from the Civic Si. Neither shifter feels as precise as the one in the Type R, and the clutch take-up struck some of us as a bit long and too near the top. Walton noted that six fixed ratios don’t suit these downsized engines in these big cars nearly as well as the CVT or 10-speed do, but we still loudly applaud Honda for “sticking with” this low-take option.

Greater powertrain responsiveness certainly contributes to a car’s general sense of nimbleness, but the Accord’s new chassis does its fair share in that regard, as well. First of all it’s way more rigid (improving 24 percent in bending, 32 percent in torsion), thanks largely to increased use of adhesive bonding and to spacing spot welds closer together (0.8 inch down from 1.6). Then in front, the lower A-arms are swapped for new “L-arms,” where the long part of the L connects the strut to a fairly rigid bushing that resists lateral loads when cornering, while the short end terminates in a squidgier fluid-filled bushing that allows for ride compliance when traveling over bumps. The whole car is lower, and new suspension geometry changes the roll-center axis to reduce body roll. Top Touring models get solenoid-type adaptive dampers (speaking of Type R hand-me-ups) with Sport and normal settings that improve both general ride suppleness and body-motion control when the driver’s in track-attack mode.

Our staff was impressed. “It’s way more fun to drive than any midsize sedan has any right to be,” Seabaugh said. Executive editor Mark Rechtin praised “the suspension’s responsiveness, in terms of left to right transitions. It’s really wonderful, it just sets the car right on the tire, which doesn’t feel like it’s rolling under. It goes where you want it to go.” However, the few faults we managed to find anywhere in this new Accord were chassis related. International bureau chief Angus MacKenzie managed to bottom and top out the suspension, suggesting it could use a bit more travel. Motor Trend engineering consultant Chris Theodore noted that certain washboard surfaces excited worse-than-usual body resonances, suggesting the unibody “might need a little more work on point mobility of the chassis structure.” And lots of logbook entries carped about the road noise and tire slap penetrating the Accord’s many new noise-abatement defenses such as acoustic spray foam in the pillars, unwoven fender inner liners, noise-absorbing carpet, and even the new three-microphone active noise canceling system.

Pricing has recently been announced for the 1.5T and 2.0T variants, which go on sale in mid-October and late November, respectively. Good news: most prices drop when you figure in the $1,000 value of the comprehensive Honda Sensing suite of active safety gear that is standard on every Accord. Pricing starts at $24,445 for an LX with CVT, which is up $1,115 from the old base manual LX but down $315 from a 2017 LX with CVT and Honda Sensing (the manual is now a no-cost option available in Sport trim with either engine, priced at $26,655 with the 1.5T, $31,185 with the 2.0T). EX trim runs $28,345 with the 1.5T, EX-L adds $2,500, and a new range-topping 1.5T Touring trim rings in at $34,675. The 2.0T engine adds $2,000 to the price of a 1.5T EX-L or Touring.

By and large our few chassis complaints did little to diminish our enthusiasm for this comprehensively competent new Accord. The richness of the interior materials, the Audi-esque feel of the switchgear, and the open airiness afforded by the thinner A-pillars and dramatically lowered instrument panel mass hark back to the days of the go-kart-like Hondas. Seabaugh cautioned; “Way to go Honda—you just made Acura irrelevant.” Senior features editor Lieberman summed up our consensus view: “The new Accord feels like Hondas of old when Honda’s gave you that special something, that little extra, that secret sauce, that X factor. I have no qualms declaring the new Accord the best car in its class—the best in some other classes, too.”

Quick Drive of the Hybrid

On paper, the hybrid powertrain appears unchanged, with identical power and torque numbers for the 2.0-liter Atkinson-cycle engine and electric motors. But there is newness and innovation. Those e-motors now incorporate permanent magnets that include no rare earth materials. The powertrain control unit shrinks in size by 15 percent and mounts atop the transmission, and the 1.3-kWhr battery pack shrinks by a third so that it now fits under the rear seat cushion ahead of the fuel tank. This means the hybrid now sacrifices no passenger or trunk capacity in the name of efficiency. Because all Accords now get paddle shifters, they’re put to use in the hybrid to select among four different levels of energy recuperation during deceleration (pull the left one for more regen, the right from PerformanceJunk WP Feed 3 http://ift.tt/2yiCAzw via IFTTT

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oyeixcher · 7 months ago

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eddiejpoplar · 7 years ago

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Bicycle Blues From Our Four Seasons 2016 Fiat 500X

A couple of weeks after driving our Four Seasons 2016 Fiat 500X Trekking Plus AWD from Los Angeles to Detroit, I signed it up for a vacation to the holiday hotspot of Pittsburgh, Pennsylvania. I know how to live, don’t I?

Actually, the vacation, with my brother-in-law, Greg, and his friend, Tom, was an attempt to stave off the ravages of too much driving and road food, and too many press trips. We were there for the 150 miles of the Great Allegheny Passage (GAP), a rails-to-trails bicycle ride between Pittsburgh and Cumberland, Maryland. Greg and Tom would continue on along the C&O Canal trail for another 135 miles to Washington, D.C., while I would turn around and head to Pittsburgh, for about 300 miles total.

My bicycle for the GAP roundtrip was a brand-new Jamis Renegade Expert, a carbon-fiber-framed bike with drop handlebars and a sort of “all-terrain” tire that can handle crushed gravel as well as pavement. Surely, it would fit into the cargo hold with the rear seat down. I met up with Greg and Tom in downtown Pittsburgh, where the 500X would be parked until my return. The Fiat contained just me, my bike, and three bike bags.

The 500X’s Cargo capacity to the headliner, with the rear seat folded, is 32.1 cubic feet, Fiat PR says. The rear opening height is 26.6 inches, the distance between the wheelbase interior trim in back is 37.8 inches, and the minimum cargo width at the liftgate opening is 37.1 inches.

That turned out to be just enough to get the Renegade in back of the 500X without removing the front wheel, which makes it handy for transporting the bicycle without having to deal with an exterior rack. However, the only way to get the Jamis in the 500X without removing the front wheel was to place it rear-wheel-first into the cargo space, which means that the front wheel had to be turned handlebars-up. But the roof rake cuts into the hatch opening—it’s not a square, fully vertical hatch door—and with the bike’s front tire on, the door won’t close.

Like many of the latest road bikes, my Renegade does not have quick-release rims. Instead, there are more robust through-axles, for more reliable, less-wobbly wheel attachment. Be warned: if you want to through your new bike in the back of a Fiat 500X (or similarly sized crossover), make sure you have an Allen wrench-bike tool.

Another limitation of the Fiat’s size reared its troublesome head on my drive to Pittsburgh, which is about 300 miles by car from my house via the Ohio and Pennsylvania turnkpikes. Before the turnpikes, construction on I-75 South near the Michigan/Ohio border slowed me and rerouted me, adding a few crucial miles to the drive. I’d be lucky to make Pittsburgh by midnight, about an hour later than expected.

Past the outskirts of Cleveland, there should be, I think, three rest stops along I-80 that allow you to refuel without paying tolls to exit the turnpike. Handy, except they were all closed for remodeling.

About 10 miles from paying to leave Ohio and grabbing another ticket to enter Pennsylvania, all of the little digital bars showing how much fuel I had left had disappeared. There was no range listed on the dash and it was well past 11 p.m.

I took an exit at Lordstown, home of the Chevrolet Cruze assembly plant, expecting 24-hour gas stations all over the place. Some five miles after paying the tolls, I found one of those stations with a closed building, but lit-up pumps that let you refuel with a credit or debit card…except it didn’t work. Another desperate driver, unable to pump gas, told me she thought there was another station “three stoplights” up the road.

I found a Speed Check station 4.4 miles up the road and managed to refuel before running dry. The attendant working the counter said he had planned to close about 20 minutes earlier. I haven’t come that nail-bitingly close to running dry since I coasted into a station just off I-94 in Racine, Wisconsin in my 1987 Honda CRX.

Fiat’s press kit doesn’t list the tank capacity, but the logbook shows I pumped 11.795 gallons after driving 282 miles on the previous tank, for 23.9 mpg. I can’t imagine that a larger compact crossover would burn much more gas without giving me the space to haul my bike with the front wheel on.

Our 2016 Fiat 500X Trekking

MILES TO DATE 18,237 PRICE $26,230/$27,730 (base/as tested) ENGINE 2.4L SOHC 16-valve I-4/180 hp @ 6,400 rpm, 175 lb-ft @ 3,900 rpm TRANSMISSION 9-speed automatic LAYOUT 4-door, 5-passenger, front-engine, AWD SUV EPA MILEAGE 21/30 mpg (city/hwy) L x W x H: 168.2 x 75.5 x 63.7 in WHEELBASE 101.2 in WEIGHT 3,292 lb 0-60 MPH 9.8 sec TOP SPEED N/A

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jesusvasser · 7 years ago

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Bicycle Blues From Our Four Seasons 2016 Fiat 500X

Our 2016 Fiat 500X Trekking

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jonathanbelloblog · 7 years ago

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Bicycle Blues From Our Four Seasons 2016 Fiat 500X

Our 2016 Fiat 500X Trekking

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loveminimag · 7 years ago

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Classic Car Auction: June Mini Sales

Classic Car Auction's June sale had a real treat for Mini enthusiasts with a number of the cars up for grabs. Take a look below to see what was available and what they sold for.

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1986 Austin Mini Mayfair Lot: 210 Sold for (£): 3,300 Offered for sale is a .998L 1986 Austin Mini Mayfair manual. Coming with a partial history file, this lot's condition scores 90 / 135. Classic Car Auctions says: A fabulous, Mini Mayfair showing just 53,000 miles from new... Based on the Mini 'City' with a number of bespoke 'Mayfair' options Two owners from new, one lady since 1989 and and in lovely condition throughout Good history file showing most MoTs until the late 1990s along with past service invoices and other documents. The mileage of 53,000 is believed to be correct but can't be warranted Fresh MOT valid until 1/05/2018

1999 Rover Mini Cooper Lot: 223 Sold for (£): 5,500 Offered for sale is a 1.3L 1999 Rover Mini Cooper manual that has been with the current owner for the last year. Coming with a partial history file, this lot's condition scores an impressive 112 / 135. Classic Car Auctions says: An individual, retro-looking Cooper... 29,000kms / 18,000 miles... Japanese import. Possibly a limited edition Retro style. Looks fabulous in white with a black roof and black 'Speedwell' mirrors Unusual details; red coach line, red insert in windscreen surround Check trim and red carpets. Bespoke dashboard with 'flock' appearance Imported from Japan last year, car UK registered with V5 and valid MOT issued with no advisories On arrival, was serviced and shock absorbers replaced Sensible guide, worth a look

2000 Rover Mini Cooper Sport 'Final Edition' Lot: 226 Sold for (£): 10,780 Offered for sale is a 1.3L 2000 Rover Mini Cooper Sport Final Edition manual that has been with the current owner for the last year. Coming with a partial history file, this lot's condition scores an impressive 107 / 135. Classic Car Auctions says: One of only 2,091, right-hand drive, Final Editions ever made... Superbly presented in Dark Metallic Green and Silver Subject to a total restoration including bodywork, engine, suspension and brakes Huge file available showing depth of restoration using parts from British Heritage Showing only 32,000 miles, approximately 1,000 since engine rebuild New MoT to be issued prior to sale Outstanding. One of the smartest we have ever seen

1995 Rover Mini 'Sidewalk' Limited Edition Lot: 282 Sold for (£): 5,170 Offered for sale is a 1.275L 1995 Rover Mini Sidewalk Limited Edition Sidewalk Edition manual that has been with the current owner for the last 5 years. Coming with a partial history file, this lot's condition scores 80 / 135. Classic Car Auctions says: Very smart in Kingfisher Blue with a 'Blue Tartan' interior... Based on the 1275cc Mini Sprite. One of 1,000 UK cars Fully restored including engine rebuild, new sills and more New carpets. Mini 'Superlight' alloys. New exhaust system Lovely original Tartan Interior with Red seatbelts Low mileage of just over 50,500 Recent Mot issued to April 2018 NB....Previously the subject of an insurance total loss claim in 1995

1966 'Downton' Austin Cooper 998 Lot: 309 Sold for (£): 36,300 Offered for sale is a 0.998L 1966 Austin Mini Cooper (Downton 998) manual that has been with the current owner for the last 2 years. Coming with a partial history file, this lot's condition scores an impressive 120 / 135. Classic Car Auctions says: **Lot Update - Fresh MOT until 30th May 2018 and a NOVA reference has been issued ** A very, very, rare original Downton-tuned Austin Cooper... A survivor from the era when tuning Minis was a cottage industry Fitted with a Downton 'Touring' conversion in October 1967 before export Shipped to Australia for a few years and subsequently to New Zealand until 2017 Although sound the bodywork was partially restored in 1997 Full mechanical restoration this year. Only 70 miles covered since, so will need running in It may be possible to reunite the car with its original registration - JGY 303D Accompanied by its original UK licence documents, detailed Downton invoices (1967), original service records, buff logbook, letters from the original and subsequent owners, and a 'Classic Car' magazine article featuring the car An important part of Mini history. An absolute gem Latest News; The car arrived in the UK on Wenesday morning (31/05/17), started on the first turn (after 6 weeks at sea), and flew throught the MOT in the afternoon. In possession of its new MOT and NOVA, it's now being polished in readiness for the sale.

1999 Rover Mini 'Paul Smith' Lot: 318 Sold for (£): 7,480 Offered for sale is a 1.275L 1999 Rover Mini Paul Smith manual that has been with the current owner for the last 12 years. Coming with a partial history file, this lot's condition scores an impressive 95 / 135. Classic Car Auctions says: A rare classic 'Paul Smith' limited edition (300 in the UK) ... Finished in Paul Smith Blue with Lime Green details in the boot and engine bay Black Leather interior, magnolia dials, black and silver 'rose petal' alloys Reading just 16,500 miles with 15 previous MoT Certificates present Current enthusiast owner, long term ownership of 12 years Fresh MoT prior to Sale NB. 5/10/2000. ***** This car was Category D Insurance Loss. "Vehicle Damaged But Repairable - Insurer Decided Not To Repair"

1968 Austin Mini Cooper MKII '998' Lot: 323 Sold for (£): Unsold Offered for sale is a 0.998L 1968 Austin Mini Cooper Mark II 998 manual that has been with the current owner for the last 2 years. Coming with a partial history file, this lot's condition scores an impressive 131 / 135. Classic Car Auctions says: Painstakingly restored and in classic Cooper colours... Full bare-metal, no expense spared, restoration just completed Floor is original as is the roof, bulkhead, rear body sections, doors, bonnet, and boot New boot floor, both inner and outer sills, A Panels, front wings, and front panel Parts alone cost £15,000. Mechanical restoration; see Vendor's Comments Finished in Tartan Red with a Black Roof Five keepers in total. Vendor believes indicated mileage of 72,418 (21/03/17) is genuine Heritage Certificate confirming 'Matching Numbers'

1991 Rover Mini Cooper RSP Lot: 343 Sold for (£): 3,190 Offered for sale is a 1.275L 1991 Rover Mini Mini Cooper RSP manual that has been with the current owner for the last year. Coming with a partial history file, this lot's condition scores an impressive 104 / 135. Classic Car Auctions says: "Rover Special Project" LE Cooper; one of only 1,050 built for the UK market... MG Metro 1275cc Engine, Mini '30'interior and a few bespoke bits Black paintwork, white roof, black leather and cloth seats, red carpets, red leather steering wheel Recent body restoration with photographic record Four previous owners and reasonable service history with lots of bills Unusually, this particular "R.S.P." wasn't registered until 1991 Minis are still one of the most fun cars to drive....buy now and tick it off your bucket list! Further spec details http://ift.tt/2tDHs00

1991 Rover Mini Mayfair Lot: 360 Sold for (£): 1,430 Offered for sale is a 1.0L 1991 Rover Mini Mayfair automatic that has been with the current owner for the last 6 years. Coming with an extensive history file, this lot's condition scores 85 / 135. Classic Car Auctions says: Low mileage example of Britains most iconic car... Mayfair specification with plush velour interior and other luxuriesOnly 43,000 and supplied with ALL MOTs since 1994 Automatic gearbox and glass tilting sunroof Supplied with some service history via Blogger http://ift.tt/2tTFXGB

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jacewilliams1 · 4 years ago

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Adding to the judgment bucket—a flight that never should have happened

A pilot’s life progresses in phases, represented by various combinations of aeronautical knowledge and skill, experience, and judgment. These phases can be roughly defined by the number of hours in the pilot’s logbook, but this varies widely from one individual to another. Each phase also carries with it a component of risk.

Skill and confidence develop more rapidly than judgment. This often leads pilots into taking on situations that the more seasoned would normally avoid. Scud running or taking off into marginal weather conditions are examples. When bad decisions are made based on lack of experience or poor judgment, skill often saves the day. This was the old-fashioned method of mastering risk management. Mistakes were made, skills were put to the test, and experience was gained. Occasionally, if the mistake was serious enough or the skills were inadequate, people didn’t survive.

But if luck held, there were two possible outcomes. If the episode didn’t end in disaster, it could possibly reinforce poor judgment and the behavior would be repeated until the inevitable bad outcome occurred. Preferably, the participant would learn from the experience and in the process become immune from making the same mistake again. It is ironic that experience gained in this way required the exercise of poor judgment to start with.

One way to learn judgment is to fill up a logbook. Is there a better way?

Establishing the principles of risk management began with both the airlines and the FAA. At some point, they realized that a systematic approach to aeronautical decision making and risk management would help to improve the safety record, and they were right. For the airlines, it centered on the concept of crew resource management. Through the application of strict rules and procedures, the major airlines have managed to achieve an outstanding safety record, safer than any other form of human transportation. The FAA decided that if it could work for the airlines, it could work for general aviation as well.

To illustrate the advantages of learning risk management over the time-honored method of letting fate take its course, I offer the following episode. It happened on a soggy, overcast, and misty day in 1967 in southern Louisiana. I was in my dangerous phase.

Having been involved as a passenger in an accident that occurred a few years previously, I had redoubled my efforts, helped along by a diverse host of instructors and mentors at the local airport. It was a lively group. It included a former WWII B-24 pilot, an ex-Navy Crusader jockey, and the usual assortment of hangar bums and aerial swashbucklers who enthusiastically contributed to my store of aviation knowledge and skill. In true barnstormer tradition, any thought of risk was disdained and deemed not worthy of real aviators.

In this heady atmosphere, I piled on the ratings and developed an impressive swagger consistent with the grand total of 587 hours in my logbook. I was 26 years old, and naturally I knew everything there was to know about flying. Ironically, my performance skills as a pilot were actually nearing their peak even though my judgment was sadly lacking. I had also just completed an FAA Part 135 check ride as pilot-in-command (PIC) for a local air taxi operator (the experience requirement in those days was 500 hours).

It was one of those gray days. The conditions made it difficult to determine ceiling and visibility due to the lack of prominent visual landmarks. The country was flat as a pancake, surrounded by waterways, lakes, and bayous. It was thus that I set off on a charter flight in a Piper Twin Comanche. The weather reporting in that neck of the woods was sparse to non-existent. The “look and see” method was most often used to obtain a weather briefing. My first big mistake was the decision to take off.

I had gotten the call on a Sunday morning. A young gentleman, a family friend of the airport owner, was anxious to travel to Jackson, Mississippi, to pick up his girlfriend and return to Morgan City. I conducted my pre-flight (minus weather briefing) and pulled the Twin Comanche out of the hangar, fueled and ready to go. I got my passenger securely belted into the right seat and started the engines. We were operating out of a privately owned 4000-foot grass strip in Amelia, Louisiana. There was no instrument approach procedure. The runway was still shedding an abundance of water from recent downpours that had passed through the area. The winds were calm.

My plan was based on, what proved to be in retrospect, wishful thinking. I would climb to a VFR maneuvering altitude, establish contact with ATC, request IFR clearance to Jackson and be on our way. On the return trip, I would fly an instrument approach to a nearby airport, then scud run back to Amelia.

The runway was aligned north and south, so I taxied to the south end, lined up with the runway and advanced the throttles for takeoff. The Comanche quickly became airborne. At about the time the gear was fully retracted, one thing became abundantly clear: there was no way we would be returning to Amelia that day. At about 150 feet, the forward visibility was about ½ mile and any further climb would have resulted in solid IMC conditions. I thought about the possibility of a night away from home in a cheap motel in Baton Rouge, Lafayette, or New Orleans. My young passenger would have had his girlfriend, but I didn’t even have a toothbrush.

With those thoughts rushing through my mind, I made a split-second decision to abort the mission. This was my second mistake, and the one that could have easily been the last mistake I would make, that day or forever.

Is it VFR or IFR? One way to find out—a bad way—is to take off and see.

Most pilots appreciate the elegant symmetry of ground reference maneuvers. Turns about a point, S-turns across a road, and rectangular patterns are all things of beauty when executed precisely, just as when they are drawn on paper with compass and protractor. One maneuver you won’t find in the Airplane Flying Handbook is one that I will refer to as the “90-270.” It is a course reversal that puts the aircraft on the exact same ground track, except on a reciprocal heading. It’s regularly performed at low altitude by crop dusters, but it’s not the kind of maneuver you should demonstrate to paying air taxi passengers.

Why a 90-270? Because a simple 180 would have caused me to forever lose visual reference to my beautiful 4000-foot grass runway and put me on final approach for nearby Bayou Boeuf. I had never practiced 90-270s at any altitude, let alone 150 feet AGL. With limited forward visibility and teasing the bottom of a layer of solid IMC, this somehow instantly occurred to me as the best course of action in my ace-pilot brain.

I immediately rolled into a 30-degree bank turn to the right. Precisely maintaining altitude and a constant angle of bank was critical to make this maneuver come out right at the end. I anticipated the roll-out at 90 degrees and continued the roll to the same bank angle to the left. I was being helped along by adrenaline. I maintained the bank angle, scanning the gauges with intermittent glimpses of the ground appearing not far below. The heading indicator progressed slowly towards the ultimate goal. And there it was, the runway threshold, beautifully displayed right in front of me and with perfect alignment.

Get the gear and flaps down and try to get this thing slowed down. I have 4000 feet of runway ahead of me, so not to worry.

But the fun wasn’t over. I touched down on the sodden grass runway fast and gingerly tried the brakes. The seat of my pants reported that we were developing some serious divergence in the yaw axis. The aircraft was hydroplaning, just slip-sliding away. I countered the increasing yaw with the throttles and asymmetric thrust, first one engine, then the other, as the aircraft careened down the runway through a few ungraceful semi-pirouettes. With about 1000 feet of runway behind us, positive control was finally established, and I managed to get the airplane settled down and headed for the hangar.

My passenger had been very quiet, staring straight ahead throughout all of this. He now turned to me wearing a “what the hell just happened” look and began to voice his displeasure in no uncertain terms. Blissfully unaware that we had come inches away from being wrapped up in a large ball of aluminum, his disquietude stemmed from the fact that we were back on the ground and not headed for Jackson, Mississippi. Apparently, attractive girlfriends can have a profound effect on male reasoning. I explained in my best pilot-in-command voice how the weather was not acceptable for the flight and we had to return to the airport, leading him to believe that the fiasco he had just witnessed was standard operating procedure in the air taxi business.

As my erstwhile passenger departed the airport for the long drive to Jackson, undoubtedly calmed by the thought of his girlfriend’s waiting embrace, and I was left to ponder the totally unnecessary risk I had taken with our lives. There could be no doubt in my mind about the seriousness of my mistakes. I had surely used up my allotment of good luck for at least the next ten years. I was thankful that there were no other witnesses to the debacle. This lesson has stayed with me, resulting in a permanent decrease, if not complete elimination, in my swagger. But it was a good trade. I had also added a small quantity of judgment to the bucket.

And that is why the FAA requires the incorporation of risk management and all its components in today’s pilot training curriculum.

Editor’s Note: This article is from our series called “I Can’t Believe I Did That,” where pilots ‘fess up about mistakes they’ve made but lived to tell about. If you have a story to tell, email us at: [email protected].

The post Adding to the judgment bucket—a flight that never should have happened appeared first on Air Facts Journal.

from Engineering Blog https://airfactsjournal.com/2020/08/the-judgment-bucket/

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theavexagroup24 · 8 years ago

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jacewilliams1 · 5 years ago

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When pilots have too much experience

As pilots we spend our flying careers amassing hours of experience. Our skill and competence, and qualification for new ratings, and certainly for flying jobs, is largely based on our hours of logged experience. That makes sense. We humans become better in almost every endeavor with practice.

But when does a pilot have too much experience? In other words, when do the number of years logged since birth matter more than the number of hours in the logbook?

This question has assumed new importance to me because I just turned 70. A guy I fly with regularly in a corporate King Air 350i is 75. Together we have more than 102 years of flying experience. Is that too much? If not now, when will it be?

The FAA and its rules are silent on maximum pilot age except for pilots who fly for scheduled airlines. That maximum age is 65, up five years from the age 60 maximum that held for decades. There are rumors – perhaps circulated by old pilots like me – that the FAA is considering another maximum airline pilot age increase to 70, but I know of nothing even resembling the beginnings of new rule making.

For the rest of us, whether we fly for business under FAR 91, for hire under FAR 135 on demand, or for personal reasons, the FAA offers not even a suggestion of a maximum age. The requirements to obtain the appropriate medical certificate remain the same no matter our age, so that’s no guidance. And the medical standards for even professional pilots are not overly sensitive to the normal ravages of age that eventually affect all of us.

The reality is that insurance underwriters have been the enforcers of what I would call more realistic pilot standards. It’s the insurance companies that set requirements for total time, or time in type, for example, to qualify for specific coverage. And the underwriters are the ones, not the FAA, who send most pilots back for recurrent training that the FARs don’t demand.

But, so far, aviation underwriters haven’t taken a solid, much less a consistent, position on the question of how old is too old for a pilot. Word around the airport is that after age 70 it may become more expensive to buy insurance for pilots flying for personal reasons, or that high limits on liability may be unavailable beyond that age. But those are just rumors, impossible to confirm.

Airline pilots have no choice but to retire at 65; should general aviation pilots have an age limit too?

Several years ago the head of an insurer that covers many personal airplanes told me a story. His company had insured an 80-year-old pilot who owned and flew a cabin-class piston twin. That pilot crashed, killing himself and his three elderly passengers.

As you can imagine, the accident kicked up a lot of dust that Gramps had finished off himself and three of his equally elderly lady friends. The parent company of the aviation insurer went crazy demanding to know why a pilot of that age had been underwritten. The answer was that the aviation underwriters had no data that showed older pilots posed any additional risk. All of the company’s data showed an 80-year old had an accident at the same rate as younger pilots with equal pilot experience and training.

The aviation insurer battled its parent who demanded that it stop insuring older pilots. Finally, a truce was reached with the aviation arm agreeing to charge a significant premium increase to pilots older than 70, even though it had no supporting risk data that warranted the higher premium.

The bottom line is that data ranking the risk of pilots by age doesn’t exist. When the FAA was considering increasing the airline pilot maximum age from 60 to 65 before the rule changed in 2007, there were a number of safety studies conducted. The studies concluded there was nothing to support a difference in safety between a 60- and 65-year old pilot. The studies examined the accident records of pilots older than 60 who flew sophisticated non-airline airplanes. They also subjected 65-year old pilots to simulator tests, and cognitive and reaction tests. The results were the same. No difference between a 60 and 65-year old pilot could be confirmed.

But the studies didn’t extend to pilots older than 65 because that was the maximum age being considered. So pilots like me, who are 70 and older, have absolutely no data to consider when trying to decide how old is too old. And neither do their passengers, employers or underwriters.

A pilot I know who is well past 70 has decided to up his simulator-based recurrent training from once a year to every eight months in the hope that will uncover any age-related loss of flying skill. Makes sense, I think.

But then I consider my late parents and the rules they drove under in Illinois, where they lived. Illinois has the most stringent requirements in the nation for older drivers, including taking a full driving test at every license renewal after age 75. Once an Illinois driver hits 81, they must take the driving test every two years, and then every year at age 87. In other words, Illinois was administering what we would call a checkride to elderly drivers to attempt to measure their performance behind the wheel.

My parents both made it to 93, in good health until near the end. And both had driver’s licenses, having passed the required road test every year before the end. But to ride in a car with them those last 10 years or so of their life was terrifying. The last time I agreed to do that with my dad he made a left turn in front of an oncoming car so close that I could see the other driver hadn’t shaved that morning.

So if older drivers in Illinois can get past a driving test that is intended to stress teenagers, can a checkride in an airplane detect pilot skills lost to age? Probably not.

How old is too old is the question that becomes more crucial to pilots every day because too few younger people are coming in the bottom to replace us oldsters. The average age of active pilots increases every day. And the pilot shortage – finally for real this time – means that we older pilots remain in demand because, well, there aren’t enough younger pilots with the necessary credentials to replace us.

I ask myself often if I have lost a step to age. But I don’t know the answer. At some age I, and all of us, will, but can we know when? I still touch down on the centerline in the appropriate zone from the threshold. I fly IFR all of the time so my performance is constantly monitored and recorded. And I have even mastered – I think – a new suite of integrated avionics. Adapting to new technology and operating systems is reportedly harder for old folks, so maybe that counts for something.

It’s a truism that we all age at different rates, and that we need luck to avoid disease that can rob us of capabilities. And so far I’ve had that luck. Maybe my question will be answered when I just get tired of flying and have had enough. That hasn’t happened yet, but showing up at the airport at 6 for another 7 o’clock takeoff in the coming winter darkness may do the deed before an AME tells me it’s time to hang it up.

The post When pilots have too much experience appeared first on Air Facts Journal.

from Engineering Blog https://airfactsjournal.com/2019/10/when-pilots-have-too-much-experience/

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jacewilliams1 · 6 years ago

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Bunch of arrogant bastards

In the 1970s and 80s, I was fulfilling my aviation dream in the world of corporate aviation. For some of those who have been there or are there now, it can be a roller-coaster ride. Sometimes when things got sluggish, a company would seek an Air Taxi and Commercial Operator Certificate under CFR 135 (much to the bane of the flight department pilots). Apparently, a certificate had certain tax advantages that seemed appealing to a corporate CFO, and could allegedly save the company money. More important to me, it allowed the flight department to survive.

A few of the corporate pilots within my flight department had previously been that route with other companies. Several expressed a fear of having to deal with the FAA in a new and regular way; often referring to the local FSDO inspectors as a “bunch of arrogant bastards.” To them, there was rarely any comfort in having to deal with the local FSDO.

As a result, I now became very familiar with the FAA’s “CFR 135 Proficiency Check” rides. Since the local FSDO did not have a qualified inspector to conduct checks in the make/model aircraft that I was flying, they had to solicit other FSDOs for an inspector that was qualified. This only added to the frustration and apprehension of having to deal with someone new every time a proficiency check ride came due.

At one point, I asked the Operations Supervisor at the local FSDO about becoming a Designated Pilot Examiner to help serve the local need and reduce costs to the FAA by not having to seek outside assistance. Instead, the Operations Supervisor suggested I apply to the FAA to become an Operations Inspector, since the FAA was looking for qualified applicants.

I was at first amused by the suggestion, but did express an interest. Six months later, I got a call from the supervisor asking if I had completed the application. I can’t remember the excuse I offered at being so reticent, but assured him I would get right on it.

The company I was flying for had put their aircraft on the market, thus fate took over my decision to apply. Not long after, I completed the interview process and was sent a starting date.

I’m from the FAA and I’m here to help – seriously.

The first year was spent going through the FAA’s “charm school” at the Mike Monroney Aeronautical Center in Oklahoma. Most of my fellow inspector classmates were also in their mid-40s. We all shared the feeling that we were out to protect the aviation world and make flying safer.

After the first year, I looked back as I thought about the opinion that my former corporate pilot associates had: that FAA operations inspectors were a “bunch of arrogant bastards.” I came to the conclusion that they were probably right. Now, please stay with me as I explain why I shared this opinion.

FAA inspectors are some of the few that are exposed to aviation’s “dark side.” None of my former corporate aviation coworkers had ever been out on a fatal accident investigation. Trust me, there is nothing that can prepare you for being out in the middle of nowhere looking at twisted metal (that looks nothing like an airplane) and the gruesome remains where a pilot and his passengers experienced their last moment on earth.

I can vividly recall the first fatal accident I investigated. The pilot, a very successful individual, had learned to fly while in college. According to his family, he always dreamed of the day he would have his own aircraft. He was rapidly climbing the corporate ladder and had reached that point in his career where he could afford his own airplane without adversely affecting his lifestyle. He was happily married with two daughters, ages 6 and 8.

As a private pilot, he had approximately 150 hours, mostly in Piper Cherokees. He had a tailwheel endorsement in a Piper J-3 Cub. I can only assume that he was going through a mid-life crisis, since, of all the aircraft that he considered, he ended up purchasing a high performance single-place homebuilt aircraft. It was much like a tiny Lamborghini with wings. I assume that he rationalized that all aircraft operate using the same basic controls, and that it would only take some getting used to.

On a beautiful clear Saturday morning, he departed on his very first flight in his newly-acquired aircraft. There were no observers at the small airport. The airport had no FBO or flight school. He never returned to the airport. It was two days before the wreckage was discovered. The aircraft had experienced an in-flight breakup. The only witness to the crash said that he thought it was a radio-controlled model airplane and did not realize that some actual aircraft are quite small.

Another inspector and I had to get the aircraft records and pilot logbooks. When we showed up at the pilot’s residence, the new widow and two small girls met us at the door. You could immediately tell that they had been crying non-stop for the past 48 hours. Their lives had now been changed forever. It was absolutely gut-wrenching for me since I had two children of my own. Nothing in my FAA training had prepared me to deal with this kind of raw emotion.

I look back at my 23 years with the FAA and all of the fatal accidents that I have investigated. You never get over the trauma. You swear that you will do everything you can to prevent accidents from ever happening. You hesitate before you issue any airman a pilot certificate or a company an operating certificate. You hesitate because you want to be absolutely sure that they will operate as safely as possible. And yes, sometimes in the process, you will be perceived as an arrogant bastard.

The post Bunch of arrogant bastards appeared first on Air Facts Journal.

from Engineering Blog https://airfactsjournal.com/2019/05/bunch-of-arrogant-bastards/

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