Aspen Accident

There was an obvious chain of events leading to the G-III crash in Aspen. The pressure caused by the passengers on the pilots, added to the landing requirements and noise abatement procedures were factors leading to this crash. In a situation like this, I would have taken the flight for fear of losing my job. I would have not pushed the approach so far and not compromised the safety of the flight. If a missed approach was  executed by three landing aircraft prior to my own, i would fly the approach with anticipation of a missed approach, not landing. Obviously, the passengers were the first problem. The pressures on the pilot and the demanding boss is something that is never good. Also, Aspen is one of the worst airports to fly in in bad weather conditions, especially at night. Furthermore, the miscommunication with the approach notam was disastrous, and seemingly unavoidable. The pilots were dumb for attempting such a dangerous approach. I should hope that if i were ever in a situation like this, i would be smart enough to stick to approach minimums and keep the flight safe.

Salt Lake Two Departure

In almost all cases, the seminole would have the performance required to fly the Salt Lake Two departure coming off of any runway. Only in rare cases would the airplane not have adequate climb rate, such as very high temperatures or high groundspeed caused by tailwinds.

Single Pilot IFR

Currently, i would not really be very comfortable flying single pilot IFR because i have almost no actual IFR experience. My choice to fly or not fly would be highly influenced by where i was flying to. For example, if i were flying into a congested airport such as SLC, i would probably lean away from flying. The article had several good tips on single pilot IFR flying. One such tip is cockpit organization and staying ahead of the aircraft. I will always make a conscious effort to try and plan my actions and have everything as organized as possible. Another good tip is reviewing any charts or approach plates that i know i will likely use prior to the actual flight.

electric fires.

in case of inflight electrical problems, such as a fire, the most common hints are subtle, such as a burning smell in the cabin. both the article and the poh offer similar advice of shutting down electrical equipment, and troubleshooting in order to isolate the problem. in most cases all non essential electrical equipment should be turned off immediately. if i should ever encounter an electrical fire in flight, i will follow the poh and not make any rushed decisions such as thinking i know which circuit breaker is the problem or something like that. also, landing as soon as possible is a wise choice when having electrical difficulties.

wet sump system

a wet sump system for engines is a lubricating oil management system designed four four stroke piston engines which uses a built in reservoir for oil as opposed to external sump designs. the oil is constantly flowing through the engine and returning to the container at the bottom of the engine, where it is pumped back through the engine. a wet sump offer a simple design which uses only one pump. because the sump is internal, excessive tubes are not needed to transport the oil.