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Wednesday, August 18, 2004
Vol. 1 No. 7 |
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Welcome to the Over the Airwaves aviation newsletter. This irregularly published e-mailing is being sent to members of the E-Pilots listserv. The aim of this e-publication is to promote flight safety, encourage students and new pilots, enhance pilot awareness of upcoming events, and to build enthusiasm for aviation in general.
Neighbor Friendly Flying at Akron Airport The Akron (NY) Airport is known locally as one of the most friendly airports in the region. Its resident pilots, airport staff, and frequent visitors enjoy the high privilege of operating in and around this fine airport facility. The airport operators, Christian Airmen, Inc. have supported the wonderful ambience of this facility by bringing in numerous improvements over the past couple of years . . . including new runways and taxiways, paved access road, handsome landscaping, new storage facilities . . . and soon, new perimeter fences and new hangars. Akron Airport was even featured in this week's issue of Buffalo Business First newspaper. But all is not moonbeams and roses at the Akron Airport. Like so many general aviation airports around the nation, there are a group of neighbors residing near the departure end of Runway 25 who do not like to be awakened at 6am on a Sunday morning by the noise that airplanes make (as difficult as it is for us to understand). Nor do they like to have their Saturday afternoon barbecues interrupted by the same noise. Their displeasure of these sounds often translate into formal complaints to local government officials who rule on airport expansion issues, etc. We as local pilots can reduce this neighbor annoyance through our aggressive use of Neighbor Friendly Flying techniques. These techniques include:
Airport noise abatement programs are nothing new to pilots. These programs are reasonable, they've been around a long time, and the proficient pilot is able to easily accommodate them without risk to safe airplane operation . . . and in accordance with POHs and proper engine management techniques. Akron Airport officials have observed that 99% of all recent arrivals and departures at the Akron Airport have been accordance with these Neighbor Friendly Flying techniques. But it is the other ONE percent that hurts us badly, says Christian Airmen, Inc. Let's all work together to eliminate this wayward one percent. AIRPORT WATCH CONCEPT HELPS NAB 'TERRORISTS'
About an hour later, two men walked into the FBO, pulled out cash to pay for the flight, and presented driver's licenses from two different states as ID. Office staff noticed their car was registered in a third state and called the FBI and local police. FBO workers stalled the two suspects until the authorities arrived. After a little time behind bars, the two "terrorists" confessed that they were NBC employees from New York. Their assignment: A story on how "easy" it is to get information and directions to a helicopter and then hijack it. St. Louis was their first attempt; the network reportedly planned similar tries to penetrate security at airports around the country.
"This incident demonstrates the validity of the Airport
Watch concept," said AOPA President Phil Boyer. "Vigilant pilots and
airport workers make the best security force because they know who
does and doesn't belong at the airport. They can easily spot the
things that just don't seem right." Photos of the Aero Club B-29/B-24 Visit:
I had the unique opportunity to fly back to Mansfield, Ohio from Buffalo in the B-24 Liberator following its week stay in Buffalo. We flew in close formation with the B-29, co-piloted by Pete Treichler (see photo left), and Dan Maloney flying the photo chase in his little red RV-4. This was one very exciting day! Pete Treichler and I have been putting out feelers about possibly starting a Commemorative Air Force (CAF) Squadron here in Western New York. The CAF has over 160 flying warbirds including bombers, fighters, and transport category airplanes. We could make a WNY home for one or two of these warbirds IF we can find a place to hangar them, volunteers to maintain and fly them, and the money to support the operations. If you are interested in seeing this happen, please contact me at rjma@rjma.com. Click HERE to view photos of B-29/B-24 Aero Club of Buffalo picnic.
In the I was sitting around the airport table the other day when the subject of safety pilots came up. This led to a discussion on the qualifications necessary to serve as a safety pilot AND what services ATC provides to pilots while flying "under the hood." I was surprised to learn of the widespread misunderstanding among pilots regarding each of these two areas. Here's the question that started the safety pilot qualifications discussion: Can a non-instrument rated, airplane, single engine private pilot without a complex endorsement serve as a safety pilot on a Mooney 201 (retractable gear)? The questioner, who is a private pilot but who lacks a complex endorsement, mentioned that he regularly serves as a safety pilot for a local Mooney owner.
FAR 91.109(b)(1) addresses the subject of safety pilots. It says, No person may operate a civil aircraft in simulated instrument flight unless -- the other control seat is occupied by a safety pilot who possesses at least a private pilot certificate with category and class ratings appropriate to the aircraft being flown. The operative phrase in this regulation is appropriate to the aircraft being flown. This means that a complex endorsement is required to serve as a safety pilot on an airplane with a retractable gear. NOTE: The magic of cyberspace enables us to make changes even after publication of a document. In this instance, we're receiving credible disagreement on the safety pilot issue addressed in immediately above. While the sense of this particular regulation may be questioned, particularly as it applies to a light single like a Mooney, we should always remember . . . what would be your defense if this safety pilot operation was ever challenged on a ramp check? Or worse, what would be your defense if this safety pilot operation resulted in a loss of separation and an investigation was initiated. As a minimum, the FAA would hit you with FAR 91.13 (careless and reckless operation). This would be a nasty thing to have permanently placed in your airman's record! Try getting piloting job with that . . . or even a decent insurance quote! An even more surprising misunderstanding of "the system" revealed itself when the questioner made the following observation: He said (incorrectly) that "as long as I an on instrument flight plan on VFR days, I do not have to watch out for other traffic." [In truth, as you know, ATC provides separation services between airplanes on IFR plans and participating VFR airplanes only. There are often numerous non-participating VFR airplanes in the air on sunny days that ATC can't even see (no transponder). In some areas, such as Jamestown, NY, ATC can't see ANY airplanes!] Whoa . . . this is a very serious misunderstanding of the rules and one that could quickly result in a mid-air collision!!!! He went on to say that this is the reason why many pilots file IFR plans even though the weather is VFR . . . so they do not have to be burdened by watching for other traffic. And we wonder why mid-air collisions continue to occur . . . especially on bright, sunny days! I queried the questioner a bit further. I asked, "What about pilots who have filed IFR for practice instrument approaches in VMC conditions to non-towered fields. Do they have an automatic right-of-way to the airport? His answer, "Yep . . . as long as ATC clears him for the approach. . . " Any reasonably proficient instrument pilot would gasp at such a gross (and reckless) misunderstanding of the rules. Sadly, I fear such misunderstanding is more widespread than we realize (U got yur ears on, ROC FSDO?). NOTE: The message here is simple, when flying . . . assume that nobody else is flying by the rules. Continually search the skies for other airplanes. It makes no difference what kind of flight plan you are on, YOU (the PIC) are responsible to see and avoid all other aircraft. The only exception is when flying in the clouds - then, we must depend upon our friends in ATC to provide separation services from all other (presumably IFR) aircraft.
Don't miss this exciting event featuring each of the following aerial events:
Experts seek causes of Morris plane crash that killed Two It was a clear and sunny day on Sunday, August 8 in Morris County, NJ when a Piper Cherokee 140 collided with a Cessna 150. Both pilots, each with spotless pilot records, were killed. While the NTSB has not completed its investigation of this tragic accident, it is evident that one or the other (or both) of these pilots didn't see and/or react to the impending collision. What could have gone wrong? This is only speculation but . . .
Operating under VFR flight rules provides enormous freedom for pilots to go where they want without having to talk with ATC . . . but they often do so without the benefit of somebody (ATC) watching out for them. The Piper has a low wing and the Cessna has a high wing. The possibility of both pilots experiencing significant "blind" spots is enormous here. See and avoid is big responsibility . . . and when maneuvering through busy airspace, this task can be demanding . . . especially in the training scenario when instructors and students are working through their various routines.
Suggestion: ALWAYS contact ATC shortly after lift-off - even if you are just going to the next airport or to the practice area. Advise them of your intentions. They will give you a squawk code and, workload permitting, they will give you traffic advisories. NOTE: I have NEVER been denied VFR traffic advisories in the WNY area due to ATC workload issues. This does NOT relieve you of your see and avoid responsibilities, but it DOES give you a big pair of extra (ATC) eyes to help keep you separated from other aircraft. Plus: Contacting ATC adds to their traffic count. It's traffic count that supports the jobs of these wonderful people! I continually tell my flight students that there are FOUR things that can wreck their day in an airplane. They are:
Not surprisingly, all four of these things are preventable. So, why do they continue to happen? My opinion: I believe that most aviation accidents are due to lack of proper and/or current pilot training. While you may not like to fly on the airlines, one thing airlines do do well is pilot recurrent training. This explains the remarkable flight safety records of the nation's airlines. This is not the case in general aviation. Other than a bi-annual flight review (BFR), there is no requirement for recurrent training among GA pilots. GA pilots can fly for years without anything other than a one-hour flight review every two years by a CFI. Airline pilots . . . who will admit that they fly largely automated, two pilot airplanes . . . are dragged back in every six months by their company for extensive recurrent training. Are their lives any more important than GA pilots? Nothing impresses me more as a flight instructor than to receive a call from an experienced pilot who says, Bob, I'd like fly with you for several hours to assess and sharpen my skills. I want you to take me through the paces to see where I'm weak . . . then help me update my skills. I'm talking about both recently minted private pilots AND 14,000 hour military pilots with minimal GA flying experience. The aviation world is changing fast. On Saturday, August 14, for example, a pilot took off from Genesee County Airport and headed west toward the Buffalo Class C airspace, apparently with a temporarily inoperative radio. When Buffalo ATC was finally able to contact them, the controller told the pilot that she had come within two minutes of dispatching a fighter interceptor! This is serious stuff. If you haven't sat down with a qualified, experienced flight instructor in the past year who has the courage (and sensitivity) to give you a rigorous flight review . . . go find one!
Mark your calendars for this informative event. Phil will bring us up to date on recent legislation impacting general aviation, new aircraft technology, and national airspace issues. Phil has been at the center of EVERY important recent rule and regulation-making activity impacting general aviation. He and the AOPA have been a great friend to the GA pilot. If ever we need a friend in high places in this business, it's Phil Boyer! A big thanks goes to Aero Club member, Ron Grimm, for bringing in Phil Boyer this year. The meeting will be held at Salvatore's Italian Garden on Transit Road, Depew, NY. Social hour begins at 6pm, supper at 7pm, and speaker at 8pm. The cost will be $25.00 per person. This promises to be one of the best programs of the new year. Be sure to make your reservations EARLY. Click HERE for a meeting registration form. You do NOT need to be member to attend this program, but your membership in the Aero Club of Buffalo is graciously invited! Click HERE for a membership form. Note to Out-of-Town Readers: Salvatore's is less than 10 minutes away from the Buffalo/Niagara Airport. Make this a "fly-in" event!
A Bit of Humor
Courtesy of
Fascinating Photos Sent by Reader Col George Waskowsky, 107th Air Refueling Wing, Niagara Falls, NY
Click on each of the above picture thumbnails to enlarge. They were sent in by active military pilot, Col George Waskowsky. Despite many thousands of hours of fighter and heavy jet piloting, George found transition to the Cessna 172 to be a handful. George and I worked together in the C-172 and within about an hour of transition training, he had it nailed. Thanks for the photos, George.
Time is getting short, I fear, to enjoy one a spectacular flight-seeing tours down the Hudson River at 1,000' AGL, around the Statue of Liberty, then back up past the George Washington Bridge. If you haven't done this flight and would like some help, give drop me a line at rjma@rjma.com Reader Opinions and Input Sought . . . The remarkable growth in the readership of this e-publication, now approaching 300 local aviators and flying enthusiasts in just a couple of months, suggests that we have hit upon several recognized interest areas of the local aviation community. These interests include flight safety, training, photos, upcoming events, interesting travel locations, pilot recognition, and editorial comments/opinions. But we want to do better! I invite you to let me know, by clicking on rjma@rjma.com (or pasting this email address into your email program) to let me know what you like most (or least) about this e-publication. Let me know what topics you would to see included in future issues. It is your feedback and questions that provide me with the material to include in upcoming issues.
Be sure to visit (and save as a favorite) the Wonderful World of Flight webpage. You can find it by clicking on http://www.rjma.com/flight/homepage.htm. This frequently updated website contains a wealth of useful aviation information to both the recreational and serious pilot. Drill down through its many links to discover valuable training tips, upcoming events, and interesting stories and photos of local aviators. Spin Recovery . . . a Technique that Can Save Your Life
Spin training, in my opinion, should be returned to the private pilot PTS and should certainly be made a part of any bi-annual flight review (BFR). No, not all airplanes are certified for spins . . . but ALL airplanes WILL spin. The solution is to find a qualified, experienced CFI and a C152 or C-172 and practice spin awareness AND spin recovery techniques. And CFIs . . . you received spin training as part of your certification. If you're not current in this technique, find a CFI who is . . . and brush up that critical flight training skill!
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Send email request to rjma@rjma.com
Past Issues of
Click on any of the links below:
Vol I, No 1 Safe Flying,
Bob Miller, CFII |
Here's
proof that GA airports really are small communities and that the
"residents" know when something is amiss. On Wednesday
last week, there was a nabbing of some suspicious characters at St. Louis Downtown
Airport. It all started when a man telephoned an FBO not far from
the Gateway Arch and asked about chartering a helicopter. 
See
pictures (link below) of the planes and the people that made this
event the highlight
of the summer! Over 1,600 B-29s were manufactured in the
mid-1940s. Only ONE still flies and it, along with a B-24
Liberator, came to Buffalo this year!
Category . . .
Thunder
of Niagara Air Show
- August 28-29, Niagara
Falls International Airport (IAG)
AOPA
President, Phil Boyer, to Speak Before Aero Club of Buffalo on
Thursday, September 23
Fly
the Hudson River/VFR Corridor Before Senator Schumer is Successful
in Getting it Closed!
Long
ago removed from the private pilot Practical Test Standards (PTS),
proper spin recovery technique is rapidly becoming a lost art among
today's pilots. This is occurring as newer, faster, sleeker,
airplanes such as the Cirrus SR-22 and the RV series of homebuilts
as well as increasingly affordable high performance airplanes like
the Saratoga and Cessna 210 are gaining popularity among airplane
owners. Recent spin related accidents including the famed JFK,
Jr. crash and last month's fatal crash of a Cessna 210 near Dunkirk
confirms the need for spin training. [Note: Spin
awareness training, alone, does not provide sufficient pilot
skills necessary to extricate oneself from a fully developed spin .
. . particularly when in IMC conditions. After all, it is
in IMC conditions where most FOR REAL spin scenarios occur!]
to a Friend: