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Sunday,
January 2, 2005
Vol. II No. 1 |
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Sunday,
January 2, 2005
Vol. II No. 1 |
Welcome to the
Over the Airwaves
aviation newsletter. This complimentary bi-weekly e-mailing is
being sent to pilots and aviation enthusiasts throughout the United
States. Its aim
is to promote flight
safety, encourage students and new pilots, and to build
enthusiasm for aviation in general.
Dear Pilots and Aviation Enthusiasts:
2004 is history! For better or worse, our most recent year is now behind us. The question before us is . . . what will 2005 bring? I am a firm believer in the notion that "the best predictor of future performance is past performance." A close corollary to this notion is, "If you do what you've always done, you'll get what you've always gotten!" Thus, in order to predict what 2005 will bring, take a critical look at what you achieved or did not achieve in 2004. For example, if you gained weight in 2004, you can expect to gain more weight in 2005. Sad, but true! That is, of course, unless you initiate a radical change in your behavior. Take a look at your pilot proficiency. If you lost some proficiency as a pilot in 2004, you can expect to lose even more proficiency in 2005. Of course, you can prove this prediction wrong by changing your views on recurrent training. One change you can make in 2005 is to commit to achieving a new pilot rating. Select whatever new rating you like. It could be a seaplane, multi-engine , glider, instrument, commercial, flight instructor, or ATP rating . . . whatever. Just go for it! This applies to everybody from primary student to CFII. Once you accomplished this this, then commit to achieving an additional new rating until you run the entire course. Will this keep you proficient? You bet! And you'll have a ball doing it. You may never put those new ratings into actual practice, but the process of working through them will make you a better, more proficient pilot. Your insurance company will be thrilled, and your spouse just might like the extra time he or she has to themselves as you pursue your goal. All joking aside, make 2005 a year for intensive recurrent training. You worked very hard to get where you are as a pilot. You need to work just as hard, perhaps harder, to preserve what you have AND to get better. If a new rating is beyond your reach, then become an active participant in the FAA's WINGS program. This program is within every pilot's reach . . . and it is recognized by insurance companies as an effective way to maintain proficiency. We enjoy flying because, basically, it is fun. So is golf, tennis, and playing the piano. But flying is also a deadly serious business. It requires your peak performance ALL of the time. Miss a few weeks on the links and your golf score suffers. Miss a few weeks (or months) in the air, your pilot proficiency suffers as well . . . but the consequences can be far worse. Make 2005 your year to become a more proficient pilot! Happy New Year! Bob Miller, ATP, CFII
The mention of the term "freezing rain" in the METAR or TAF signals a sure-fire deal-killer for a possible wintertime launch. Rightfully it should, because freezing rain can turn an aircraft, any aircraft, into a flying popsicle in a matter of seconds! While nobody would intentionally take-off into freezing rain, what about the serious pilot who, because of a bum weather forecast, stumbles upon this bizarre weather phenomenon? What should he do? Where should he go? Up . . . down . . . left . . . right . . . straight ahead? One thing is for certain - he must do something NOW!
Freezing rain occurs in the wintertime when rain produced in a warm air mass falls through a shallow cold air mass below it, freezing on contact with the aircraft surface. The cold air layer has to be shallow enough so that the rain falling through it does not have time to freeze until it strikes the aircraft. If the cold air is thick enough, the rain freezes to form ice pellets or sleet which bounces off of the aircraft rather than sticking to it. As depicted in the illustration (upper right), freezing rain typically occurs wherever a warm and cold front collide. Rain falling from the upper level warm air passes down through the colder air passing below. Fortunately, the band of freezing rain is fairly narrow, usually no more than a few hundred feet thick, thus making escape from this serious threat relatively easy assuming the pilot takes immediate action.
The illustration to the left shows the position of freezing rain pushing ahead of the advancing warm front. This is the place on the weather map that the pilot wants to avoid at all costs. How Will I Know I'm In Freezing Rain? Trust me, you will know it when you see it! I have had two serious encounters with freezing rain in my T-210. In both instances, the sensation was roughly akin to sitting in a car while two big guys with snow shovels heap freezing slush on your windshield. Straight ahead visibility is instantly lost as several inches of gook coat the outside of the airplane in less than a minute. So Where is the Escape Route? The proficient pilot ALWAYS knows his or her position relative to any weather systems along his route of flight. This is why a careful study of the surface analysis chart should be a part of every pilot's pre-flight weather briefing. Flight routes that run parallel with an advancing warm front should NEVER be planned. Instead, warm fronts should be traversed perpendicularly to minimize the time spent on or around their leading edge.
Freezing rain can be encountered in VFR conditions, but it is rare. If you are not IFR rated, don't proliferate your problems by climbing into the clouds. Instead, consider initiating a steep descent into colder (VFR) air below. WARNING: Do not delay taking evasive action. Contact ATC and issue an URGENT Pilot Report (UUA) for freezing rain. If you are on an IFR plan, advise them that you need an immediate clearance for a higher altitude. ATC should be responsive, but if they are not, declare an emergency and begin a full power climb anyway! Don't wait. Freezing rain can render your aircraft uncontrollable in a matter of minutes! The absolute safest way to avoid a freezing rain encounter is to remain on the ground any time the weather is less than sunny, warm, calm, and clear! From a practical perspective, however, your best defense against a freezing rain encounter is to obtain a comprehensive weather briefing prior to every flight. Know where any warm and cold fronts are relative to your planned route of flight. Plan on crossing the warm fronts in a perpendicular fashion. Do not fly close to and parallel to the front, particularly ahead of a warm front that is passing over freezing weather below. Click HERE to comment upon this article.
What is the best way to get from the Final Approach Fix (FAF) to the Missed Approach Point (MAP) on a typical VOR or GPS approach? Surprisingly, many pilots create work for themselves by following descent profile depicted on the approach plate.
A preferred way to conduct this approach would be to commence a steep (700' to 800' foot per minute) descent immediately upon crossing the Final Approach Fix (CREST). Continue this steep descent until reaching the MDA, then cruise in at the MDA until spotting the airport.
A little review here . . . Recall what three requirements must exist for you to descend below the MDA or DA per FAR 91.175? Answer:
One word of caution: Many approaches have published step-down fixes located inside the FAF. Care MUST be taken to conform with these step-down fixes. Also note that the term "dive and drive" is a euphemism. It does not mean that you actually DIVE the airplane downward. Instead, it suggests that you initiate a "steeper than normal" descent so as to reach the MDA safely in the shortest possible time ~ 700 to 800 feet per minute. Click HERE to comment upon this article. Buffalo, Rochester, and Syracuse Control Towers on List for Reduced Operations!
"Having too many controllers on duty during off-peak times makes little sense," says the FAA's executive summary of its new ATC staffing plan. "We're also reducing our hours of operation at our facilities where there is low or no activity, especially during the midnight-to-5 a.m. shift." In the past, according to AVWEB's NewsWire, when there's been talk of service cuts, politics sometimes appeared to be at least part of the equation in the final decision on where the axe would fall. "It follows that those most vocal in the defense of their 24-hour tower service stand a better chance of keeping it." This suggests strongly that parties interested in preventing these cutbacks need to begin aggressively lobbying their federal legislative delegation. The other part of the equation is TRAFFIC COUNTS. Air traffic control facilities depend upon traffic counts to defend their existence. Each landing and take off including "touch and goes" are counted, recorded, and reviewed by the FAA to determine ATC staffing requirements. Terminal radar control (TRACON) facilities depend upon similar traffic counts. So, pilots, let's do our part to preserve these essential services by checking in with ATC whenever possible. Click HERE to comment upon this article. The Most Powerful Piece of Information on Your Sectional or IFR Chart The VOR data box is your ticket to a whole world of flight information, from weather, to opening and closing flight plans, even to relaying a telephone message to your wife that you will be late.
You must know how to use the data box! Looking at the data box surrounding the word "TETERBORO", you'll see two different radio frequencies listed. One is 122.65. The other is 122.2. You can use either of these frequencies to communicate with a FSS specialist. When doing so, however, be certain to announce which frequency you are using and your approximate position.
By giving your position and frequency used, the FSS specialist is able to flip the switches necessary to talk directly with you without transmitting over all the other VORs in his region. Note: If you see the letter "R" following the frequency(s) shown above the VOR data box, this means that the FSS specialist can only receive over that frequency(s). For you to hear his reply, you have to listen on VOR nav frequency (108.4). Weather, particularly on long cross-country flights, changes quickly. Your pre-flight weather briefing is distant history after two hours of continuous flight. You need to continually update this weather briefing by remaining in touch with a Flight Service Station (FSS) throughout your flight anytime the weather is unsettled. Click HERE to comment upon this article. Akron High School Flight Students Visit Buffalo Air Traffic Control Facilities Call them curious, but they wanted to know what goes on behind the scenes in the world of air traffic control. So we all boarded an Akron School bus during the Christmas vacation and traveled over to Buffalo's ATC and Flight Services facilities. Our FAA hosts (and guides) for this visit were Fred Pederson, FAA Training Specialist; Darla Richter, FAA Operations Supervisor, and Mike Hilton, FSS Specialist. Also joining us was Larry Cummings, President of Christian Airmen, Inc. which is sponsoring the Akron High School Aviation program. Unfortunately, three of our ten students could not attend due to scheduling conflicts. Our students watched radar controller, Dan Costello, orchestrate the arrivals and departures of airliners and general aviation flights into and out of Buffalo's airspace. They then took the long, slow elevator ride up to the tower cab where Darla Richter explained the clearance delivery, ground control, and tower control functions.
Click on each of the above photos to enlarge them to full screen. Our final stop was the Buffalo Flight Service Station (FSS). Specialist Mike Hilton (and father of one of our students, Chris) gave us a thorough overview of the FSS function. All in all, our students were impressed with the complexity of the ATC system and the vital role it plays in overall flight safety. They were also impressed with the warm, friendly, and professional manner of our FAA hosts and staff.
Our Akron High School class meets every Wednesday afternoon during the school day. Each week features video presentations and guest talks from members of the aviation community. Earlier this month, for example, Captain Dan Maloney, a Northwest Airlines B-747 pilot, shared with the class his experiences as a Naval aviator and as an airline pilot. We also had Jason Geddes, a former student of mine who is currently a Midshipman at the U.S. Naval Academy at Annapolis. Future field trips are being planned to the U.S. Weather Service Office and to the Niagara Aerospace Museum. Click HERE to comment upon this article. Want to Learn Mountain Flying . . . Then Train in Kansas!
Obviously, you cannot. Nor can you learn Buffalo weather flying by locking your hangar door every time the wind kicks up to 15 or 20 knots. Truth is, Buffalo is one of the severest weather areas in the world to fly in. As any pilot who has resided in Western New York or anywhere near the Great Lakes for more that a year or two knows, our weather can be downright miserable. Sudden winds, blowing snow, and freezing clouds can move in quicker than a Buffalo Bills interception. Meteorologists universally agree that predicting Buffalo weather accurately is impossible. There are just too many variables. So what is a girl suppose to do? Let's face it. If you want to get any utility out of your pilot certificate or your airplane, you MUST learn to fly Buffalo weather. And you cannot do this if you cancel flight training every time the winds kick up a bit or when cloud bases and visibility approach marginal VFR conditions. If you resign yourself to such behavior, then go to Kansas to receive mountain flying training. You'll receive exactly the same outcome . . . a signed airman's certificate or a new rating that has little or no real value during the winter months around the Great Lakes - certainly not one that will provide you with the skills to stay safe when the real Buffalo weather sets in! It's never too late to learn If you were a product of fair weather flight training only, you CAN do something about your basic skills by engaging in meaningful recurrent training. Just like obtaining mountain flying training from an Alaskan flight school, you CAN learn to fly safely in Buffalo weather. You simply need a qualified flight instructor who will train you to fly in stiff, gusty winds; who will climb you up into cold, turbulent clouds at night; who will bring you down to approach minimums; who will go through the basic private pilot ground reference and performance maneuvers in 30 knot winds. When you complete this training, you WILL be able to safely fly day-in and day-out throughout the much of the year! If you don't, then fly only when the winds are calm and when the skies are clear . . . like June through October! A word of caution to VFR-only pilots: Weather flying is serious business. To launch into marginal VFR conditions is dangerous. Without instrument flying skills, you have NO safe escape options. Regardless, you should have basic emergency instrument skills . . . . at least enough to keep you upright and under control in the clouds long enough to find VFR conditions. Several hours of "under the hood" or simulator training does NOT give you these emergency instrument skills! If you don't have them, get with an experienced CFII and spend at least six hours in the clouds. Do this EVERY year. Better yet . . . get your instrument rating!! Click HERE to comment upon this article.
"Missing Man" Formation - View from the Front Office! We've all observed the dramatic "missing man" formation fly-by with our feet planted firmly on the ground or sitting in the stands. The photo to the left (click on it to enlarge to full screen) illustrates what this formation looks like from the cockpit! Thanks to Col George Waskosky, 107Air Refueling Wing for supplying this neat photo. You can email George at George.Waskosky@nyniag.ang.af.mil Long Cross Country Flights: A Powerful Way to Develop Proficient Pilot Skills I had an interesting exchange recently with a colleague flight instructor who suggested that long cross country training flights from Buffalo to places like Pittsburgh, Cleveland, and New York City were a "time waster from a training perspective . . . and a way to pad the wallet with additional instructor fees." He offered, as an alternative approach, concentrated training in the practice area and repeated landings and takeoffs at local airports. Which Training Approach is best? In fairness to my colleague instructor, I freely acknowledge that concentrated instruction in the practice area and repeated landings at local airports offers solid advantage when teaching flight maneuvers. This approach, however, falls far short when developing the many decision-making, risk management, multi-tasking skills, and confidence that a pilot needs to remain safe in the complex national airspace system. Here are just a few examples of scenarios that can emerge on a long cross-country flight that seldom, if ever, appear during concentrated training in the practice area and repeated landings and takeoffs at local airports:
In summary, concentrated training in the practice area and frequent landings and take-offs at hometown airports has some merit. In fact, this training is perfect for pilots who NEVER plan to fly outside of their own backyard. For the rest of us, however, this limited training experience leaves us dangerously deficient and unprepared to meet the challenges of long cross-country flight. Click HERE to comment upon this article.
Bose X Headset This is another new section of "Over the Airwaves." In it, I will be sharing my and other local pilot experiences using various aviation products. Please note that these reviews are NOT advertisements. Instead, they reflect personal opinions by local aviators based upon personal usage of the products reviewed. The Bose X headset is, in my opinion, the best headset on the market today. I have owned a variety of headsets over my career as a pilot and flight instructor. Each make and model offered strengths and weaknesses. Until recently, I had been a firm believer in the Lightspeed headsets. They offer excellent noise attenuation at a modest price ~ $400. Sadly, however, my experience with them suggests marginal reliability. Each of my three Lightspeeds have been returned to the factory for repairs at least three times. Others who have owned Lightspeeds reported similarly poor reliability records and frequent returns to the factory for repairs. To Lightspeed's credit, they always repair and return their headsets quickly . . . and always without charge, regardless of their age. The Bose X, (Bose Ten - not X) on the other hand, is a virtual workhorse of reliability and high quality workmanship. I own two Bose X headsets, one of which is hard-wired into my T-210, and the other I use for flight training. Neither pair has suffered any reliability problems. The best part of the Bose X is their remarkable comfort and sound quality. The Bose X, in my opinion, is the very best headset buy on the market today. They prove the truth of the old adage that says, "You get what you pay for" (~$1,000). So, if you want the very best, consider the Bose X. You can learn more about the Bose X along with ordering information by clicking HERE. Click HERE to comment upon this article.
Sadly, many pilots made their last (and final) approach because they failed to read the fine print in the approach plate. We have an instrument procedure right here in the Buffalo area that recently tricked even the air traffic controller who cleared an unwary flight instructor and student pilot for a night instrument approach. If you look carefully at the briefing strip illustrated below, it says, "Procedure not authorized at night." I recall this oversight vividly because I was on the frequency the night this improper clearance being given. Note: This is an excellent lesson that illustrates that even though a controller authorizes a procedure, it is the pilot (ultimately) who determines its legality. Don't ever allow yourself to be "suckered" into doing something contrary to the regulations simply because a controller "authorizes" it. When in doubt, question the controller in a polite but firm manner.
More Fine Print Below . . . Take a look at the approach below to Louisiana's Patterson Airport. Do you see anything suspicious that could cause you harm as you navigate to any of the Initial Approach Fixes (IAFs)? Hint: Take a close look at the Minimum Safe Altitude circle on the lower left side of the approach plate. Then take a look at the airport elevation on the lower right side of the plate. There is obviously a very, very tall obstacle somewhere near the approach! Is it a tower? A tall building? In this case, it happens to be a tethered radar balloon (used to spot drug smugglers). It is depicted on the upper left side of the plan view.
Like so many other things in life, "The devil is in the details." The vast majority of errors and mistakes made in instrument flight are due to errors of omission (as opposed to errors of co-omission). This means we FORGOT to do something. As in the above examples, a careful and complete approach briefing is essential to a safe outcome. Click HERE to comment upon this article.
Scenario Training - - -Tale of Three Pilots
The weather forecast is good. A solid gold high pressure area promises clear skies, calm winds, and unlimited visibility throughout your entire route of flight. Unfortunately, this forecast falls apart at the last minute at the destination end. A fast-moving cold front sliding down from Quebec meets warm moist air drifting up from the south. Visibility drops to minimums. Now let's look at the actions of three different pilots who won this dream trip for two:
Our three pilots depart as planned, each with different outcomes. Let's see how they did: Pilot #1 (Doubting Dan) arrived in New York City as planned. He was humiliated at the Buffalo Airport security check-in area with a near full-body search. He was squeezed into a seat between two Japanese Suma wrestlers and his wife was hit with flying vomit from a two year old across the row with a stomach ache. The airline lost their suitcases . . . containing the theater tickets. Pilot #2 (Timid Tom) encountered the declining weather about 50 minutes north of New York City. The Boston Center controller radioed him and said, "Nxxxx, I have a full route amendment to your clearance. Advise ready to copy." Tom searches for a pencil, paper, and flashlight, then quickly tries to regain the 300 feet of altitude he lost in the process. The controller snaps back, "Nxxxx, say altitude." Tom cannot find the revised routing fixes. ATC queries his present heading - which was incorrect! Flustered, Tom forgets to switch fuel tanks. He's in freezing clouds but, you guessed it . . . he didn't turn on the pitot heat. His airspeed indicator drops to zero. Tom begins to panic as his brain goes into overload. His wife, dutifully pulls the rosary beads from her purse. The annoyed NY controller fires more routing changes at him . . . but now he's totally lost as his life begins to flash in front of him as his airplane rolls over into a 60 degree bank. (There's something akin here to the tragic JFK, Jr accident several years ago!) Pilot #3 (Proficient Pam) encountered the same weather as "Timid Tom." Pam is on her game. She anticipates a possible ATC routing change so she's prepared with pencil in hand and charts opened. She's also been on the radio with Flight Watch, keeping abreast of the changing weather. Her airplane is carefully trimmed and she's briefed the upcoming instrument approach procedure twice. Noting the declining outside temperature and the approaching clouds, Pam requests a lower altitude and a heading change to the south where she knows the weather is better. She arrives and lands safely at Teterboro Airport just 20 minutes beyond her ETA due to the re-route she chose. Pam and her husband have a wonderful evening at the theater and enjoy their stay at the Waldorf. Three different pilots . . . and three different outcomes. Which of the three pilots do you most readily identify with? Click HERE to comment upon this article. Dan Schaefer, M.D. Solos!
Learning to fly has been a long time goal for Dr. Dan Schaefer - but with an unbelievable schedule of writing, research, and surgery, finding the time has been his greatest challenge. Dan works six days a week, from 7am to nearly 9pm every night! Despite this break-neck pace, Dan, an ophthalmic surgeon, faithfully sets aside three hours each weekend for flight training, plus another hour or so each week to prepare for the FAA knowledge test. He's always prepared for his lesson and is always eager to fly. With almost no flexibility in his schedule, we have had no choice but to fly in some pretty serious weather . . . including high winds and more instrument conditions than private pilot students typically see. "That's fine with me," says Dan. "This rough weather experience will make me a better pilot!" Physicians, like lawyers, engineers, accountants and other professionals, are very bright people. They thrive in stimulating learning environments and they dislike rote learning methods. The practice area and repeated landings at the home-drome simply do not cut it for these high performers! Dan is an avid skier and a motorcycle enthusiast. My guess is, Dan loves to go fast! I am particularly gratified when flight students are referred to me by my other flight students. In this case, Dan was sent to me by pilot Mark Weissman, M.D., a practicing (and flying) obstetrician/gynecologist here in Western New York. Click HERE to comment upon this article.
Tailplane Icing - Beware! You are sliding down the glideslope, just inside the final approach fix (FAF). A predicted cold front passage arrived one hour earlier than expected, thereby dropping the low level cloud temperatures to below freezing. A quick glance at the left wing reveals a sudden, unexpected accumulation of rime ice. This is your first-time encounter with ice. Fearing the extra drag and weight, you advance the throttle to maintain airspeed. With the runway rapidly approaching, you lower the flaps. You've made two mistakes already! Suddenly the nose pitches uncontrollably downward . . . and the rest of the story is depicted on 11 O'clock news. What you experienced was most likely "tailplane icing." This condition occurs when the narrow horizontal stabilizer accumulates sufficient ice to interrupt the required downward lifting airflow. Things proceed okay until your heightened airspeed increases the horizontal stabilizer's angle of attack, and the smooth airflow over its downward lifting surface is compromised by your lowering of the flaps. Is tailplane icing a death sentence . . . or is there a defense against it?
Every student pilot understands how an aircraft wing develops sufficient lift to overcome the force of weight (gravity). Many students, and a surprising number of licensed pilots, do not know that the horizontal stabilizer (rear wing) exerts lift in the opposite (downward) direction in order to balance the natural nose heavy condition of the airplane. This downward lifting action is illustrated in the first photo (left). In icing conditions, the narrower horizontal stabilizer will experience a greater accumulation of ice than the wider main wing. Thus, the pilot may not be aware of the rapid build up of icing on the rear wing. The pilot can inadvertently worsen the problem by adding power to offset the effect of ice-induced drag and added weight. By adding power, airspeed is increased and so is the horizontal stabilizer's angle of attack. As its angle of attack increases, so does its exposure to icing over its downward lifting surface.
The defense? Always assume the presence of tailplane icing any time you observe airframe icing. Should this condition occur during your approach to landing, DO NOT lower your flaps. Maintain just enough power to control your descent rate. Obviously, the best defense against tailplane icing is to always remain clear of icing conditions. This, of course, is like saying that the best way to avoid cross-wind landings is to not fly unless the wind is blowing right down the runway! Great advice in theory . . . but not very practical in the real world where weather does not play by the rules we set for it. Note: Icing on an ILS approach, under certain circumstances, can be minimized by flying the procedure as a localizer approach. Then, using the "dive and drive" technique described above, you can descend quickly to the MDA, which may put you BELOW the clouds (and icing conditions). Be sure to advise ATC of your intentions in the event your steep descent triggers their low altitude alert system. Click HERE to comment upon this article.
Aviation Enemy #1 -
Weather! As the chart on the right reveals, the probability of not surviving a weather related accident is 76.9% (Source: 2003 Null Report). There are
two ways to deal with weather:
Unfortunately, the way selected by many flight schools and independent flight instructors is option #1 - avoid it. I call this the "Just Say No" approach to weather flying. Schools espousing this way set strict weather minimums for flight training operations. For example, they shut down when winds blow more than, say, 15 knots or when the ceiling and visibility drop below some pre-determined level. In essence, they teach but don't demonstrate weather flying . . . which explains, in part, the high mortality rate associated with weather flying. The other way to deal with weather is to teach pilots to understand, interpret, and to properly deal with weather. Rather than shutting down flight training operations when weather worsens, pilots are given opportunity to develop the defensive flying skills they will need to safely extricate themselves from sudden changes in the weather that occur . . . contrary to weather forecasts. Do I go or do I stay? Do I go or do I stay? You have likely asked yourself this question more often than any other in this business of flight! You reviewed the weather charts and talked with the Flight Service Station specialist. You have no hard and fast answer. Nobody is going to make your mind up for you. You could go, then again, you could stay. Add to your decision mix the various pressures to remain on the ground or to go. If it is a quick recreational flight, you may elect to remain on the ground. Or, it could be a business or weekend getaway flight - with your family begging you to launch. What do you do? You lean on your training and experience . . . that's what you do! Oh, if it could only be that simple! "Let's see . . . what would my instructor have me do on a day like this?" The sad choice is . . . you're likely to make the WRONG decision. If you remain on the ground and the weather improves, you've blown a great weekend. On the other hand, if you elect to launch and the weather enroute or at your destination worsens . . . .you're in trouble. It is easy to defend the decision to remain on the ground whenever in doubt. I would certainly agree with that. However, the choices are not always very clear, particularly for the instrument pilot. Let's say you decide to launch . . . Now, in the sky, the forecasted "okay" weather unexpectedly deteriorates. The ceiling lowers and you encounter some turbulence. Freezing precipitation begins hitting your windshield. You search your memory for training you never received. "Do I climb, do I descend, do I turn, do I go back. . . what do I do?" The weather at your destination is far worse than predicted, so you divert to your alternate, not realizing that unexpected ATC issued holding instructions could cut dangerously into your fuel reserves. The weather at your alternate is better, but the cross-winds will create a landing challenge you've never experienced before. "No, I can't handle that . . . the winds are too strong. I'll continue on to my primary airport . . . but now the ceiling and visibility are down to minimums. Dang, I have never shot an approach to minimums before! What do I do?"
Let's go back to the opening paragraph of this article. You can easily see why weather related accidents produce the highest fatality rate. And the reason is clear. We do not adequately prepare private and instrument pilots for the weather challenges they will inevitably face in the real world of flight. But you can do something about it! Back in the early 1970s, we could not purchase a reliable car from the American automotive industry. They were all basically junk. Fenders would rust in 18 months, engines would seize in the first 20,000 miles, and they guzzled gas at the rate of 8 miles per gallon. The American consumer couldn't fix Detroit, so they turned to Japan . . . and the Honda Motor Car Company. Like Detroit, you can't fix your flight school or even your flight instructor . . . but you can turn to other training resources. Good flight training resources are out there . . . you may have to look around a bit, but they are there. Find an instructor who WILL provide you with the weather flying skills to keep you and your family safe in the clag, in the bumps, in the precipitation. Develop your critically needed multi-tasking skills so that you can effectively parse your finite brain cells in directions that will enable you to maneuver, navigate, deviate, troubleshoot, communicate, and to find alternates all while keeping your senses about you . . . and your passengers calm. You're not going to get that kind of training bumbling around the practice area and by repeated landings and takeoffs at your home airport! You have to get "into the system" to receive this kind of experience! Click HERE to comment upon this article.
There are over 81,000 certificated flight instructors in the United States. Only 420 of these flight instructors have been designated Master Certificated Flight Instructors, and only seven other designated masters reside in New York State (and only one in Western New York). Click HERE to comment upon this article. Cross-Country Planning . . .
It's now time to do the number crunching. You'll need to compute a magnetic heading to fly which is your true course corrected for winds, magnetic variation, and magnetic deviation. The estimated time enroute (ETE) between fixes and total trip time along with fuel burn will also be determined. Per 91.103, you have gathered together all available information pertaining to your flight. In the midst of all of the this, you'll need to select an altitude to fly. To do this, you factor in the following considerations:
1. Direction of Flight: 2. Winds Aloft: Typically, wind speed increases with altitude. Thus you fly high when winds are at your back and you fly low when winds are on your nose. Occasionally, wind speed varies inversely with altitude, so the best approach is always check the winds aloft forecast before selecting your altitude. 3. Cloud Ceiling: VFR cloud clearance requirements dictate that you remain 500' below the cloud bases when operating below 10,000' MSL. Above 10,000', minimum cloud clearance increases to 1,000'. You can, of course, fly VFR above the clouds provided that you have at least a one mile wide (actually 4,000') hole in the clouds to climb and descend through. Note: Canadian rules require that you have continuous ground contact when you fly VFR. This is not required in the U.S.) 4. Terrain and Obstructions: Obviously, you need to fly high enough to clear terrain and any obstacles along your route of flight. The minimum sector altitudes displayed in large numbers on the sectional chart provide you with a minimum of 101' clearance above the highest obstacle in that sector. Extreme care must be exercised when selecting very low (scud running) altitudes. Tall towers have been known to appear overnight . . . and these do not appear on sectional charts. Note: When an airplane collides with a tower, the tower always wins! 5. Time Enroute: Remembering that it requires both time and fuel to climb, you'll limit your altitude based upon the distance of your planned trip. As a guideline, I never like to spend more than 10 percent of my total planned trip time in the climb. 6. Emergency Glide Distance: This is one of the most compelling reasons for flying as high as practical. The higher you fly, the farther you can glide in the event of engine failure. This becomes a major factor when flying over large bodies of water, mountains, or wilderness areas. 7. Radio Reception: In most instances, radio waves follow a line of sight trajectory. The higher you fly, the better your navigation and communication radio reception. Click HERE to comment upon this article. EAA Chapter 46 Growing FAST! Solid leadership, dynamic programming, and a whole lot of basic fun activities led to the remarkable growth of EAA Chapter 46 this year. They surpassed their membership goal of adding 48 new members to their roster in 2004 by 3! This is, in fact, one of the most energetic EAA chapters in the nation! One of their most noteworthy activities occurs each year at AirVenture in Oshkosh. They set up a huge circus tent and serve breakfasts and suppers to all members in attendance, most of whom set up camp at the EAA Chapter 46 compound right on the grounds.
Click HERE for upcoming EAA Chapter 46 meeting announcements.
Try as we must, it is impossible to create proficient pilots in the classroom, in the simulator, under the hood, or in the practice area. It is only when the novice is afforded opportunity to meet the enemy on the battlefield that he can claim the title of proficient pilot. Unfortunately, we spend a great deal of time expounding the rules and protocols and very little time talking about the real world. The real world seldom acts predictably. The finest scientific tools known to man still cannot predict to any reasonable degree of certainty what the cloud cover and visibility will be six hours from now on the lee side of Lake Erie . An even greater mystery is the presence or absence of turbulence. And the greatest secret of all . . . . ICING . . . remains nothing more than a mere guess to best meteorologists in the world. Add to this mix fast moving frontal lines, colliding low pressure areas, collapsing temperature/dew point spreads, and shearing winds, and you've got a formula for a long and strenuous flight. It would be bad enough if it were only the vagaries of Mother Nature that we had to deal with. Try understanding the logic behind three ATC directed IFR re-routes and two announced ground stops that drive you into successive holding patterns during an early morning flight to Teterboro Airport. Then toss in a faulty magneto or a touch of carb ice to send a sudden chill up your spine as you instinctively look down into a solid undercast in hopes of seeing a suitable emergency airport to land at if necessary. "Oh for the tranquility of the warm, clear, and smooth Western New York skies I trained in," you say with frustration in your heart The real world can be pretty fuzzy. Actually, to the less than proficient pilot, the real world can be terrifying. The proficient pilot, however, views the real world differently. He or she picks his way through the real world weather like a hiker stepping on a succession of slippery, moss-covered rocks to cross a fast moving stream. One false move and he'll find himself in a very uncomfortable position. Pilot proficiency comes from aggressive initial training, frequent recurrent training, and a whole lot of hard-fought experience. Training and experience work together to develop and perfect the skills necessary to bring order out of the very fuzzy and often chaotic real world! Click HERE to comment upon this article.
Over the Airwaves is not intended to be your typical training, official news, or club-type social journal. Instead, its intent is to stimulate thought, enhance aviation critical thinking skills, to encourage the strong pilot, and to disturb the weaker pilot. With this breadth of scope, Over the Airwaves will evoke a number of reactions. Please feel free to share these reactions with me by clicking HERE.
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Happy New Year!
Bob Miller, ATP, CFII |
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What
Causes Freezing Rain?
Should
freezing rain be encountered, your best escape route is usually
UP. If you are crossing a warm front, continue on your
current heading, but add full power and CLIMB. You
should find warmer air above. Freezing rain tends to be
altitude specific. Left or right turns to escape it are
not likely to solve the problem. 
A
quick look at the profile view of the DuBois, PA (DUJ)
VOR/DME 7 approach reveals the problem encountered by following
the illustrated descent profile. In this instance, the
pilot finds himself 500' above the runway threshold by the time
he reaches the Missed Approach Point (MAP). Assuming the
ceiling is at minimums, he is hardly in a position to make a
normal descent and landing per FAR 91.175.
The
biggest advantage of this "Dive and Drive" approach is that it
gets you down below the clouds very early in the approach,
thereby minimizing the amount of time flying down low solely by
reference to the instruments. More importantly, it gets
you out of the icy clouds sooner. Being below the clouds
early in the approach also gives you better opportunity of
finding the airport in time to make a normal descent and
landing.
The
impact of a growing shortage of air traffic controllers
nationally may soon strike Buffalo, Rochester, and Syracuse as
the FAA plans to curtail or reduce control tower operations in
48 airports throughout the United States. The
Buffalo/Niagara International, Rochester, and Syracuse Airports
are on this list. Click
The
VOR data box gives you access to a friendly Flight Service
Station specialist who can instantly pull up the weather at your
destination and your alternate. You can discuss and file a
complete re-route around large weather systems. The VOR
data box is your window to the full array of aeronautical and
weather planning information to make your flight a success.
Example: "Teterboro radio, Nxxxx over the Teterboro
VOR, transmitting and listening
on 122.65, over." 
Sounds
pretty ridiculous, right? Kansas is about a flat as a pool
table. How can you learn mountain flying there?
flights
require careful consideration of weather at the departure
airport, over the long enroute phase, and at the
destination. This weather assessment must continue for
the entire return trip home four or five hours later.
After
all, Western New York is a very friendly place as far as
terrain and obstacles are concerned. It is basically
flat with big lakes to the north (Ontario) and to the west
(Erie) to box things in for you. You would have to
suffer total brain lapse to get lost in Western New York!
centers
(Cleveland, Boston, and New York). Each center
involves multiple sectors with numerous frequency changes.
Miss a single frequency change and you could be suddenly
lost in ATC Neverland. ATC initiated route amendments
issued in machine gun fashion by overworked controllers
and multiple altitude step-downs tend to be the rule rather
than the exception. The names of intersection fixes
are unfamiliar and their location are often far from your
originally filed route. Having multiple charts open on
your lap is a must.
30
minutes or so. The reality of enroute delays can cut
deeply into planned reserves. Given the size of
troubling air masses, there is always the possibility of
finding an alternate several hundred miles or more away
from your primary alternate. There were several times,
for example, when I elected to fly all the way back to
Buffalo because the entire east coast low fog layer did not
lift as predicted. Then there is an issue of fuel cost
planning. With 100LL running as high as $4.65/gallon
at Teterboro, you want to plan your fuel needs so as to
avoid a large purchase there.
476
runway incursions involved at least one general aviation
aircraft (Source: FAA Air Safety Report, 2003). Class
B airports are not only significantly larger than all other
airports, they are far more complicated to navigate on the
ground - particularly at night. With arrivals and
departures occurring on two or three simultaneous
runways, ground controllers have less time to provide
detailed taxi instructions to pilots.
Pilots must gain operational instruction and experience to
navigate safely on these large and complicated airports.
Here's the scenario . . . You
just won two tickets, front
row center, to the latest Broadway show in New York City.
Your prize package includes two free nights stay at the famed
Waldorf-Astoria Hotel in Manhattan including complimentary spa treatment for
two. It is a perfect escape weekend for the private pilot
looking for a golden opportunity to persuade his reluctant
spouse to join him on a long cross-country flight.
Similarly,
the pilot can worsen the problem by adding several degrees of flaps.
By adding flaps, the airplane assumes a greater nose low
attitude, thus exposing more of the lifting surface of the
horizontal stabilizer to icing. This action further
decreases its downward lifting action. The ultimate
insult, which typically leads to the sudden (and often fatal)
downward pitch of the nose, comes when the pilots adds full
flaps. Already developing minimal downward lift, the
lowered flaps interrupts the remaining airflow to a point where
the horizontal stabilizer stops it downward lift altogether.
Now
gripped with overwhelming indecision, you feel cold sweat
dripping down your forehead. "Where or where is my
instructor? What am I doing here? He told me never
to take off into bad weather! Well, darn it, the
weather wasn't bad when I took off and the forecast at my
destination was wrong!"
On a
personal note, I am very proud to have been designated a
Master Certificated Flight Instructor (MCFI) by the National Association of
Flight Instructors (NAFI). This designation recognizes the
efforts of those active flight instructors who have made
significant contributions to the advancement of flight safety
and professionalism in the field of aviation. 
You
are getting ready to start out on your first solo cross-country
flight. Your charts are arranged neatly on the
kitchen table. There are fresh batteries in your flight
calculator, your pencils are sharp, and you selected your
checkpoints. You have acquired all the appropriate
weather reports.
Recall the odd/even plus 500' rule. Eastbound VFR flights
operate at odd altitudes plus 500', e.g., 3,500'; 5,500';
7,500'; 9,500', etc. Westbound VFR flights operate
at even altitudes plus 500', e.g., 4,500'; 6,500'; 8,500', etc.
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