 |
 |
|
Sunday,
January 30, 2005
Vol. II No. 3 |
|
|
|
|
Sunday,
January 30, 2005
Vol. II No. 3 |
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:
Translated, this Latin phrase reads, "A weak foundation destroys the work upon which it is built." This Latin gem should be inscribed on the wall of every flight instructors' office because it unlocks the secret to ultimate flight safety. It also points to the reason why pilot error is the cause of nearly three-quarters of all general aviation accidents! We pilots push the throttle to the wall knowing the risks that lay before us. We also recognize the attitudes and skills we bring to the cockpit. The more appropriate the attitudes and the greater the skills, the higher the probability we will complete each flight safely. The whole process boils down to two words: risk assessment. If our attitudes and skills exceed the risks, we will land safely. The foundation for all pilot attitude and skill development occurs in the private pilot stage of training. This foundation involves four major developmental components: (1) aircraft control; (2) national airspace system; (3) meteorology, and (4) aeronautical decision-making. While the FAR/AIM and the PTS have their own ways of defining the component parts of primary flight training, attaining proficiency in each of these four foundation components is necessary before any pilot takes to the skies. Without such proficiency, our aviation attitude and skill development is incomplete. Our safety aloft is thereby compromised. Brave New World This all becomes more relevant when we consider the significant differences between yesterday's and today's flying environment. Before the advent of GPS-enabled free flight, glass cockpits, high flying glass composite, all-weather aircraft, very light jets, and rapidly shifting TFRs, we enjoyed a much simpler, laid-back world where we could aviate, navigate, and communicate in a leisurely informal pace. For better or for worse, we have lost much of this innocence. The rules are changing, the tolerance for error has diminished, and the stakes are a whole lot higher. With the possible exception of the sport and recreational pilot, the remainder of today and tomorrow's pilots are facing a brave new world of sophistication never before experienced. This means that the way we train new pilots must change. Without forsaking the importance of developing strong aircraft maneuvering (control) skills, student pilots MUST be taken out of the practice area and into the national airspace system early and throughout their training. It is there where they will experience real weather challenges. It is there where they will develop the decision-making skills necessary for consistent safe flight. And it is there where they will develop the foundation upon which all future flight will be launched. It is a brave new world for the seasoned pilot as well. Our recurrent training needs to be more frequent and more comprehensive. We all have personal weather minimums. We should have our own personal training minimums as well. Perhaps we should take a BFR every year instead of every two years from somebody other than our best buddy CFI. The same applies to instrument pilots. We should take an IPC (instrument proficiency check) every year - again from somebody who will really challenge our proficiency on the gauges and our decision-making skills in a variety of common accident scenarios.
And we flight instructors must understand that teaching this stuff does not necessarily make us more proficient pilots. If we want our students to follow our example, we should remain in the active learning mode as well. We should sign up for aerobatic training, take an extreme maneuvers course, master that tail-dragger, or pursue a multi-engine training. And we all should go for that next rating, including the ATP and Master CFI. If we do not consider ourselves "the best of the best," are we giving our students the best they deserve? If we've done all that, then let's try that glider, that ultra-light, or even the stately balloon! A proficient pilot never stops learning. If he does, he eventually becomes a hazard to himself and to others. In doing all of this, we will be strengthening our foundations of proficiency and dramatically reducing the GA accident rated at the same time. After all, this is no time to be sticking our heads into the sand, figuratively or literally! Fly Safe,
Bob Miller, ATP, MCFI
Why? It is problematic because, while being an instrument procedure, it is not an instrument approach! Not being an instrument approach, there is no published missed procedure. When issued or accepted, the visual approach clearance authorizes the pilot to maneuver to the runway directly or in trail behind the preceding aircraft. And since this is an IFR procedure, there is no cloud separation requirements per FAR 91.155. So far, so good. So what is the problem with it? The problem is, what happens if an unexpected cloud, fog bank, or thunderstorm drifts atop of the airport and prevents the pilot from completing the visual approach and landing. Where does he go? There is no missed approach procedure for a visual approach. Similarly, what if, earlier in the approach, a big cloud drifts between him and the airport? Since he is still, technically on an IFR plan, can he penetrate the cloud to get to the airport? Hmmm . . . . If a cloud comes between him and the airport, can he go through it? No, per section 5-4-21 of the AIM, the visual approach authorizes the pilot to proceed visually and clear of clouds to the airport. If he must go missed, where does he go? Short answer . . . he's expected to fly the runway heading and query the tower for instructions, but he is still on an IFR flight plan. Section 7-4-1 of the Air Traffic Controller's Handbook (FAAO 7110.65) says "An aircraft unable to complete a visual approach shall be handled as any go-around and appropriate separation must be provided." Since he has "sort of" completed the visual approach, but didn't land, can he go back into IMC conditions that might exist on the departure side of the airport?
Here is one of those situations where rules and procedures governing IFR flight boxes us into a corner . . . with no escape other than to declare an emergency . . . then all bets are off. So what do you do to protect yourself? The very best solution is to request or accept a visual clearance ONLY when you can meet all of the requirements of this clearance. This means having VFR conditions (1,000' ceiling/3miles visibility), remaining clear of clouds, and having the airport or the preceding airplane continually in sight. This is particularly important when landing at a non-tower controlled airport where weather reporting may not available. In this situation, weather reporting is solely up to you or a previous PIREP. Unfortunately, weather can be just as fickle as the FARs. Sometimes the weather at airports is marginal VFR but who's counting the feet. We might think we have the airport in sight when accepting a visual clearance then suddenly lose it in the haze or in the twinkling lights of the surrounding city. This is where the problems begin. There are two rules that I like to employ whenever I am considering a visual approach in less than perfect VFR weather. These are:
Dick's B-17 was flying off the right wing and following the lead aircraft in this massive formation of allied aircraft. It was on this mission when destiny called 1st Lieutenant Waring into one of the most important roles of the war. Here is what had to say about it: "When enemy anti-aircraft fire took out our lead aircraft, my pilot called me on the radio and told me to give him a heading to the target. It was then I discovered that I was guiding 2,900 airplanes to the target."
When asked how he navigated from his base in England to targets over Germany during those many cloud-covered days, he said, "It was all dead-reckoning." We received our weather briefing just before each mission. I got out the old E6B, computed the wind drift and calculated our groundspeed. I gave the pilot a heading, and he flew it all the way to the target" "Was it accurate," I asked? He laughed and said, "Not really!" I asked Dick if the Hollywood movie, Memphis Belle accurately portrayed what it was like flying B-17 bombing runs over Europe in 1944. "Heck no," he said. "Sure, each of the things that happened to the Memphis Belle in the movie really did happen, but never on the same mission. We'd sometimes return on two engines, or with a bum gear, or with a wounded crew member, but I never experienced all of these events on the same flight!" Dick, a distant cousin of 1940's band leader Fred Waring, is president of the Air Force Association. You can reach him at dick838@localnet.com Editor's Note: My good friend and pilot, Ken Condrell, recently gave me a copy of FLYBOYS: A True Story of Courage, by James Bradley. This best selling book is MUST reading for anybody who has an interest in the events leading up to WWII and the enormous heroism of our pilots and soldiers who fought in this war. The book is extremely graphic, pointing out the horrors of war and the atrocities that occurred on both sides. Still, it is a great read for every pilot! You can order it online HERE .
If we are not careful, however, that warm air streaming from the cabin heater might also include deadly carbon monoxide. If it does, we could in very serious trouble in a matter of minutes! Cabin heaters in most light, general aviation airplane operate differently from automobile heaters. Rather than passing hot water through a heater core as in most car heaters, air coming through our aircraft heater vents is first heated by passing it over the hot engine exhaust manifold. This cabin heater system design has worked well for decades. On occasion, however, a rust hole, crack, or leaking exhaust manifold joint can allow exhaust fumes containing a deadly by-product of combustion (carbon monoxide) to pass through the heater system and into the cabin. As most people know, carbon monoxide is an odorless, tasteless, colorless gas that causes hypoxia when inhaled, reducing the blood's ability to carry oxygen. It can lead to headache, drowsiness, dizziness, or even loss of consciousness and death. Carbon monoxide-related accidents do not happen very often, about once a year according to the AOPA Air Safety Foundation. But when they do, they are generally fatal. Click HERE for a report on carbon monoxide effects on pilots by the FAA Southwest Regional Flight Surgeon. So what do we do?
Second . . . install or carry aboard a high quality carbon monoxide detector. The little CO warning cards is a step in the right direction, but they are not the best CO warning device. Most of these warning cards last only 30 days and offer little warning other than a change of color. This is of little value in a dimly lit cabin. One of the best carbon monoxide warning devices is the kind illustrated on the left. It sounds an audible tone and shines a light when in the presence of carbon monoxide. A full description and ordering formation can be found HERE. Important: Don't assume that absence of an exhaust smell in the cabin means that no carbon monoxide is present. Regard any sudden onset of drowsiness, dizziness, or headache as a signal that carbon monoxide may be present in the cabin. Open windows and vents immediately, then make immediate arrangements to land. As with all other unusual in flight circumstances, advise ATC immediately.
The article examines flight hazards and risks from two levels. The first is perception. The other is risk aversion as follows:
Understanding these differences makes it apparent why this is a controversial topic. The debate, in fact, may not be fully resolvable. The author does point out, however, that one can expand their operational envelope without exposing themselves to unnecessary risks by doing a couple of things. You do it by engaging sound aeronautical decisions-making, and by recognizing that a hazard only becomes a risk (and thus a danger) if it is handled incorrectly. He says, "When you train, do so with experienced instructors who can help you safely broaden your aeronautical horizons." One of the most important important qualifications of a flight instructor is the size of his or her operational envelope. This envelope has to be large enough to safely and realistically expose his students to the many and varied flight hazards. [Note: Hazards become risks only when they are handled incorrectly.] This means that we instructors, too, must engage in recurrent and advanced training with more experienced CFIs who can help us safely expand our own operational envelopes. Examples of such training might include pursuit of a tailwheel endorsement and aerobatic and/or glider training, or a multi-engine rating, or advanced instrument training. One of the major aims of "Over the Airwaves" is to identify the many hazards of flight, then to demonstrate that these hazards need NOT be risks to pilots possessing the necessary decision-making ability, training, and experience to accommodate them. In turn, the aim of every pilot should be to acquire these skills long before encountering these hazards!
The presence of a warm front on a weather chart may seem like good news to us cold weather nuts here in the northern climates. Think again! Warm fronts are about as welcomed as a toothache! From a VFR weather perspective, the emergence of a warm front in your area likely signals several days of no flying.
A warm front is the boundary between warm and cool, or cold, air. As the warm air advances, it rides over the heavier cold air ahead of it. As the warm air rises, the water vapor in it condenses into clouds that can produce rain, snow, sleet or freezing rain, often all four. The warm front and its associated clouds and precipitation can stretch hundreds of miles over the cold air. This is why a slow-moving warm front can mean days of cloudy, wet weather before the warm air finally arrives. Since warm air
is lighter and less dense than cold air, the cold air ahead of a
warm front at the surface must retreat before warm air can move in.
Cold air can be very stubborn and hard to move, which
Wintertime warm fronts are even WORSE news for the IFR pilot! As the warm, moisture-laden, air pushes up over the colder air below it, it cools and produces rain. The rain then falls through the first several hundred feet of freezing air immediately below it. It is here that super-cooled water droplets or freezing rain is produced. These super-cooled water drops instantly freeze and adhere on impact with the wing and propeller. Once they descend beyond that, the super-cooled water drops solidify into pellets or possibly snow and bounce off the wing and propeller, thereby presenting little or no further risk to flight.
Have you ever taken off with a seatbelt hanging out of the passenger door? Or, as an AirTran crew recently discovered, have you ever wondered if your cowling is snapped down tight? There are dozens of little things that can capture the attention of the pilot after it's too late to fix. How about that baggage door. Is it closed? What about the tow bar? Is it possible you left it attached to the nose gear? What about the Pitot tube cover? That's a popular oversight on low wing aircraft where it cannot be seen from the cockpit. I once declared an emergency with my family onboard when a deafening banging noise on climb-out led me to believe that the airframe was coming apart. Upon landing, I discovered that a six foot long piece of the rubber door seal cord that surrounds the passenger door had come loose and was trailing along behind the aircraft . . . banging against the exterior of the fuselage. My most embarrassing oversight occurred on my commercial pilot checkride. With the engine running and ready to taxi with examiner by my side, I had forgotten to pull the chocks from the right main gear. Not wanting to shut the engine down, I asked the examiner (Louie Nalbone) to get out of the airplane and remove the chocks. He looked at me questionably, then I said to him, "Lou, you know that commercial pilots never have to pull their own chocks!" Fortunately he found this a bit humorous and allowed the check ride to continue (I passed!). Numerous accidents, some fatal, have occurred because of simple oversights that could have easily been corrected or prevented at the pre-flight stage. There are a number of things you can do to prevent such oversights from occurring. Here's two that I particularly like:
Each of these two steps sounds simple enough, but you'd be surprised to see how many pilots (and instructors) who do not do this!
The bad news, however, is serious. Pilots becoming dependent upon GPS technology are rapidly losing the fine art of three other forms of navigation. These forms are:
These four forms of navigation recapitulate the history of aviation, beginning with pilotage, then dead reckoning, then radio navigation, and ultimately satellite (GPS) navigation. All pilots, particularly student pilots, are required to demonstrate a working knowledge of each form of navigation. The Private Pilot Practical Test Standards (PTS) requires, for example, that a candidate for a private pilot certificate be able to use pilotage and dead reckoning to remain within three miles of his planned route and to arrive at each checkpoint within five minutes of his initial or revised ETA. Remember, this is the minimum standard of performance. He is also expected to be familiar with each form of radio navigation and to be able to intercept and track specified radials and bearings, and to know when station passage occurs. If the aircraft is equipped with GPS technology, then the student must be familiar with this form of navigation as well.
In discussing the merits of flight simulators, let's look first at the four (4) major components of instrument flight training. Once we understand these components, the merits and weaknesses of flight simulators can easily be seen. These components are:
With the exception of the full-motion, airline-quality multi-million dollar flight simulator, ALL other types of simulators, from FAA-approved sims used in some flight schools right down to the pc-based sims, are very effective in teaching the second component above (Instrument Procedures). They offer very little, if any, benefit in teaching effective aircraft control or meteorology. In the hands of a skilled sim operator, they can have some benefit in imparting aeronautical decision making skills. What is Ugly Side of Simulators?
Time for a Reality Check ! This reality is that an instrument student's weather flying and decision making skills are seldom, if ever, assessed or evaluated during the instrument checkride. This is because few Designated Pilot Examiners (DPEs) conduct checkrides in real IMC conditions. Simulated flight, under-the-hood, flying allows for peeks (allegedly to align the DG with the wet compass). One peek, destroys any realism effect! Who, then, really assesses the instrument students' weather flying and decision making skills? Answer: NOBODY! The instrument students' fate in the weather depends entirely upon the type and quality of instrument instruction he received. If too much of this instruction was given in a flight simulator or under the hood, the student may be left dangerously under-prepared. Unfortunately, this level of under-preparedness may not be revealed until after the accident occurs!
If you ever want to toss a question into a hangar-flying gathering of pilots that will precipitate debate and confusion, ask what the difference is between the words "Category" and "Class" as they apply to airmen certificates and airplane certification. This is also a favorite bit of trivia often asked on the commercial pilot oral. The table below reveals the correct answers.
Source: FAR Part I:
Definitions and Abbreviations. A quick reference to FAR Part 23 explains this importance as follows: Normal Category: The normal category is limited to airplanes that have a seating configuration, excluding pilot seats, of nine or less, a maximum certificated takeoff of 12,500 pounds or less, and intended for nonacrobatic operation. Nonacrobatic operation includes:
Utility Category: The utility category is limited to airplanes that have a seating configuration, excluding pilot seats, of nine or less, a maximum certificated takeoff weight of 12,500 pounds or less, and intended for limited acrobatic operation. Airplanes certificated in the utility category may be used in any of the operations covered under paragraph (a) of this section and in limited acrobatic operations. Limited acrobatic operation includes:
Whether or not your airplane is
in the Normal or Utility category depends upon its
total loaded weight and how it is arranged in the airplane.
Typically, the utility category is attained when the airplane is
lightly loaded with a forward CG. The ONLY way to
determine this in your airplane is to perform a complete weight
& balance. Your completed loading graph will tell
you which category it is in.
The NTSB refused to speculate as to the cause of the accident, but local observers suggested the possibility of an unlatched pilot seat rail as a possible contributor to the accident. If the pilot's seat suddenly slid rearward as the aircraft began to lift off, it is plausible that the pilot instinctively held onto the yoke, pulling it rearward with him. This would explain the sudden pitch up experienced by the accident aircraft. Most airplane have fairly long pilot and co-pilot seat rails to accommodate people of varying heights. Typically, only one or two locking pins are used to secure these seats in their rails. If these pins or the holes they engage in are warn, or if the locking pins are not properly secured in the rails, the seat(s) can inadvertently slide rearward, bringing the pilot and his hands on the yoke rearward with it. Some aircraft have an additional built-in safety lock that must be manually released before the primary seat release will work. This safety lock can also installed as an after-market item if your airplane in not so equipped. Whether or not the seat rail theory proves correct in this accident scenario, it does remind us of the importance of double checking the security of our seat before launching. Also, a "Seat Locked" item should be included in all pre-flight check lists.
Several weeks ago, the Transportation Security Administration passed an edict that all active flight instructors had to complete an on-line airport security awareness training program. Trouble was, their efforts to make flight instructors aware of this awareness program were a less than effective Once the word finally did get out, CFIs soon discovered that the on-line program had bugs in it. For some CFIs with slower, dial-up connection, the program took hours to complete. Worse, many of those CFIs who successfully suffered through this program discovered that the required diploma, which confirmed that they completed the course, would not print out! You can find this on-line training program HERE . AOPA, again, came in and helped to solve that problem by persuading the TSA to allow CFIs to make a simple logbook entry that they completed the required training. Here is the endorsement language:
True altitude, pressure altitude, absolute altitude, density altitude . . . blah, blah, blah. To the new flight student (and to a lot of old-time stick and rudder folks), these terms can be surprisingly confusing. Confusing? Yes . . . but they are important factors that EVERY aviator must know and understand. Let's look at the simplest possible definition of each:
True and absolute altitudes are measures of height. They are constant for any specific point in space. They do not change. Pressure and density altitudes, on the other hand, are characteristics of atmosphere and change constantly.
Think of pressure altitude as the total weight of air molecules above your head. This weight, measured in inches of mercury, is predictable by altitude. Therefore, if we know the weight of the air above us (as measured by a barometer or altimeter), we can determine our altitude in feet above sea level. Well, almost. Trouble is, the weight of our atmosphere is NOT constant. Remember, unequal heating of the earth's surface?
This would work perfectly if the weight of the atmosphere wasn't constantly changing which, of course, it does. Enter the adjustable altimeter! In 1928, Paul Kollsman changed the world of aviation with the invention of the world’s first accurate barometric altimeter. This soon became known as the “Kollsman Window” because it included a window for setting barometric pressure. Pilots all of the world simply dial the atmospheric pressure in their particular area into the Kollsman Window of their altimeter and . . . voila', we all are flying at known altitudes above sea level!
So What is Density Altitude?? While pressure altitude represents a physical distance above sea level as determined by the weight of the atmosphere, density altitude represents the number of air molecules in a given volume of space. That space may be the area of air beneath the wings, the volume within the engine cylinders, or the area of air surrounding a spinning propeller. The only exception from a performance perspective is the reduction in parasitic drag resulting from fewer air molecules around the airplane, but this benefit is minimal compared to the loss in overall performance in terms of lift and thrust. Density altitude is simply the number of molecules of air in a given space. These air molecules are in constant motion. The warmer the temperature gets, the faster they travel. While this is a gross simplification, think of the fast moving molecules suddenly escaping the imaginary container we had them in. When this occurs, fewer air molecules are left behind to occupy the container.
Again, in an effort to compare apples and oranges, scientists concluded that by establishing a standard temperature, e.g., 59degF or 15degC, they could determine how many molecules of air existed in a given volume of space at sea level. They also knew that air cooled predictably by 3.5deg F. for each 1,000 of increasing altitude. This provides for an interesting correlation. As the pressure decreases due to increases in altitude, fewer air molecules occupy a given volume of space (recall the bicycle pump). Similarly, as the air cools due to increasing altitude, fewer moving air molecules leave the same volume. All things considered, density altitude increases with pressure altitude. If the atmosphere performed perfectly, density altitude would always equals pressure altitude!
If standard temperature and standard pressure existed at a given altitude, then density altitude and pressure altitude would be equal. On the other hand, if the temperature is above standard for a given altitude, the number of air molecules creating lift and mixing with the fuel would be less. Thus, even though the altimeter says what altitude we are at, the airplane performs as if it were at a higher altitude. This perceived higher altitude is called DENSITY ALTITUDE. Yes . . . you've heard that humidity influences density altitude. It does, but to a far less degree than temperature and is seldom used in aviation. So how does this impact flight? One word . . . performance! For example, a hot July day with an air temperature of 97degF instantly turns an airport with a field elevation of 4,895 feet into an airport with a field elevation of 8,200 feet! Try lifting off of that field with three people and full fuel in your Cherokee!! In other words, your airplane performs much
better on a cold winter day than it does on a hot summer day. By knowing
the pressure altitude and temperature at your airport, you can calculate
precisely how your airplane will perform. Click
HERE here for a
convenient Density Altitude Computation chart.
My plan is to fly down in my C-210 for this tour and seminar and bring with me five of my flight students who would like to participate. The first five of my present or past flight students to email their interest in coming along will go! Hopefully, we can persuade some other aircraft owners to join in this program as well. If so, let me hear from you. The Center is situated right at the Islip Airport, so logistics will be easy. New York Center controls 17,000 square miles of domestic airspace and 3.25 million square miles of oceanic airspace. Its controllers handle, on average, 7,600 daily aircraft operations. Approximately 7,000 are in domestic airspace and 600 are in oceanic airspace. In 1998, New York Center had 2.134 million operations. Its control room can accommodate up to 94 operational positions. New York Center has 533 people: 79 are assigned to Airway Facilities; and 351 controllers and 103 staff, management, supervisory and support personnel assigned to Air Traffic. They provide 24 hour coverage 365 days a year.
Extreme cold weather flying is an essential part of every private, instrument, and commercial pilot training. If we are going to live, work, and fly in the northern climates . . . we need to become proficient under these harsh weather conditions. Unlike fair weather flying, extremely cold temperatures introduce a whole new set of risk factors that must be properly managed. These risk factors include:
Let's look at each of these risk factors and see how we might handle them. While it is important to read about these risk factors, it is more important that we actually experience these conditions with a qualified flight instructor.
In summary, winter is a great time to enjoy flying. The air tends to be smoother, clearer, and crisper than in the summer months. You can see forever on a clear winter day. As with any other aspect of flight, however, we must learn how to manage the risks. We must study, we must train and re-train, and we must EXPERIENCE! We cannot become a safe winter pilot by remaining on the ground at the first sign of cold clouds. Get your instructor and brush up those extreme cold weather flying skills.
While you have grown up in the cold northerly climates and you may have been a pilot for a long time, it's never to late to review how cold weather can damage or shorten the life of our airplane engines. The big question is, at what temperature should I be sure to pre-heat my engine. Note this temperature varies by engine model. Click
HERE to review
a series of helpful cold weather engine operation tips from Lycoming.
Aviation science is like the game of golf. You'll never tap the deepest riches of knowledge or perfection. But unlike golf, the pursuit of that goal can save your life! AOPA and Sporty's Pilot Shop recently teamed up to put together five simple little self-scoring quizzes to help pilots assess their level of knowledge in key life-saving areas. Click on the "Take Quiz" link for each of these life-saving areas and see how do!
The program is quite simple. It is divided into two parts as shown below:
For more information about the WINGS program, click HERE.
The first fatal accident of a Diamond DA40 occurred on this past December 9 when a flight instructor, an instrument student, and a passenger attempted an ILS approach to Runway 05 at the Donaldson Center Airport in South Carolina. Instrument meteorological conditions (IMC) existed at the time.
While the preliminary NTSB report did not draw any conclusions regarding the cause, accident scenarios of this kind remind us of the need to ensure that we ALWAYS have the correct altimeter setting dialed in. Remember, a one inch error in altimeter setting translates to a 1,000' error in our actual altitude! Proper Altimeter Setting is Important . . . But it is MOST CRITICAL on the ILS Approach ! As you know, most ILS approaches enable us to descend to just 200' above the ground before we have visual contact with the runway or the approach lighting system. This leaves little margin for altimeter setting error! Given the critical nature of altimeter settings on the ILS, the approach chart designers supply us a fast and convenient way to check our altimeters before its too late. How this works is described below. Referencing the profile view of the ILS Runway 23 Approach to KBUF, you will see the number 2201 located just above Maltese Cross signifying glideslope intercept (final approach fix or the compass locator at the outer marker.) This is precisely the altitude that your altimeter should read as you cross this fix with a centered glideslope needle. If your altimeter is off by more than 20' or 30' as you cross this fix with a centered glideslope needle, something is wrong. GO MISSED, then sort out your options. This is a critical but often overlooked confirming check when conducting an ILS approach. Proficient pilots add this to the FAF passage call-outs: [turn, time, twist, throttle, talks, altitude check!] Always remember, there is NO shame in aborting an instrument approach procedure. Think of the now-famous O.J. Simpson defense: "If the gloves don't fit, you can't convict." Same applies here. "If the numbers don't fit, you can't continue!" (I know it doesn't rhyme, but I'm no Johnny Cochrane!)
One of the greatest failings of instrument instruction is the mistaken belief that IFR flight is a neat little package of rules, regulations, and procedures taught to the tune of centered needles and crisp radio communications. Okay, four-fifths (4/5ths) of instrument flight are just this, but it's the other one-fifth (1/5th) that can contain enough surprises to humble even a seasoned, grizzled old IFR pilot!
My most bizarre IFR surprise occurred when a fearful passenger sitting in the co-pilot's seat turned to me, while on short final in rough air to ILS minimums, and said, "Bob, I'm going to be sick." She then, involuntarily, let loose in classic projectile fashion, spewing her lunch all over me and my instrument panel, literally obscuring my altimeter seconds before reaching Decision Height! None of these surprises, taken by themselves, may be serious enough to precipitate an accident. But each can cause serious pilot distraction. With this distraction comes a temporary loss of proper decision-making skills. Critical priority actions are replaced by momentary confusion. One factor leads to another that suddenly builds into an "accident chain" that results in an unrecoverable scenario. Play the "What if" Game The key to preventing this from happening is to always be on the lookout for warning signs, then heed them before it is too late. Proficient pilots do this by playing a continual game of "What if." For example, what if the engine suddenly quits, where am I going to go? What if I encounter icing, can I find clear or warmer air somewhere? What if I brought the wrong instrument approach plates, can I obtain the approach numbers from the controller? In my bizarre IFR surprise, I knew that my passenger was not feeling well. Should I have anticipated that she might puke at the worst possible time? You bet! This is the kind of scenario-based decision making skills that we should be emphasizing in our instrument training. We should be continually running through the infinite "what if" scenarios that can occur during any phase of instrument or VFR flight. If we all do this, all of the time . . . my guess is the GA accident rate would begin to plummet. If you would like 56 more What if scenarios, click HERE.
This section, which will appear in every issue, recaps the positive and negative reader responses to the contents of previous issues of Over the Airwaves. It would intellectually unfair of me to reprint only favorable comments and to disregard the negative ones. (Note: Anonymous comments will not be printed.) So, friends, have at it. Share your thoughts with all of us . . . both pro and con. A friend sent me your "Over
The Airways" and it is a great job. I read every word and clicked on every
possible site. I anxiously await you next issue. Great work. I am an
ex AF fighter pilot. Fly a Mooney about 100 hours per year. Purchasing a new
Lancair 400 and will begin flying it in June. Also fly a Malibu Jet Prop.
Looking forward to future issues. Thanks for letting me join. Dan Schaeffer gave
me your name. Love what you write. GREAT STUFF!!!!! Great job with real life
flying info! Thank you... Great Webpage...!!!, sent
to me by my CFII.
I love
your newsletter, even as a non pilot you have a ton of interesting
information. A friend
and airline/ex-USAF pilot, Dave Cidale out your way directed me
to your website. It is a real good common sense source of
guidance. One reason he forwarded it to me is that I'm the
District Flight Safety Officer for the First US Coast Guard
District (North) and also an aircraft commander (i.e. the PIC),
for the civilian Auxiliary Air organization. Aux Air is really
drawn into regular CG ops now after 9-11, and we are pushing our
standards & capabilities towards theirs, by necessity.
Dave is involved, subject to his travels. Would you
permit me to pass some of this on to our guys (and girls)? Your
authorship would of course be acknowledged, & we can include
your website as a resource for them also. Reply: Of course . . . this is the intended purpose of "Over the Airwaves." Re: Don't Let ATC Sucker You Into the Icy Clouds Below Regarding 91.527 as a
restriction for little Cessnas flying into known icing...it does not
really apply (though it is great guidance for everyone!) All of the
"500 series" regs are for "large airplanes...turbo-jet powered
multi-engine civil airplanes" (91.501 Applicability) The restriction
for flight into icing comes from each plane's type certificate and
associated AFM/POH, Section 2: Operating Limitations. Similarly,
every student pilot parrots A-R-R-O-W but there is no reg I know of
that requires a weight and balance...this comes from the same
source: type cert, AFM/POH. Great newsletter. Click HERE to view the entire file of reader comments.
Every so often a reader sends me an item that does not pertain to aviation, but it does have a profound significance to all of us who love life and privileges we enjoy. The link below will bring you to one such item. I hope you will read it, then cut and paste the text into an email message and send it to your friends. (Thanks, Ron Grimm, for sharing this item with us.) Click HERE
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.
Past Issues of
Click
HERE
to
open any previous issue(s) of Over the Airwaves and to
search for any past articles.
Just to prove that you never know what the unexpected will bring, I was standing in the middle of a ski slope last week when an out-of-control youngster came barreling into me. We collided, and I took the worst of the impact!
Fly Safe!
Bob Miller, ATP, MCFI
|
||||||||||||||||||||||||||||||||||||||||||||||||||||
Valuable recurrent
training occurs on the ground as well. We should attend every
FAA sponsored safety seminar in our region. Each of us should
participate in the FAA WINGS program. One the very best things we
can do is pursue that next pilot rating! We should be using these winter
months to prepare and take the rating knowledge test . . . then
actively pursue the flight portion as the weather begins to improve.
Being
"cleared for visual approach" is, by far, the most common
instrument clearance given to the IFR pilot, but it is also one that can easily
lead to operational errors and costly certificate actions.
No!
He can't because he doesn't have a clearance. Suppose he starts turning to
avoid a cloud build-up and thus remain VFR. Is he authorized to do that?
No, again! What if the tower controller instructs him to fly the published
missed approach procedure, can he do that? Again, no - because there is no
published missed procedure for a visual approach clearance. What if this
occurs at an airport where there is no tower and he can't reach ATC for a new
clearance? He's in IFR no man's land! You
can see an operational error and subsequent certificate action staring him right
in the face . . . or far worse!
Meet Richard (Dick) Waring,
Lt. Col, USAF, retired, from Buffalo, NY. Dick is part of The
Greatest Generation of military heroes who valiantly
participated in World War II. Dick flew 35 missions as a
B-17 navigator from 1944 to 1945. Assigned to the 838th
Squadron, 487th Bomb Group, 3rd Division, 8th Air Force,
Dick found himself in the the unexpected position of navigating
the course over of the 2,000 bombers and 900 fighter aircraft
participating in one of the largest battles that is credited
with turning the tide of the war, the
Staying
warm is one of the greatest challenges we face when flying in
sub-zero weather . . . particularly in older airplanes with leaky
door and window seals. Frigid air breezes circulating
through our cockpits can undermine our best efforts to remain warm.
We respond by cranking up the feeble cabin heater to full blast.
In time, we begin to feel the warmth - and hopefully, that is all.
First
. . . as in every situation, fly only meticulously maintained
aircraft! Whether it is yours, somebody else's, or a rental
aircraft, develop some means to ensure that the airplane you step
into has received the best possible maintenance. Part of
this effort includes YOUR careful pre-flight inspection of the
engine compartment including a close examination of the exhaust
system. One of the most important things you can do is reach down and
give a sharp tug on the exhaust tail pipe. If it is loose or
wiggles, don't fly it!
In
an article titled, "Cockpit Courage and Preflight
Pragmatism," FAA Aviation News, January/February,
2005, author Michael W. Brown, FAA Aviation Safety Analyst,
effectively summarizes one of the most controversial topics
discussed by flight instructors. It is also a topic that
evokes a great deal of emotional heat!
slows the
overtaking warm front. This can lead to several days of
cloudy, wet weather. This often happens during winter along the East
Coast as cold air pushes up against the Appalachian Mountains. This
is sometimes referred to as cold air damming.
FAR 91.103
requires that the pilot has ALL available information concerning his
or her flight prior to departure. This includes, of course, all
pertinent weather information. If you want to see where the
warm fronts are in your area right now, and over the next couple of
days, click 
The
recent proliferation of easy-to-use navigation tools ranging
from inexpensive hand-held GPSs to elaborate "glass cockpits"
presents good news/bad news scenarios. The obvious good
news is that cross-country navigation has been reduced to a
couple of button pushes . . . with pinpoint accuracy.
IMPORTANT:
Even though GPS is fast, accurate, and easy to use, it does not
excuse us from maintaining our proficiency with the three other
forms of navigation as well (word to the wise for student pilots!)
A
15,000 hour flight instructor took off with a passenger in a
Cessna 337 Skymaster from Lakeland, Florida's Runway 27 earlier
this month. As it was lifting off, it aggressively pitched
upward to an altitude of 100 to 150 feet, then rolled over and
crashed, killing both occupants.
Pressure
altitude is the weight of the atmosphere. It changes as a result of the
unequal heating by the sun of the earth's surface. The resultant high and
low pressure areas change the weight of the atmosphere over any given point on
the earth's surface. To visualize this, think about the last time you
operated a bicycle tire pump. When you applied weight to the plunger, the
pressure inside the tire increased. For you swimmers, you can feel the
weight of the water in your ears as you dive to the bottom of a swimming pool.
Our ears can also sense the weight of the atmosphere as we change altitudes in
an airplane.
Measuring the weight of the air above us in a
constantly changing atmosphere is like measuring apples and oranges.
To remove these differences, scientists developed an "average" atmospheric
weight and called it standard pressure. At sea level, this standard
pressure is 29.92 inches of mercury. The weight of this standard
pressure decreases by one inch of mercury for each 1,000 foot increase in
altitude. Therefore, if our barometer (altimeter) reads 19.92 inches of
mercury, we know we would be 10,000 feet above sea level (29.92 - 19.92 = 10")
(10" = 10,000'). Easy, right?
It is the number of molecules of air around
the wing, the propeller, and inside the engine cylinders that determines an
airplane's overall performance. The more air molecules we have, the better
the performance. 
The FAA
will be hosting pilot tours of the New York Air Route Traffic Control Center (NY
Center) facilities in Islip, Long Island on March 19 and April 3. This is
a unique opportunity to obtain a BIG PICTURE perspective on how the national
airspace system works in one of the busiest ATC facilities in the world.
Difficult Engine Starts:
Everything a piston engine needs for a quick start is
compromised during extremely cold weather. Congealed oil causes the
engine to crank more slowly during start-up. Similarly, a
cold-soaked battery gives us less turning power. The cold air/fuel
mixture is more difficult to ignite by the spark plugs. More priming
is necessary to assist the starting process.
The
FAA's Pilot Proficiency Award, or "WINGS,"
program has long been recognized as an effective and
systematic way to engage in recurrent training. It is also
recognized by insurance companies who require evidence of
recurrent training prior to issuing renewal coverage to their
policyholders. Completion of any phase of the 20 phase
WINGS program can also be substituted for a biennial flight
review (BFR). 
These
surprises include, for example, an imbedded thunderstorm
that was not in the forecast, an unexpected encounter with
freezing rain, and a complicated ATC reroute through fixes
with unfamiliar names . . . that you can't find on the chart
in the dim cockpit lighting . . . and your flashlight just
failed. And those are the common ones. The more
obscure surprises might include a misplaced approach chart
book that you discovered missing while descending in the
clag to your destination airport. Perhaps it is the
flickering low voltage warning light on the instrument
panel, or inoperative Pitot heat, or a wake turbulence
encounter. 
Sign Up for "Over
the Airwaves" . . . . .
The event left me with a
badly sprained ankle and a broken right leg. Aside from
wrecking a perfectly wonderful day, this sad event put a big hole in
my flight training schedule. Fortunately, it occurred during
the worst weather month of the year, so we didn't miss too much.
I do apologize, however, to my faithful students for whatever
inconvenience this has caused you. I hope to be back in the
saddle in February.