Let's face it, learning to fly is an expensive process.  And owning an airplane can be even more expensive.  So why do people incur the cost of learning to fly and owning an airplane?

The possible answers to this question are as wide and varied as the number of pilots you ask.  I suspect that one of the most common answers is, "to get from point A to point B safely and quickly."

For me, this might mean attending business meetings in three different states on the same day and being home for dinner.   On weekends, this could also mean making the 600 mile round trip from Buffalo to Martha's Vineyard in Massachusetts for a lobster lunch with my family, a walk on the beach, shopping, and returning home the same day.

This all boils down to aircraft utility.  While I clearly love to fly, airplanes to me are tools of utility that enable me and my family to enjoy a better quality of life.  As such, I must be able to derive as much utility as I can from them in order to justify the cost of my flight training and the cost of owning and maintaining my airplane.

For some, their aircraft utility is very narrow . . .

I recently flew with a pilot friend who asked me to assess his piloting skills.  The winds were blowing right down the runway at 15 knots with gusts up to 22 knots.  He said, "Bob, I'd never fly on a day like this by myself ."  After flying with him for several minutes I could easily understand his wise decision not to fly on windy days.  His cross-wind landing skills were very weak.

This is Buffalo.  We live at the end of a very long lake.  High winds are more the norm than the exception.  If one doesn't fly on windy days, his or her airplane utility is seriously compromised.

Blame it on the flight training process!

Sadly, much of what we read and observe in the flight training field places a great deal of emphasis on the word "DON'T."   Don't fly when it is windy;  don't fly when the ceiling and/or visibility are low;  don't fly when the skies are turbulent.  And to illustrate the importance of these restrictions, flight training is often cancelled whenever these conditions exist.

The net result is the creation of a bunch of general aviation pilots who wait patiently for near perfect flying conditions before launching.   As for airplane utility, there is little or none.  So why did they learn to fly or even buy and airplane?

More importantly, these same pilots lack the training, skills, and confidence to extricate themselves from the vagaries of weather that occur on most long cross country flights.  Knowing this, they seldom venture more than a few miles from their home airport.  Again, aircraft utility is severely compromised!

Do you want more utility out of your pilot's certificate and airplane?

If you want more utility out of your pilot's certificate and your airplane, do what my friend did.  Find an experienced flight instructor and go out and push out the edges of your operating envelope.  Learn to safely control your airplane while taxiing, taking off, and landing in gusty crosswinds.  With an instructor aboard, climb up into poor visibility conditions, punch through a low clouds.  Learn to make a safe escape with skill and confidence.  Better yet, if you don't have an instrument rating (or you are not instrument current), go out and get one.

In the end, it all comes down to making your investment in your pilot certificate and your airplane all worthwhile.  Push out your operational envelope and make that airplane earn its keep.  In the process, you will become a far safer, more proficient pilot! 

Fly Safe! Bob Miller, ATP, MCFI Master Certificated Flight Instructor Buffalo, NY rjma@rjma.com 716-864-8100

Curiously, the simple process of declaring an emergency is one of the most misunderstood actions a pilot can take.  To some, declaring an emergency is reserved for only the most grave or serious in-flight events such as a fire or airframe breakup.  Others believe that the pilot must actually declare an emergency for one to actually exist.  Many pilots believe that by declaring an emergency, they will be tied up for months responding to FAA-initiated paperwork.  Sadly, some pilots even believe that the declaration of an emergency automatically subjects them to a formal FAA inquiry and possible fault-finding.

Curiously, the source of confusion regarding the declaration of an emergency rests with the FAA itself.  Here's how they define an emergency:

As seen from the above regulatory language, the definition of an emergency is clearly in the eye of the beholder.  In essence, it is any condition that threatens the safe outcome of the flight.  This condition could be anything from an engine failure to a missed meal that leaves the pilot feeling faint.

From a personal perspective, I've declared an in-flight emergency on three separate occasions.  All three were satisfactorily resolved without incident.  No follow-up reports were requested.  There were no FAA inquiries.   Once safely on the ground, that was the end of it!

What does an emergency condition, whether its declared by the pilot or not, provide you?

An aircraft in distress has the right of way over ALL other air traffic [FAR 91.113]. This provides the pilot with freedom to maneuver to the extent necessary to resolve the problem including making an immediate descent and landing to the nearest suitable airport.

It also alerts ATC to move all move all air traffic away from the path of the emergency aircraft.  Lastly, it places on alert all ground crash/rescue equipment and services.

When should you declare an emergency?

An emergency should be declared anytime the safe outcome of the flight is unsure.  Reasons may include weather conditions, mechanical, electrical, or avionics problems, fuel shortage, personal medical issues, and even disruptive passengers. 

Remember, the issuance of an emergency declaration sets up a clear set of priorities for all affected ground personnel and agencies.  Failure to issue an emergency declaration by an aircraft in distress, on the other hand, leaves affected personnel and agencies in doubt regarding the actions they may be required to take.

In short . . . if the safe outcome of your flight is in doubt for ANY reason, declare an emergency.

The local aerodrome, circa 1938, is a uniquely American resource.  Back then, you could travel to any city, town, or village in America and find a dirt landing strip, a wooden hangar or two, and a hamburger cafe.  Sadly, most of these local aerodromes are now gone.

Dart Field, Mayville, NY is still alive and well!

If you want to take a trip into history, fly to the north end of Chautauqua Lake in Western New York.  There you will find Dart Field (D79).  Originally constructed in the 1920s, Dart Field bustles with flying activity throughout the spring, summer, and autumn months.  You'll find sailplanes, bi-planes, and experimentals.

You'll also find a first-class aerodrome restaurant!  The best part of Dart Field is its museum hangar that displays some of the most unique aviation artifacts available anywhere in the world!

Two Runways . . . all Grass!

The main runway, 13-31 is 2,750' long.  The other, now used for glider landing only, is 1,800' long.  The CTAF frequency is 122.9.  [Click on photo to enlarge to full screen.]

Wonderful Flight Training Opportunity . . .

Flight instructors/flight schools . . . we owe it to our flight students to get them out and away from the big, long concrete runways and on to grass strips like found at Dart Field.  Here, they will experience the bumps and undulations of REAL short, unmarked, unimproved runways.  They'll learn how to maneuver in the pattern with slower, non-radio equipped airplanes.  No simulations here . . . instead, it's the real thing!

And the best thing is, your students will enjoy the experience!  And if you really want to do your primary students a favor, arrange to get them a couple of hours of taildragger experience!

How sad it is to read about a fatal accident whose cause is officially attributed to the pilot's failure to remain at or above the published minimum descent altitude (MDA) while on an instrument approach.   Such was the case on August 8, 2003 at Factoryville, PA when a Piper Saratoga was on the VOR-A Approach to the Factoryville, PA Airport Runway 4-22.

For some reason known only by the pilot, the aircraft descended below the published minimum descent altitude (MDA) of 1,860' MSL and struck trees at 1,287'MSL, killing both the pilot and his passenger.

Here's what the NTSB Report stated:

"A review of the last 1 minute and 3 seconds of recorded data revealed that the airplane was headed 299 degrees, then initiated a turn to a heading of 017 degrees as it flew over the runway. During that time, the airplane descended from an altitude of 2,000 feet to 1,268 feet mean sea level, before the data ended."

Did the pilot drop below the MDA just to have a quick look?

One of the great temptations facing instrument pilots still in the soup at one mile from the runway threshold is to drop down below the MDA "just a wee bit"  to see if they can pick up the runway.  It is as if there is a little voice in their ear that says, "Go ahead, drop down just a couple more feet and you'll have a clear shot at the runway."

Sadly, many who listened to this little voice met disaster in the process just as this pilot did on his attempted landing in Factoryville, PA.  The margins of safety on an instrument approach are just too close to ignore the numbers!

Here are several instrument approach rules you should always pay attention to:

Recent Personal Experience:  I was returning to my home airport (Akron, NY) in my C-210 this past Sunday afternoon.  The reported weather was at minimums for the GPS Runway 25 Approach.  My 15 year old daughter (pictured left) was sleeping in the right front seat and my Golden Retriever, Molly, was stretched out in the rear seats. 

This being my home airport, I knew this approach by heart.  I knew I could easily drop below the published minimums while still in the soup and safely make the fast approaching runway below.  Besides, I was tired and anxious to get on the ground. 

Just as I was about to ignore everything I had ever learned or taught about instrument flight, I glanced over to my daughter peacefully sleeping beside me - and to my Golden in the back - and instantly came to me senses!  At MDA, still one mile from the runway threshold, I pressed "the balls to the wall" (throttle, prop control, and mixture), pulled up the gear, pitched for an 80 knot climb.   I called Buffalo Approach and requested vectors to their ILS 32 where I soon landed safely.

How easy it is to do something entirely stupid in an airplane!

First, let me say that the forecasted weather near Akron for my planned arrival time was well above minimums.   Here was a classic example of where weather is often far worse than forecast.  So, for you instrument pilots who have "personal minimums" well above legal minimums, be prepared!  You better become proficient with the legal minimums!

Second, this is a classic example where instrument pilots trained exclusively in simulated conditions are at a serious disadvantage.  They are so uncomfortable in actual IMC, they might do anything to get on the ground . . . like go below minimums!

Either way, disaster is just around the corner for pilots who do stupid things in airplanes!

While most pilots understand what makes airplanes fly, few of us really know very little about the insurance side of airplanes!   This is particularly true for pilots who do not own the airplanes they fly.  Here are a few commonly asked questions about regarding non-owned aircraft insurance.  [Our thanks goes to respected aviation attorney, Dean Drew, for his input on this matter.  You can email Dean at dmdrew@drewanddrew.com]

Question:  Am I really covered if I borrow a friend's airplane?

In short, unless your friend's airplane insurance policy shows coverage for commercial operations, you're likely not covered. 

Question:  What if I rent an airplane from a local FBO, airport, or other entity who is in the business of renting airplanes?

Answer:  If the aircraft is rented from a party whose business includes aircraft rental, the lessor is obligated, under General Business Law Sec. 251-a, to provide the renter pilot with a notice stating what coverages are provided for the aircraft (hull and liability limits), whether the insurance covers the pilot (defense and/or indemnification), whether the coverage is subject to any deductibles, and whether the lessor and/or its insurers have the right to come back after the pilot for reimbursement of any payments made by them as a result of injury or damage occurring during the pilot's operation of the aircraft--a practice known as "subrogation."  

It is common practice, as well, for lessors to require rental pilots to sign rental agreements--often prior to their first rental from the lessor--which contains language obligating the renter pilot to pay for damage or liability claims.

Question:  Is there anything more that I can do to guarantee my coverage in borrowed or rental airplanes?

Answer: Yes!  Purchase none-owned aircraft rental insurance!  These policies are generally available through aviation insurance brokers and are not expensive (a variety of hull and liability limits are available) and provide a safety net.   Prchasing such a policy, with even the minimum limits, is preferable to none at all because: (1) they will provide legal defense coverage (an expense that usually runs to at least five digits and sometimes to six), and (2) the primary insurer on the aircraft will often waive any subrogation claims against the pilot so long as there is something being contributed by the pilot's policy to any hull claim or injury or property damage settlement.

Summary:  Aircraft insurance is tricky business.  Policies differ substantially from automobile policies.  They are more like a performance contract in that policy holder must fully bear up their side of the agreement before the insurer is required to pay.

You are inbound on Blackburg, Virginia's LOC/DME RWY 12 approach.  Upon reaching the Final Approach Fix (FAF) at 4,000', you drop the nose and initiate a "dive and drive" descent to the Minimum Descent Altitude (MDA) of 2,460' (see approach plate below).

Do you see anything wrong with this technique?

Some of our readers will suggest that a "dive and drive" from the FAF to the MDA on a nonprecision approach is the best way to the runway.  After all, the "dive and drive" could put you below an icy cloud base sooner.  It will also enable you to "go visual" sooner.

Others will suggest that a stabilized three to four percent descent gradient to the Missed Approach Point (MAP) would be best.

Which way is correct?

Before you answer this question, take a careful look at the 2,919' obstacle immediately inside the FAF!

If one were to execute an extreme "dive and drive" maneuver at the FAF, they could find themselves buried in a tower!

So, if you are a "dive and drive" advocate, be sure to study the approach plate carefully for any obstacles along the way!

One of the most prestigious honors in aviation today also happens to be one of the greatest achievements in aviation. The Wright Brothers Master Pilot Award recognizes pilots who have contributed to building and maintaining the safest aviation system in the world, through practicing and promoting safe flight for 50 consecutive years or more. The award, which is issued by the Federal Aviation Administration, is named in honor of Wilbur and Orville Wright, two early pioneers of flight.

The Federal Aviation Administration (FAA), Rochester, NY Flight Standards District Office (FSDO) is pleased to announce that Jim Kaletta (pictured left) of Buffalo, NY, (in the summer) and Punta Gorda, FL (in the winter),  has been selected to receive this prestigious award.  Presenting Jim with the award is Guido F. Hassig (pictured right), Rochester, NY FSDO Safety Program Manager.

The FAA Administrator has signed the award certificate and a “Roll of Honor” book with Jim’s name will be kept in a prominent place in the FAA headquarters building Washington, D.C.

Mr. Kaletta first soloed on July 4, 1952 in a Piper J-3 Cub and successfully completed his flight test for his Private Pilot certificate on July 4, 1953.  Today, Jim is the holder of an FAA Commercial Pilot certificate with ratings for single-engine land and sea, multiengine land, rotorcraft and instrument.  He was also the holder of a FAA repairman certificate for aviation oxygen components and equipment.  Jim has represented the Rochester, NY FSDO as an aviation safety counselor promoting aviation safety in Western, NY and Florida since 1999 and is active in the FAA’s WINGs Program.

Over the years, Jim has amassed over 10,000 hours of flying time in a variety of different aircraft. He was employed by Capital and United Airlines and most recently Scott Aviation, where he retired in 2002.  Jim has also participated in a number of aviation organizations including the EAA and the Civil Air Patrol, just to name a few.

The FAA recently issued a NOTAM announcing plans to end satellite processing of emergency locator transmitter (ELT) distress signals broadcast over 121.5 MHz and 243 MHz on February 1, 2009.  This comes at the request of the Cospas-Sarsat program, an international search and rescue program that uses satellite-aided tracking, and is part of a transition to 406-MHz ELTs whose signals provide more information with greater accuracy than the current ELTs.

Aircraft owners and pilots should be aware that ELTs that transmit on 121.5 MHz will still satisfy FAA requirements and be legal after the transition date, but they will provide limited assistance in the event of an accident because their signals will no longer be received by a satellite. However, the FAA and the Department of Defense will still monitor the frequency from the ground and can initiate search-and-rescue operations.

Search And Rescue Satellite Aided Tracking (SARSAT) Satellites

Fortunately, the need to make an emergency descent and approach to landing doesn't happen very often.  But should that dreaded engine failure occur, the immediate actions taken by the pilot can determine the ultimate outcome.

What about an engine failure while in the clouds?

The risks go up substantially should your mill quit in the clouds.

Every pilot is taught to make emergency landings in the golden light of day.  Few, however, are shown how to make an emergency descent out actual IMC conditions.

Scenario:  You are motoring along in instrument meteorological conditions at 8,000'.  Cloud bases in your area are no higher than 900'AGL.  There are no VFR conditions within 100 miles in any direction.  Your are buried in the clag when your engine fails.  What do you do?  Pretty grim, right?

Become a GPS Believer!!

Anybody who cruises in the clouds without at least a handheld GPS up and running is like ship crossing the ocean without a life jacket.  This little $300+ item can be the key to a safe landing.  Given the versatility of GPS technology, no airplane, large or small, should ever launch into IMC conditions without a handheld or panel mounted GPS on board!  

When the engine quits in IMC, the following suggestions can save the day.

1. Advise ATC:  Declare an emergency . . . even at the first sign of engine difficulty.  This will enable ATC to begin clearing the airspace below you. 

2. Achieve Best Glide Speed: This is the same thing you do with an engine failure in VFR.

3. Hit the "Nearest" Button on Your GPS:  Know you GPS unit well enough to instantly locate the nearest suitable airport.

4. Point the Airplane in the Direction of the Nearest Airport:  Here is the best reason to always operate at the highest possible altitude whenever in IMC conditions.  Hopefully, you are within glide range to an airport.  If not, continue following these suggestions and hope for the best!

5. Attempt an Engine Restart: Don't start troubleshooting the engine or attempting a restart until you are pointed to the nearest airport.  Minutes and seconds apply in this scenario. 

6. Circle Over the Nearest Airport: Using the GPS moving map, begin a standard rate circling turn over the the airport.  Monitor your descent rate so as to reach the base key point 500' AGL (see illustration left).

Your goal is to make a controlled descent through the clouds to VFR conditions below and close enough to glide to the runway.

Practice, Practice, Practice . . .

Lest anybody thinks this is an easy maneuver, think again!  It takes lots of practice to master this emergency maneuver.  Not surprisingly, it is not addressed in the instrument practical test standards (PTS), nor is it included in any GA aircraft POHs that I have seen.  So you are on your own here!

Practice the emergency GPS descent either under the hood with a safety pilot or in IMC (with an ATC block altitude clearance, of course).  Do it until you get it right.  It could save your life someday.

Read the exciting accounts of my numerous business and pleasure flights aboard my turbocharged Cessna 210.  This unedited book is being prepared for publication.

Click HERE  to open the table of contents.  From there, you can open and read each chapter.