X	"Flying anything that is markedly different than what we're use to awakens and invigorates the senses!"                                           -- Mark R. Twombly, AOPA PILOT Magazine

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Dear Pilots and Aviation Enthusiasts:                                                                                         

When Good Judgment Leaves the
 Cockpit Before the Pilot Does!

If you want to spend an entertaining morning, go out to your local airport on a sunny Saturday morning.  Roll out your favorite lounge chair, tune your hand-held radio to the local CTAF frequency, and sit back and watch the games begin!  You'll likely witness something akin to an unregulated airshow. 

You'll hear a bunch of transmissions that go something like this:

"Mayberry Airport, Bugmasher 234, five miles out, inbound for landing.  Any conflicting traffic, please advise." This guy is somewhere known only to him, heading for a secret runway, and he's asking the six airplanes already in the pattern to reply to his transmission. "Mayberry Airport, Piper 1435, over Route 31, inbound for runway 28." This pilot assumes that all visiting aircraft approaching Mayberry have an official AAA Road Map on board to locate Route 31! "Mayberry Airport, Cessna 1432, over ickfu, inbound GPS Runway 10, circling runway 28." This IFR aficionado assumes that everybody in the pattern is IFR rated and familiar with the GPS 10 circling approach to Mayberry.  He may also be incorrectly assuming that, as an IFR pilot on an instrument approach, he has some sort of "right of way." "Mayberry Airport, Swift 25443, entering a left downwind for runway 28." This guy doesn't realize that Mayberry has a non-standard right hand traffic pattern.

Non-towered airports are perfectly safe places to operate, even if Paris Hilton is serving 1/2 price pancake breakfasts.  But everybody must play by the traffic pattern rules and uses a bit of common sense. 

So what's the problem?

The problem is, there are almost no rules!  FAR 91.1269(b)(1) says "Each pilot of an airplane must make all turns of that airplane to the left unless the airport displays approved light signals or visual markings indicating that turns should be made to the right, in which case the pilot must make all turns to the right."  That's it, folks. That's all the FARs have to say about traffic pattern entries.

Fortunately, the Aeronautical Information Manual (AIM), Section 4-3-3 has a bit more to say about traffic patterns.  See illustration below:

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Let's take a look at what FAA Advisory Circular 90-66a, Subject: RECOMMENDED STANDARD TRAFFIC PATTERNS AND PRACTICES FOR AERONAUTICAL OPERATIONS AT AIRPORTS WITHOUT OPERATING CONTROL TOWERS.  This publication comes closest to providing life-saving guidance governing traffic patterns at non-towered fields.

Prior to entering the traffic pattern at an airport without an operating control tower, aircraft should avoid the flow of traffic until established on the entry leg. For example, wind and landing direction indicators can be checked while at an altitude above the traffic pattern. When the proper traffic pattern direction has been determined, the pilot should then proceed to a point well clear of the pattern before descending to the pattern altitude.

So what is a girl suppose to do?

The first thing a proficient pilot should do is listen to the airport's AWOS or ASOS at least 10 miles out.  If there is no AWOS or ASOS, or if the winds do not clearly indicate the runway in use, call the airport UNICOM or CTAF frequency and request airport advisories.  If no answer, listen to what other aircraft in the pattern are saying.

If still no answer, proceed to the airport at an altitude at least 500 feet above the published traffic pattern altitude (TPA), then look down for a windsock, wind tee, or some other wind direction indicating device.  Continue circling until you have a clear sense of the wind direction.  Then maneuver at least two miles away from the airport, then descend to the published TPA.  Make a proper pattern entry, then land.

Lastly, when approaching the airport, announce your position and intentions in aeronautical terms, e.g., "Nxxx two miles west of Mayberry, 2,500 feet, entering a left downwind to Runway 28."  Keep your eyes outside the airplane and land.

What if the visibility is poor and you are having difficulty locating your destination airport?

Please pay close attention here.  This is where lots of traffic pattern accidents occur.  If the visibility is, say, less than three miles, you DON'T want to be stooging around at traffic pattern altitude searching for the airport.  You might accidentally blast through and scatter those airplanes already in the pattern . . . or worse!

The solution to poor visibility approaches to non-towered fields is found in AC 90-66a.  That is, climb to an altitude at least 500 feet above your destination's published traffic pattern altitude (TPA), then begin your search.  Once you find your airport, maneuver to a point well clear of the traffic pattern, then descend to the TPA and make the proper pattern entry.

What do you do with a traffic pattern maverick?

No more "Mr. Nice Guy" here.  It's time that non-conforming pilots be taken aside and talked with.  No . . . don't flame him (or her) on the radio.  That's no place to initiate character-building discussions.  Instead, make note of his tail number, then have a courteous, but firm discussion with him on the ground.  After all, it's your life and the life of your passengers that we're talking about here!  If he blows you off, wish him well, then give your local FSDO a call.

 

 

Bravo!  The circulation numbers of "Over the Airwaves" is surpassing our most optimistic expectations.  What started out less than a year ago as a simple e-newsletter to my small group of flight students is suddenly taking wings.  We're growing by over 200 new free subscribers each month.

You are making this happen by forwarding "Over the Airwaves" to your pilot friends who, in turn, add their name to the mailing list.  You are posting "Over the Airwaves" on various aviation special interest group chat groups and websites.

While most of our numbers still come Western and Central New York, the wonders of cyberspace are bringing in new pilot readers from around the globe.  And if your e-mail feedback is any indication, you are liking what you read.  And the fact that you are forwarding "Over the Airwaves" to your pilot friends, colleagues, and flight students is an indication of your concern for their safety and flight proficiency.

Where "Over the Airways" is going in the future is anybody's guess.  I can promise you this.  It will ALWAYS be free to our readers.  I can also promise you that your e-mail addresses will never be given out, loaned, or sold to any other organization. 

The recently enacted Sport Pilot/Light Sport Aircraft rule promises to open up a whole new world of flying opportunity for pilots and wannabe pilots.  It makes getting into the air easier than ever before.  It also offers opportunity to those who fear they may have difficulty passing their next FAA medical. 

Below is a brief summary of the basic requirements of the sport pilot certificate:

A Word of Caution:  A light sport aircraft  is a full-fledged airplane.  The reduced flight training requirements and an absence of a required FAA medical do not exempt sport pilots from the need to exercise the same good judgment, risk assessment, and aeronautical  decision-making skills used by all other pilots.  How a person can learn to fly an airplane safely, even one under 1,320 pounds,  in just 20 hours remains a mystery to me.  This is one of many examples of where the "minimum" standards provides a dangerously low level of flight proficiency!

In the last OTA issue I mentioned that airline pilots undergo mandatory recurrent training every six months, unlike GA pilots who require only a biennial flight review (BFR). 

Thanks to reader, Dan Maloney, Northwest Airlines B-747 captain from Clarence, NY, I can report (through his words) a better picture of what airline pilots, today, require in terms of recurrent training:

"Just read your latest OTA. It was great as usual. One little thing about airline training. You commented that Pt 121 guys go to training every 6 months. It used to be that way for the captains only, the copilots went in every 12 months. Now most of the major airlines have what is called "single visit training", or "SVT". What they do now is more extensive training once a year rather than a quickie thing every 6 months.  I actually like this much better. We also now have "LOFT" training. Line Oriented Flight Training. This is when they throw a realistic scenario at you and your copilot and just watch, and record by video. It can be pretty challenging, and is always a good learning experience. If the crew bones it up, they get a down and extensive retraining, and the FAA keeps track of all this to see if there are any trends or items of safety importance that deserve wide attention. All in all a pretty good system. It is not a cake walk, however, your career is always on the line in the box, as well as the actual airplane. But the actual airplane is 99.9% trustworthy, unlike the sneaky simulator loaded with your next challenge" -- Dan Maloney

Thanks, Dan.  It is through feedback like this from active line flying folks that help us all better understand this business of flight!

"I was about to take off recently at 9G3 for some night currency. I noticed a strobe light barely visible far down the runway.  I was about to roll on runway 25 when I decided to do something I have never done before…stopped the take off process to examine the runway.  I taxied down to find a disabled aircraft at midfield that fortunately left its strobe on.  The pilot had landed gear up."                               -- Bob Race, C-172 owner, Akron, NY

FAR 61.57(b) says that no person may act as pilot in command of an aircraft carrying passengers during the period beginning 1 hour after sunset and ending 1 hour before sunrise, unless within the preceding 90 days that person has made at least three takeoffs and three landings to a full stop during the period beginning 1 hour after sunset and ending 1 hour before sunrise.

There is a reason for all things aeronautic

Many of the regulations foisted upon us by the FAA have been "written in blood."  In other words, some aviator in the past made headlines in a spectacular crash that initiated the development of regulatory change.  For example, a single crash of a B-727 on approach to Washington DC's Dulles Airport (IAD) in 1974 led to a number of regulatory changes.  This classic CFIT (controlled flight into terrain) revealed a chronic point of confusion between flight crews and air traffic controllers.

As a result, FAR 91.175(I) was amended.   Now, when instrument pilots on an approach hear the controller say, "Maintain X thousand feet until established. . .", credit the crew of that doomed B-727.  You can also credit this same crew for GPWS (ground proximity warning system) in all air carrier aircraft.  And while you are at it, thank them for NASA's Aviation Safety Reporting System as well!   These regulatory changes were "written in blood" by one flight crew and all of their passengers.

Getting back to the night currency requirement

No doubt some pilot long ago had a night flight experience similar to my good friend Bob Race's (see quote above).  Instead of taxing down a dark runway to insure it was clear, as Bob Race did, he taxied into position, mashed the throttle to the wall, and encountered an unexpected obstacle on the runway before lifting off.  Or maybe he ran out of runway before reaching Vr (rotation speed). Or maybe he suffered a "black hole" illusion on landing.

Whatever the reason(s), there was enough blood spilled in night takeoff and landing operations to cause the FAA to add another regulation to protected us from ourselves.

Lesson:  Don't skimp on your night currency requirements.  Take it seriously.  It could save your life!

There are two facts of aviation life that have become a solid reality for GA pilots since September 11, 2001.  The first is shifting TFRs and PFRs that dramatically increase the probability of an unintentional airspace incursion.  The second is the aggressive prosecution of nearly all operational errors by the FAA. 

Therefore, it is essential that we GA pilots carry two defensive weapons in our ever-expanding flight bags.   These defensive weapons are:

(1) a good supply of Aviation Safety Reporting System (ASRS) forms, and

(2) active membership in AOPA's Legal Service Plan.

These two tools can go a long way in turning a potentially bad situation into something far more tolerable.  For example, let's say you inadvertently clipped Class C airspace without establishing two-way communication with the controller.  Maybe you accidentally descended below (or above) an assigned altitude.  Perhaps you were not aware of the TFR you just flew through.  There are literally hundreds of little "gotchas" that can threaten your pilot's certificate.  Maybe you even forgot to log that 30 day VOR check requirement we talked about in the last issue of "Over the Airwaves." 

Ever been ramp checked?  Let's say an FAA official has questions about your weight and balance papers.  He smiles, walks away, and leaves you wondering whether or not you did something wrong.

Each of these events may or may not catch anybody's attention.  If not, you got lucky.  On the other hand, each such event could trigger an FAA enforcement action.  Trouble is, you will not know for sure until about two weeks later when a certified letter from the FAA arrives in your mailbox.  Just because ATC didn't make comment at the time of your incursion or possible violation does NOT mean you're off the hook.

So what do you do?

Adopt the "Quack like a Duck" rule.  That is, if you do something that "looks" like a violation or "walks" like a violation, then regard it as a violation.  In such cases,  ALWAYS complete and mail in an ARSA form (sometimes referred to as a NASA form).  This form must be submitted within 10 days of the alleged violation.  You can obtain this form on line by clicking HERE.

Having an ARSA form pertaining to your possible violation on file can exempt you from any civil penalties or fines in the event the FAA proceeds with enforcement action against your pilot's certificate.  This applies to student pilots on solo flights as well.

Okay, you may be off the hook with regard to civil penalties and fines, but . . .

Remember, however, the timely submission of an ARSA form does not prevent the FAA from coming after you with other penalties.  You could still be found guilty of FAR 91.13 (careless and reckless operation) and other charges that will become a part of your official airmen's record for a very long time!  Such charges can effectively put an end to a pilot's professional career goals.  They can also cause your insurance premiums to skyrocket (or deny you insurance altogether).

NEVER, NEVER, EVER, NEVER accept the FAA's efforts to take enforcement action against your pilot certificate without first talking with your aviation attorney. 

Here's where AOPA's Legal Services Plan comes to the rescue.  If you do not have an aviation attorney, contact AOPA's Legal Services folks.  They will refer you to an aviation attorney in your area.  Better yet, if you do have Legal Services Plan coverage on your AOPA membership, the plan will cover most if not all of your legal defense costs!

Today's legal defense for any reason is not cheap.  You'll spend $1,000 to $1,500 just to talk with a lawyer and have him or her prepare one simple letter in your defense.  If your case goes to court, you could be paying legal bills for the rest of your life!  Compare that to a cost of $26 a year for the AOPA's Legal Services Plan!  Click HERE for more information on this plan.

[Shameless plug: Aviation attorney, Dean Drew has represented my legal aviation concerns for many years.  He's also a participant in AOPA's Legal Services program.  You can email Dean at  dmdrew@drewanddrew.com ]

It is no small achievement that Hank Stockwell secured his instrument rating this past week.  You see, unlike most pilots, Hank began his flight instruction two years ago with absolutely no previous flying experience! 

A friend took Hank for his first small airplane ride, and he was hooked!  He was so excited, in fact, that he went out and purchased his first airplane, a brand new C-172, before he completed his third hour of primary instruction.

By his own admission, Hank had no outside interests in life apart from his family and running his steel erecting business.  A confirmed workaholic, Hank spent nearly every working hour on one job site after another.   That is, until the flying bug bit.

Hank quickly finished his private pilot certificate, then moved right into his instrument work.  The next surprise came when Cessna introduced the new glass cockpit, C-182 G-1000, Turbo.  "I've got to have that airplane," Hank said!  He arranged a quick trade-in of his C-172 at Dunkirk Aviation, Inc. in Dunkirk, NY, and became the proud owner of one very fine airplane (pictured above).

Hank pursued his instrument training in earnest.  Not wanting a "watered down, simulated" instrument course, Hank and I sought out very low IFR weather with lots of precipitation and turbulence.  We trained at airports like JFK, Teterboro, Pittsburgh, and Philadelphia.  We got "down and dirty" in the system and learned what real "in the system" IFR flying is all about!

Nice going, Hank.  You worked hard and succeeded.  Now you can fly your C-182 safely  to job sites all over the United States!!!!!

 

 

Is your airport suffering neighbor complaints?  Is your airport feeling pressure from community groups to curtail or limit flight operations?

Whether the answer is yes or no, local airports can win a lot of friends by doing something good for its surrounding neighbors.  This is what the Akron, NY Airport (9G3) began doing last year when it adopted its neighboring public high school.

Last September, the owners of the Akron Airport and I met with local school officials to develop an "Introduction to Flight" course to be offered during the school day.

The students picture above (click on photo to enlarge) were the first to sign up for this two semester long course.  The students pay only for the books and materials plus a discounted one hour introductory flight.  I provide the ground and intro flight instruction at no cost. 

An introduction to flight and aviation career opportunities

The aviation class meets weekly during the school day in one of Akron High School's high tech classrooms where each student has a computer, access to the internet, and a large TV with DVD playback.  Students also take field trips to the local air traffic control facilities, Flight Service Station, and to the Niagara Aerospace Museum.  Each students also receives one hour of actual flight instruction and several hours of in-flight observation from the back seat. 

Guest speakers at the weekly classes include FAA personnel, airline pilots, and recent graduates currently attending aviation colleges.  Three of the 10 students in the class have begun actual flight training for their private pilot certificates.

Face to face with NASA Astronauts

Our "Introduction to Flight" class traveled to Niagara Aerospace Museum in Niagara Falls, NY this past week to hear NASA Astronaut, Michael Fincke (photo right) and Flight Director Matthew Abbot (left).

Michael just returned from six months on board the International Space Station (ISS). Matt served as mission director for this flight in space.

Both men strongly reinforced the notion that dreams come true every day.  If you want something bad enough, then work hard, stay in school, and you will likely achieve it. 

As with flight training itself, the most effective learning takes place outside of the traditional classroom.  Getting out and meeting professional pilots (and NASA astronauts) goes a long way in creating long lasting learning experiences.

Sun 'n Fun is the second jewel in the "Triple Crown" of international aviation fly-in events (Oshkosh is #1). 

I'll be flying my T-210 down on Thursday, April 14 and will remain there through Sunday, April 17.  Look for me in the NAFI (National Association of Flight Instructors) tent on Saturday, April 16 around noon.  Please stop in and say hello.

 

The following e-mail comments to the March 20, 2005 issue of "Over the Airwaves" were sent to me by Designated Pilot Examiner (DPE) David St. George, Master Certificated Flight Instructor, from Ithaca, NY.  It is reprinted below with his permission.

Feedback such as this, especially from DPEs, is useful to all of us in flight training work.  It adds a perspective that is seldom found in other publications.  Thanks, David!

Bob:  Another great issue of your newsletter. All pilots reading this appreciate your efforts. I wanted to speak to this issue of deficiency in pilot skills on pilot evaluations. As a DPE I hate unsuccessful check rides. I started to say "I hate failing people" but pilots actually clearly fail themselves!  When things go wrong everybody knows.  All DPEs I have spoken with in our district feel the same way....depressed!  It is much more satisfying to hand out a new pilot certificate with a big smile and a handshake!  But we can't approve everyone that walks in the door regardless of skill level. I always start an evaluation telling the applicant:  "As you stand here coming in the door, you are already a pilot, finished, done, complete. This is not a training flight. Your CFI trained you and signed you off, my job as a DPE is only to evaluate and verify your skills and judgment for the FAA. This is a 'check ride' confirming skills you have practiced and perfected. The test is published and available to everyone. You start with a 100% and problems mark down from there.  This is consistent with the FAA training: "Present a comfortable, relaxed environment and objectively evaluate the applicant based on the PTS to the highest correlative level." Unfortunately, many applicants never have thought (or gained experience) beyond their small world of flight training.  This is, however, the privilege they are seeking.  They will fly for the rest of their life in all kinds of terrain and airspace all over the country! Otherwise we need to give them a certificate that says: "Airplane SEL, Upstate NY only" Simple questions on an oral might be: "You are on vacation with your friends in Virginia and are renting a plane, what paperwork and inspections would you need to find to verify the plane you are presented is airworthy?  "You come out in the morning and the compass has leaked its fluid all out, can we fly to the next field for maintenance?" These are real slow ball pitches...easy! Apparently many CFIs never challenged their students with scenario-based quizzing. The pilot only knows that plane and that field where (s)he trained. More shocking, some pilots don't even know how many gallons of fuel are on board their aircraft! ! You are so right Bob, it is the CFI that is responsible, we just see the end product (and only for two hours!) The pilot trusts their CFI to prepare them and may come away disappointed. They often are unaware of their deficiencies. Applicants from some more comprehensive CFIs reliably fly great evaluation rides and are a pleasure to test. When I come home at night after unsuccessful evaluation, I am depressed and my wife immediately knows "how it went." Some are just depressing, some make your hair stand on end!  Usually quite clearly though, the applicant was not prepared by his/her CFI for the minimum standards represented by the PTS. I get in the same funk as you thinking: "where is flight training going with people like this expecting to be pilots?" And unfortunately, there is more and more to know. As a pilot population, we cannot afford more "stupid pilots" flying into TFRs and making the evening news. As a group, all of our privileges will be curtailed if we do not police our own winged brethren. The good news is the FAA is increasingly promoting "scenario-based training" with emphasis on going beyond the minimum standards of the PTS. Many new pilots are stepping into Cirrus or Lancairs and have to hit the ground running. The new FAA FITS training is all about this highly effective preparation. On the other hand those that just want to putter around in a puddle-jumper can now just test for Sport Pilot certification in a smaller, limited class of aircraft. --David St. George, DPE, MCFI

 

If you are looking for an exciting, no-holds-barred account of using one's own airplane in support of business-related travel, be sure to read "Adventures in Flight."  I began writing this book a number of years ago about my wise and not-so-wise flight adventures back and forth across the United States in my Turbo Cessna 210.

There was a time in my grants consulting practice when I was flying over 600 hours a year, often every day despite some of the harshest weather imaginable.  I frequently took my T-210 to the edge of its operating envelope, much of it in the oxygen-breathing flight levels.  I played "cat 'n mouse" with thunderstorms, icing, and snowstorms.  I frequently found holes in lines of thunderstorms not otherwise possible without spheric devices and radar.

I survived this period of aggressive flying to share it with you in this book in progress.  One day I will write the final chapter and get it off to the publisher.  Until then, I'm still gathering stories to share.

Click HERE to open the table of contents to "Adventures in Flight."  Then click on each chapter title and begin reading.  I guarantee that you will enjoy it!  (You'll need Acrobat Reader to open these PDF files.)

Why!  Why should I become an instrument rated pilot?  I only fly in good weather?  My little aircraft is not IFR certified.  I'm claustrophobic and get nervous inside of the clouds.  My reflexes aren't what they use to be, so I have no business flying in the scud.

These are typical responses that many VFR-only pilots offer when asked about getting an instrument rating.  Curiously, I seldom hear any objection or concern about the cost of securing an instrument ticket.  Most VFR-only pilots simply (or naively) believe that the instrument rating would not offer them any useful benefits. 

From a practical perspective, their thinking may be a bit shortsighted.  Why train for something you'll likely never use?  I suppose these pilots do not believe in fire extinguishers or accident insurance, either.  Hmmm. . . .

The number ONE weather-related GA fatal accident: Continued VFR flight into IMC conditions!!

Most VFR pilots don't deliberately go wandering on into instrument meteorological conditions.  They know better.  The VFR pilots I know have a healthy respect for and remain well clear of IFR weather.  Nonetheless, GA pilots (and their passengers) die year after year from their inadvertent transgression into the soup.  How they got there is a mystery.  Getting out proved to be an even bigger mystery that many do not satisfactorily solve! 

Here are FOUR big reasons why pursuing an instrument rating will make you a better, more proficient, and safer pilot:

1. Your instrument related study of meteorology will make you better equipped to predict the pending arrival of IFR weather conditions.

2. Your newly acquired basic instrument attitude control skills will make you a smoother and more comfortable pilot to fly with.

3. You will possess the aeronautical skills to safely extricate yourself from an unexpected entry into IMC weather.

4. Your aircraft utility will be greatly enhanced through your ability to legally punch up through overcast conditions to clear, smooth air above.

So what's required to obtain an Instrument Rating?

The basic aeronautical (flight) training required for the instrument rating is shown in the table below:

Required Instrument Flight Training Experience (FAR 61.65) 50 hr. of cross-country flight time as pilot in command, of which at least 10 hr. must be in airplanes: The 50 hr. includes solo cross-country time as a student pilot, which is logged as pilot-in-command time. Each cross-country must have a landing at an airport that was at least a straight-line distance of more than 50 NM from the original departure point. A total of 40 hr. of actual or simulated instrument time in the areas of operation listed below: 15 hr. of instrument flight training from a CFII (CFII is an instructor who is authorized to give instrument instruction) 60 days days preceding the practical test. Cross-country flight procedures that include at least one cross-country flight in an airplane that is performed under IFR and consists of: A distance of at least 250 NM along airways or ATC-directed routing An instrument approach at each airport Three different kinds of approaches with the use of navigation systems If the instrument training was provided by a CFII, a maximum of 20hr. may be accomplished in an approved flight simulator or flight training device.

You will also receive knowledge training in each of the areas shown below:

FARs IFR-related items in the AIM ATC system and procedures IFR navigation Use of IFR charts Aviation weather Operating under IFR Recognition of critical weather Aeronautical Decision Making (ADM) Crew Resource Management (CRM Preflight preparation Preflight procedures Air traffic control clearances and procedures Flight by reference to instruments Navigation systems Instrument approach procedures Emergency operations Postflight procedures

So, in summary . . .

Having an instrument rating is one of the most powerful resources in every pilot's tool box.  This rating will open up entire new vistas of safety, aircraft utility, and basic airmanship skill. 

A three-day tube & fabric construction seminar led by famed Piper craftsman, Clyde Smith is being planned for June 10 through 12 in Western New York.  Clyde started his career in aviation at the Piper factory in Lock Haven. Once the factory closed he became involved in restoration, the supplying of hard to find parts and historical information, and the education of numerous people in seminars across the country.
 

Click HERE if you would like more information about this unique learning opportunity.

FAR 91.103 requires pilots to have all available information before beginning a flight.  Today, that information should include fuel prices at your destination to prevent the gouging I experienced earlier this week.  

I flew my wife and 15 year old daughter to NYC for some shopping.   I landed and parked at Teterboro Airport (Atlantic Aviation).  There are five FBO's at Teterboro, so their fuel prices have always been competitive . . . and Atlantic Aviation had generally been the lowest among the five, so I didn't bother checking AIRNAV.

I was, indeed, quite surprised when the bill for my 38 gallon top-off came to $193.80.  That equals $5.10 per gallon!!!  Checking AIRNAV after my return, I discovered that this was $.15 higher than its posted fuel price!  It was also the highest among ALL FBOs in ALL airports in and around NYC!  

Shame on you, Atlantic Aviation!!  Worse, shame on me for not checking fuel prices before I left home!

There is a totally unsubstantiated rumor circulating that Burt Rutan was recently called upon to help in the restoration of a B-17.

You can evidence of his work on this project by clicking HERE.
 

You've seen this stuff on the private pilot written and you surely encountered it on your oral.  The important thing is, do you understand its real significance?  AIRMETs are the "legal" red flags that the FAA enforcement people like to wave anytime they're reviewing a pilot's questionable actions.  They are the "Beware of Dog" signs intended to scare off intruders.

You've been warned!

If a VFR pilot takes off into an area where an AIRMET Sierra has been issued, then is involved with a near miss with an IFR aircraft that he didn't see, you bet a serious enforcement action will be taken against him. 

Similarly, if an instrument rated launches his C-172 or Piper Archer in the face on a recently issued AIRMET Zulu for his area, then declares an icing emergency that causes ATC to divert other aircraft, he better call his aviation attorney as soon as he lands. 

What about a botched landing resulting in serious injuries at an airport located in an area covered by an AIRMET Tango?  This doesn't go down well for a student pilot on his first cross-country solo (and far worse for his CFI!)

The FAA enforcement letter that arrives by certified mail within 14 days of the event will contain unpleasant references to FAR 91.103 (Failure to have all available information prior to flight) and FAR 91.13 (Careless and Reckless Operation).  Not even Michael Jackson could beat this rap!

A Quick Review . . .

An AIRMET (AIRman's METeorological Information) advises of weather that may be hazardous, other than convective activity, to single engine, other light aircraft, and Visual Flight Rule (VFR) pilots. However, operators of large aircraft may also be concerned with these phenomena.

These AIRMET items are considered to be widespread because they must be affecting or be forecast to affect an area of at least 3000 square miles at any one time. However, if the total area to be affected during the forecast period is very large, it could be that only a small portion of this total area would be affected at any one time.

The items covered are:

AIRMET Sierra (IFR): Ceilings less than 1000 feet and/or visibility less than 3 miles affecting over 50% of the area at one time. Extensive mountain obscuration AIRMET Tango (Turbulence): Sustained surface winds of 30 knots or more at the surface Moderate turbulence AIRMET Zulu (Icing):  Moderate icing  Freezing levels

 

AIRMETs are routinely issued for 6 hour periods beginning at 0145 UTC during Daylight Time and at 0245 UTC during Standard Time. AIRMETS are also amended as necessary due to changing weather conditions or issuance/cancellation of a SIGMET .

Get that briefing before you launch

If you ask the FSS specialist for a STANDARD weather briefing, he or she MUST provide you with any active AIRMETS along your route of flight.  It doesn't get much simpler than that. 

NOTE:  An AIRMET is not a deal killer for every flight, just like a "Beware of Dog" sign doesn't prevent a mailman from delivering mail to your house.  But you have been warned!  If you successfully complete your flight through an active AIRMET area, great.  Just be sure you have a solid gold "back door" if that AIRMETed weather condition begins to nip at your airplane!

I happily stumbled upon "Over the Airwaves" and find it to be a well-written, well laid out and extremely informative newsletter. I agree wholeheartedly with your thesis that general aviation pilots must do more to police ourselves--our safety, the public's safety, and the entire concept of personal flight are at risk every time we accept "minimum standards" as the mark of professionalism.
                 -- Thomas P. Turner, Mastery Flight Training, Inc.

Note: Mr. Turner has been Lead Instructor for Flight Safety International's Bonanza pilot training program at the Beechcraft factory; production test pilot for engine modifications; aviation insurance underwriter; corporate pilot and safety expert; Captain in the United States Air Force; and contract course developer for Embry-Riddle Aeronautical University. You can read more about Thomas Turner by clicking HERE.

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Click HERE to see what other readers had to say about the most recent past issue of "Over the Airwaves."

 

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