This elegant little airplane was born into a general aviation boom period, quite different from the high-cost, low-volume single-engine market of today. During the 1960s, nearly 9,000 light singles and twins were produced every year. In addition to the big three of the time—Cessna, Piper, and Beechcraft—the major defense airframe contractors were considering ways to enter this red-hot civilian market.

There was both an easy way and a hard way. The hard way involved designing an aircraft from scratch and suffering the slings and arrows of a long and expensive certification process. The easy way involved buying a type certificate of an existing aircraft.

Grumman Aerospace created its Grumman American Division by purchasing the American Yankee and Traveler type certificates and then developing a full line of single- and twin-engine aircraft based on these designs. In a similar way, North American Rockwell’s GA subsidiary, Aero Commander, acquired the type certificates to the single-engine, fixed-gear Volaire Model 10, which it renamed as the model 100 Darter and Lark Commanders. In 1966, it purchased the type certificate and tooling of a high-performance, retractable-gear single, the Meyers 200.

And just like that, Aero Commander had a full line of single-engine aircraft. With a hot GA market, a record-setting airframe and engine combination, and the deep-pockets support of an aerospace giant, what could go wrong? Spoiler alert: By 1972, Aero Commander had ended production of both the 100 and 200 series and designed and certified its own Rockwell Commander 111/112/114 line of fixed- and retractable-gear aircraft.

So what happened?

To answer the question, let’s go back to where the Meyers 200 story begins. Al Meyers was a gifted aircraft engineer who spent the years leading up to World War II working for industry leaders Stinson Aircraft, Chance Vought, and Glenn Martin. His first solo design, the Meyers OTW (Out to Win) was an elegant biplane trainer that enjoyed a limited production run in the run-up to the war.

Unfortunately, as with most peacetime activities, the war years placed a hold on the Meyers Aircraft Co. However, as the war ended, and the postwar civil aviation boom got underway, Al Meyers designed the Model 125 and 145. This thoroughly modern monoplane design featured a fully enclosed, two-place cabin, all-metal construction, a distinctive squared-off tail, and fully retractable conventional landing gear. Though just 23 were constructed, the design was good enough to be resurrected nearly 50 years later as the Micco SP 20 and 26, a plus-6G and minus-3G personal aircraft produced for a short time by the Miccosukee Nation in Fort Pierce, Florida.

However, Meyers was not done. His next design took the Meyers 145 to the next level, featuring a four-place cabin, retractable tricycle gear, and retaining the sturdy, steel tube wing, carry-through structure of the 145. Originally equipped with a Continental IO-470, then later with the larger IO-520, this design realized Meyers’ goal of a fast, strong, and comfortable airplane. One feature that really set the Meyers 200 apart from the rest of the four-place field was its unique, wraparound cabin windows. When combined with its raised canopy section, this provided the pilot with nearly 360-degree vision, similar to the WWII fighter to which it bore such a strong resemblance.

• READ MORE: Incredible Plane: Cessna 150

With a gross weight of 3,000 pounds, empty weight of just less than 2,000 pounds, and a 70- to 80-gallon fuel capacity, the Meyers 200D variant, like most GA aircraft, is really a two-,or occasionally three-place, aircraft. However, the lucky pilot and passengers were treated to 180 knot cruise speeds and 1,350 fpm climb rate. Because of its sturdy 4130 chrome-moly steel cabin/wing center section, the 200 series have not experienced an in-flight structural failure or airworthiness directive related to the airframe and wing structure. Adding to its high cruise speed, the engine mount on the Meyers 200 line is not canted to compensate for P-factor, and it coincidentally requires a boot full of right rudder on takeoff.

In fact, the Meyers 200D set several national and international speed records, and some consider it more than a match for the mighty 8-cylinder Piper Comanche 400. Yet stall speed with its fowler flaps fully extended is under 50 knots. Topping it all off, the Meyers 200 is a great looking airplane. With its large greenhouse, squared-off tail, and compact landing gear, it resembles a cross between a P-51 Mustang and P-39 Airacobra. It appears to be fast just sitting on the ground, even now.

When Aero Commander purchased the type certificate, the Meyers Aircraft Co. had produced just 49 Meyers 200 models between 1959 and 1965. Each aircraft had been built to order in the Meyers factory in Michigan. As Aero Commander soon discovered, each one had been hand built by a small but dedicated production staff, with a minimum of factory tooling. The result was a high-quality product that was prohibitively expensive to build. After creating the required tooling and constructing just 75 Aero Commander 200D models, the company accountants calculated that it took $4 million to produce $3 million worth of these sturdy little birds. Seeing the handwriting on the wall, production ceased in 1968. The same fate awaited the Aero Commander 100 single-engine, fixed-gear line, which by 1971, with a little more than 500 produced, was a memory.

The good news is that a considerable number of the Meyers/Aero Commander 200 series remain on the FAA registry, and their record of safety and performance remain a source of pride. The type certificate has passed through several hands, but most recently resided with the Interceptor Aircraft Corp. A Meyers Aircraft Owners Association provides limited product support, web presence, and camaraderie for the type.

Oh, and there is one more thing. The final model of the line, initially labeled the Meyers 200E, mated a 400 hp Garrett TPE331 turboprop to the already sturdy airframe. This model, soon dubbed the Interceptor 400, added nearly 100 knots on the top end and is still registered and flying.

The Meyers/Aero Commander 200 series combined outstanding performance, strength, and hand-built quality into a stylish airframe. Its undeniable ramp appeal and excellent performance remain class-leading. Occasionally one turns up for sale and, like anyone shopping for an out-of-production, retractable single, the prospective buyer should balance the performance against the cost of insurance and ownership.

However, if the Meyers/Aero Commander is your cup of tea, this incredible plane will reward you with speed, safety, and undeniable ramp appeal. 

Editor’s Note: This story originally appeared in the JAN/FEB 2024 issue of Plane & Pilot magazine.

The post This Incredible Plane: Meyers/Aero Commander 200 appeared first on Plane & Pilot Magazine.

However, unless general aviation pilots decided to go a step further and equip their aircraft for ADS-B In, their flight deck situational awareness was little improved.
My epiphany on this subject of ADS-B occurred a couple of years earlier. I had flown our university fleet equipped with ADS-B In since 2003, but my pocketbook dictated the lower-cost Out option for our personal ride. Then, my attitude changed. Climbing east out of Montgomery-Gibbs Executive Airport (KMYF) in downtown San Diego, I switched from tower frequency to approach control and immediately heard the collision alarm ringing in the background.

Bringing my eyes smartly up from the BendixKing KX-155 radio face, I was greeted by the sight of a Cessna twin in my windshield. We were offset slightly, and each banked hard away from the other, but the passage was close enough to read the N-number without much difficulty.

For those unfamiliar with this particular patch of airspace, traffic heading both east and west encounters a shallow band of uncontrolled airspace between the top of the Gillespie Field (KSEE) 2,400-foot Class D airspace, located a few miles west of Montgomery-Gibbs, and the 4,800-foot floor of the San Diego Class B. Nearly all traffic in this little piece of sky is either climbing or descending, so cardinal altitudes are not much help. I had a long time to think about that close call on the two-hour flight back to Prescott, Arizona, and decided right then and there that we would find the extra bucks to go for the whole enchilada, ADS-B In. I have not regretted that decision.

• READ MORE: A Short Flight Home Takes A Heart-Stopping Detour

ADS-B In, Out, or Both?

When I decided to break the piggy bank and install ADS-B In, the cost was fairly significant. And with an FAA mandate approaching, discounts were hard to come by. Today, the opportunities for ADS-B In and Out installations are much more affordable. Additionally, portable ADS-B In solutions are available that data link to your iPad. However, not all ADS-B systems are created equally.

Above 18,000 feet, and generally around the world at all altitudes, 1090 MHz ES (extended squitter) rules the roost. However, in the U.S., below Class A airspace, 978 MHz UAT (universal access transceiver) is preferred. Most transponders have both, but some portables may, or may not. UAT allows the ADS-B In user to obtain flight information services (FIS-B) for weather and useful flight information, and traffic information services (TIS-B). TIS-B provides non-ADS-B radar target information from local ATC radars through the ADS-B ground stations.

The moral of this story is that it is up to each pilot to fully understand what information and protections their particular ADS-B In system provides.

‘O Canada’

Once across our northern border, the FIS-B and TIS-B services provided by the U.S. 978 MHz UAT are no longer available. And while the FAA remains committed to its ground-based system, Nav Canada is rapidly converting to satellite-based ADS-B. Pilots flying in Canadian Class A airspace after August 10, 2023, are required to have antenna diversity. This is a fancy term for an additional antenna on top of the airplane.

The satellite-based ADS-B mandate extends to Class B airspace in May 2024, and likely to the rest of Class C, D, and E airspace in the 2026 to 2028 time frame. Some lower-cost ADS-B Out solutions already meet that requirement, especially those mounted on wing and tail beacon sockets. However, many legacy ADS-B In solutions will require an additional antenna, and some systems may not support antenna diversity at all. All good things to know if you are flying north to enjoy the amazing Canadian hospitality.

ADS-B Under VFR

For the record, in the VFR environment, the “Mark One Eyeball” mode is still king. However, in this see-and-avoid environment, ADS-B really shines. GA aircraft are pretty hard to see more than a couple miles away. If the lighting and contrast are just right, our little planes might be visible from 4 to 5 miles away, but that is the exception to the rule.

Once the sun sets, visibility is much better, especially on clear nights with landing, strobe, and position lights on. However, at night long-range depth perception can be a problem. A 10-mile distant target can appear close, and vice versa. Day or night, ADS-B In makes it easier to correlate the range to the target and find the perfect quiet spot in the practice area, 15 miles ahead. However, ADS-B In is only a tool, and a thorough visual scan is critical. Outside of controlled airspace, some aircraft have ADS-B In, some ADS-B Out, and some have nothing at all. So, relying on the ADS-B traffic display to separate us 100 percent of the time is unwise.

ADS-B is also very useful when approaching a nontowered or Class D airport. Ten miles out, ADS-B In is a great planning tool to identify who is in the pattern, who is approaching the airport, and where we might sequence in. Once we get closer, the transition to visual separation and reliance on the aural warnings provided by the ADS-B In system become the better option.

ADS-B Under IFR

ADS-B presents your aircraft differently on the radar controller’s scope. Traditionally, radar targets update every six seconds for approach control and every 12 seconds for an en route display. ADS-B targets update every second, so controllers see them move smoothly across the screen. In the en route environment, this allows radar controllers to reduce separation from 5 nm to 3 nm. On the other hand, with ADS-B In targets fed into our flight deck display, it can be mighty tempting to “help out” the air traffic controller.

Resist this temptation to assist by quietly changing speed or direction. Self-separation is not allowed in the IFR environment. However, if a pilot sees that they are losing separation with other traffic, or that a change in their clearance might help smooth out the traffic flow, the controller will welcome the call, issue updated instructions, or explain why not.

All Towers Are Not Equal

Federal ATC towers are most often equipped with the same ADS-B, and primary and secondary radar found in the approach control. However, some FAA contract towers are not, so following their instructions to the letter, keeping your eyes out the window, and monitoring the ADS-B In display is a great backup to ensure safe separation.

“What we’ve got here is a failure to communicate.”—Cool Hand Luke

Gone are the days of “Tally Ho,” climb to “Angels 15,” and, even more recently, “Taxi into position and hold.” These “Battle of Britain” holdovers sound great but did not make it into the pilot/controller glossary. However, when we hear pilots identify traffic on ADS-B, it often sounds like, “got it on the fish finder,” “gadget,” or “gizmo.”

Maybe we should just call it what it is, ADS-B, and remember that “visual contact” is still the gold standard.

The Leap from Out to In

Four years after the ADS-B mandate, the options for both ADS-B In and Out are plentiful, and we are all still finding ways to use it. ATC has embraced the technology, and the pilots flying in the system are pleased with the increased situational awareness and safety provided. The leap from ADS-B Out to ADS-B In is particularly startling. Every pilot I have interviewed has been amazed at just how much traffic they had been missing. Maybe that has been your experience as well.

Fly safe and keep a sharp eye out for traffic!

Editor’s Note: This story originally appeared in the JAN/FEB 2024 issue of Plane & Pilot magazine.

The post Pro Tips for Private Pilots: ADS-B, Are You ‘In’ or ‘Out’? appeared first on Plane & Pilot Magazine.

As you look out the terminal window at jet-powered rides, note the elegant profile, swept wings, and sleek tail surfaces of the aircraft on the ramp. Settling into your seat, examine the tightly cowled engine pods, multiple ailerons and spoilers, and smooth upper surface of the wing.

Have you ever wondered when all these elegant design features made their debut? The answer is December 17, 1947. On the 47th anniversary of the Wright Brothers’ first powered flight—and the 15th anniversary of the Douglas DC-3’s initial jaunt—a radical prototype, the XB-47 Stratojet, took to the air for its first flight. Aviation has never been the same.

However, the story really kicks off in 1943. As it began deploying fleets of B-17 and B-24 bombers to bases all over England, the Army Air Corps looked in its crystal ball and saw that the U.S. was woefully behind in the development of jet airplanes. Soon, four legendary aircraft companies were awarded contracts to develop four- and six-engine medium jet bombers. Three of these designs retained a conventional straight wing with engines embedded in the wing.

However, after the war in Europe ended in 1945, Boeing engineer George Schairer traveled overseas to learn of the advanced aerodynamics research done by German engineers and scientists. He immediately called home to Seattle and told the Boeing design team to brace for some major changes.

• READ MORE: Tex Johnston: The Pilot that Rolled a Boeing 707

The XB-47 Stratojet that emerged featured 35-degree swept wings mounted at shoulder height on the fuselage. The six General Electric J47 engines were mounted in pods slung below the wing to ease engine access and keep the wing surface clean. The inboards were mounted in pairs of two and the outboards singly. The tail surfaces were swept, and when combined with the ultra-smooth fuselage, the XB-47 looked like it came right out of a science fiction novel.

Because of the requirement for a large bomb bay, the landing gear consisted of twin tandem bicycle-gear trucks mounted fore and aft on the fuselage and two outriggers located in the inboard engine pods. The two pilots sat above the fuselage in a fighter-style bubble canopy, and the navigator/observer sat in the partially glazed nose. Defensive armament consisted of just two radar-aimed cannons, operated by the copilot and located in the tail.

Why only two guns in the tail? When the B-47 made its debut, it could fly higher and faster than any fighters of the day.

However, it was the first large swept-wing aircraft. Following the dictum that “experience is a hard teacher as it often gives the test before the lesson,” the B-47 was developed carefully. The prototype suffered from a serious case of Dutch roll, a motion caused by a yaw condition inherent in swept-wing aircraft. The incorporation of a yaw damper, now commonplace, solved the problem. The prototype also pitched up at high speed, triggered by the stalling of the outer wing section. This was solved by adding vortex generators, now ubiquitous on modern jet aircraft.

By early 1949, it was time to let the world know what the Boeing engineers had created. The XB-47 flew from Moses Lake, Washington, to Washington, D.C., at an average speed of 606 mph, covering 2,289 miles in 3 hours and 46 minutes. This flight spelled the end for the competing designs, and eventually more than 2,000 B-47 Stratojets were built in various configurations, a production number now considered unheard of for a jet bomber.

• READ MORE: Try These Low-Cost DIY Hangar Projects

But the B-47 was not without its problems. Pilots who had grown up on piston-powered World War II aircraft had to adapt to this new jet, which demanded to be flown exactly by the numbers. With a moment’s inattention, the sleek B-47 could easily accelerate beyond its maximum design speed with disastrous results. At 40,000 feet, the aircraft introduced its pilots to the concept of coffin corner, where the gap between stall speed and maximum Mach number is quite small. Slow down and enter a stall; speed up and risk Mach tuck as the nose may pitch down uncontrollably.

The B-47’s flexible wing, great for high-speed flight, introduced the concept of aileron reversal. At 450 knots at low altitude, the ailerons, located at the wing tips, acted like trim tabs and simply twisted the thin wing without turning the airplane. The only way to restore control was to slow down. Next time you look out at the wing of a modern airliner, note that ailerons are placed both at the tip for low-speed flight and at the wing root for high-speed flight.

You can thank the lessons learned from the B-47 for that innovation. However, they came at a high cost: Approximately 10 percent of the B-47 fleet—203 aircraft and, sadly, 464 flight crewmembers—were lost to accidents. All completely unacceptable today, but at the time, it was the price of progress into the jet age.

If the B-47 is the mother jet, who are its famous children? The legendary Boeing B-52, which may fly for nearly 100 years, was the first to benefit. But the real winner was the Boeing 367-80, or known simply as the “Dash 80.” Boeing bet the company on developing the world’s first successful jet airliner, and the Dash 80 begat the 707, which begat the 747, which begat the 787. They all sported the same 35-degree swept wings, pod-mounted engines, and swept tail feathers as the B-47. Oh, yes, and a yaw damper, vortex generators, and various other innovations learned from the Stratojet.

So, as you take your seat for the next airline trip, look around you. Note the basic configuration of your Boeing or Airbus. It is little changed from the original Boeing 707 and the Dash 80, and you can thank Schairer, the groundbreaking engineers and skilled aircrews, and the incredible Boeing B-47 Stratojet for that. 

• READ MORE: Boeing Max and the Case of the Missing Bolts

Editor’s note: This story originally appeared in the Nov/Dec 2023 issue of Plane & Pilot magazine. 

The post This Incredible Plane: Boeing B-47 Stratojet appeared first on Plane & Pilot Magazine.

For the pilot comfortable with basic mechanical tasks and aware of the rules and regulations, this can save time and money. Beyond that, performing basic tasks helps us learn what makes these little birds tick.

In years past, professional pilots spent a significant part of training learning about their airplanes’ inner workings. U.S. Air Force aircraft systems training focused on how each system operated, its location, required pressures, temperatures, and voltages. The training included a field trip to the airplane, usually led by a bright, young maintenance technician who got into the nitty-gritty of how everything worked—and might fail. Each pilot had an opportunity to get their hands greasy, ask questions, and visualize how the jet worked.

The best part of this experience was watching and learning from the amazing airmen and sergeants who maintained these aircraft. Watching how they approached their jobs with skill, patience, and the ever-available technical order as a guide set the example for how quality aircraft maintenance should be performed.

Today, the airframe and powerplant (A&P) field faces a severe staffing shortfall. As a result, your local aviation inspector or mechanic may gladly share with you the proper way to maintain your airplane. And if you are handy and want to get your hands dirty, you could save a few dollars and free up the A&P for more complex jobs. Consulting an expert before you turn a wrench is well worth the time.

So, where do we start?

Step 1: Check Rules and Regulations

The first step is learning what is legal and what is not. Appendix A to Part 43 provides the basic list of 31 tasks (29 tasks if a hot-air balloon is not in your hangar) that an owner-operator may perform. Advisory Circular 43-12A provides additional guidance on applicable do’s and don’ts.

The tasks listed in Part 43 range from simple items such as replacing bulbs, updating databases, and troubleshooting landing light wiring, to more complex items like changing the tires, oil and filter, or servicing hydraulic struts. Some exotic items include replacing side windows, prefabricated fuel lines, and hoses, not including hydraulic lines. Some of these would seem to require a level of expertise beyond what the basic home mechanic might want to attempt. Decide which of these tasks you want to tackle and which are better left to professionals. To answer this question, let’s ask our local A&P for help.

Step 2: Consult Your A&P

Before you open the cowling, it’s a good idea to talk with your A&P and assess the task you want to perform and your basic mechanical skills. For example, if the job is changing an airplane tire for the first time, ask if you can watch them do it on a similar airplane. Unlike cars, airplane tires come complete with inner tubes.

These require careful installation and application of a dry lubricant to prevent pinching. Most GA tires have marks indicating where the tire should be located regarding the valve stem. And, let’s face it, jacking up an airplane is not like jacking up a car. Watching your mechanic and asking questions is a great way to spend an afternoon, and it might help you get the job done right the first time. You may also decide this chore is better left to the A&P—that’s OK too.

• READ MORE: What Does it Take To Become an A&P?

Important safety tip: YouTube provides a trendy way to learn about all sorts of maintenance procedures around the house, car, and even changing airplane tires. However, these videos should be taken with a grain of salt. The YouTube presenter may be an expert—but they may not. If you have questions, ask an A&P.

Step 3: Assess Your Tools

Airplanes require specialized tools. An oil change on an automobile requires a drain pan, an oil filter wrench with a belt on the end, and a socket wrench. Add a funnel and a few quarts of oil, and you are home free. Changing the oil on your trusty Cessna 172 will require a hose for the quick drain (if one is installed), containers for the old oil, an oil filter wrench with a six-sided wrench for the nut, preferably with a torque setting, and a set of safety wire pliers. By the way, getting the safety wire just right is both an art and a science, requiring practice.

Don’t forget a filter-cutting tool to inspect for metal. And then there is the matter of where all that oil goes. In most cars, it just drains into the pan. In most tightly cowled GA aircraft, the filter is mounted at a 90-degree angle to the ground against the firewall. If you fail to catch the oil, it will find its way into every nook and cranny of the engine compartment, and you will be smelling it for a while. Other tasks require special tools as well.

• READ MORE: 5 Attributes of a Top-Notch Maintenance Provider

All landing gear struts are not created equal. Most Cessna nose struts can be inflated with a simple air or nitrogen line (nitrogen is preferred). However, more than a few Piper owners have discovered that once they deflate their main struts to add hydraulic fluid, they need a specialized pump attached to the air or nitrogen line. Each time you move the slide on the pump, the strut inflates a bit. Deflate the strut without a strut pump and it stays deflated. The moral of this story is to find out what specific tools and talents are required before you begin, rather than having to ask the mechanic to rescue you after the fact.

Step 4: Check Your Parts

Airplane parts must be FAA/PMA (FAA parts manufacturer approval) approved, except for homebuilt aircraft. While the $25 PAR 36 LED light on Amazon may seem an exact match for your landing light, its place is on your pickup. The $350 FAA/PMA version is required for your certified airplane.

The manufacturer of the FAA PMA part has subjected it to tests for installation on an aircraft. Parts for a homebuilt plane may look identical and cost hundreds of dollars less, but they are not legal for your type-certificated Cessna, Piper, or Cirrus.

Step 5: Aluminum vs. Steel

Airplanes are constructed of light but strong materials. The aluminum in the cowlings, wings, and fuselage is designed to sustain significant structural loads. However, when a stainless steel screw is overtightened in an aluminum surface, the opportunity to strip the screw threads looms large. Spark plugs are the number one offender on this list. Overtightening or cross-threading a steel spark plug in an aluminum cylinder head is an expensive mistake. Additionally, steel and aluminum behave differently under heating, so an anti-seize compound is applied to keep the two metals from binding and making removal a problem.

Spark plugs, oil filters, and other items come complete with specific torque values to help us find the sweet spot between too loose and the dreaded stripped-thread scenario. Tighten these with care.

Step 6: Logbook and Test Flight

Once the preventive maintenance is complete, a suitable airframe and/or engine logbook entry is required. Your A&P can help you. Your signature and certificate number complete the entry. Before signing, it might be a good idea to consider getting another pilot or mechanic to review your work to ensure you did not miss a step or leave a tool in the airplane.

A short test hop, while not required, makes good sense for many maintenance tasks. However, if you have just spent a long, hot day changing the oil, cleaning spark plugs, or changing a tire, this might not be the best time for a test flight. Go home, get a shower and some chow, and come back in the morning when the air is cool and you are rested. Look for leaks, lost tools, or loose wires, then close the cowling and enjoy the test flight.

The freedom to own and fly our airplanes, and perform preventive maintenance, is really special. Learning what makes our airplanes tick can make us better pilots, save a few bucks, and extend our airplanes’ lives. Spend time with your A&P. Watching these professionals at work, following a few rules of the road, and not being afraid to ask for help will go a long way. And knowing that you performed the work, and took the time to do it properly might make you a more confident, knowledgeable, and competent pilot.

Fly safe!

Editor’s note: This story originally appeared in the Nov/Dec 2023 issue of Plane & Pilot magazine. 

The post Pro Tips for Private Pilots: Care for Your Airplane appeared first on Plane & Pilot Magazine.

Pilots understand that adherence to professional standards is nowhere more critical than during approach to the airport and landing. Fighter pilots instinctively understand this. When they return to the airfield or aircraft carrier, the formation gets a little tighter and the radio calls are more concise.

They follow the rules partly because they understand the cost of making a mistake is high, and they know everyone is watching.

The Super Bowl of traffic pattern operations is Hartsfield-Jackson Atlanta International Airport (KATL) during rush hour. Hundreds of flights coordinated into an aerial ballet, a series of machine-gun-like radio instructions, carrying thousands of passengers safely to their terminal just in time so they can run and catch their next flight. Achieving this level of safety and efficiency requires everyone to adhere to a strict code of behavior. However, the same may not always be said of the traffic pattern at your local towered or especially nontowered airport.

So why do we care about traffic pattern discipline so much? According to the FAA’s Airplane Flying Handbook (AFH), the vast majority of midair collisions occur in good visibility between aircraft going in the same direction, near uncontrolled airports, and at altitudes below 1,000 feet. Sounds like Saturday afternoon in the touch-and-go pattern. Maybe it is worth a few minutes to review the basics of traffic pattern requirements, midair collision avoidance, and proper pattern etiquette.

High Wings, Low Wings, and the Standard Traffic Pattern

The “Friendly Aviation Administration” is sufficiently concerned about traffic pattern etiquette to have just released an update to Advisory Circular 90-66C, “Non-Towered Airport Flight Operations.” However, this updated AC, the AFH, and Pilot’s Handbook of Aeronautical Knowledge (PHAK) are all quick to point out that the FAA does not regulate traffic pattern entry—only the traffic flow pattern. Thus, all traffic at a nontowered airport is expected to blend into the existing left traffic pattern unless right traffic is specified on the sectional chart or the chart supplement.

However, if we look carefully at the recommended box-shaped general aviation traffic pattern with its series of straight and level legs connected by brief 45- and 90-degree turns, it is designed to nearly eliminate the blind spots associated with both high- and low-wing aircraft. The 45-degree entry leg allows for aircraft entering and those in the pattern to see each other out the side windows while still in level flight. The level downwind and base legs, each separated by 90-degree turns, perform the same function. We might ask, why does the FAA recommend traffic on the crosswind leg turn onto downwind after reaching pattern altitude? Once again, it reduces the risk associated with the high-wing/low-wing blind spot.

Nonstandard Patterns, Blind Spots, and Belly Checks

So, what happens when things do not go strictly to plan? A couple of recent accidents come to mind.

On May 12, 2021, a Cirrus SR22 at Centennial Airport (KAPA) in the Denver suburb of Englewood, Colorado, made what may have been a nearly constant base turn at higher-than-normal pattern speed and literally flew right through the rear upper fuselage of a Fairchild Metroliner on a straight-in approach. Thankfully, the Metroliner landed on the runway, and the Cirrus parachute saved the day for the single.

Then, on July 17, 2022, there was an accident involving a Piper Malibu and a Cessna 172 both operating at North Las Vegas Airport (KVGT). The towered airport has parallel runways: 12R/30L and 12L/30R. The Piper Malibu was making a teardrop-shaped constant left turn to final from midfield, was assigned Runway 30L but appeared to line up on Runway 30R and collided with a Cessna 172 making a right base to final turn to the same runway. All four occupants of the Cessna and Piper were killed. These two accidents highlight a significant visibility limitation inherent in every aircraft. Once we have accounted for the high/low-wing visibility limitation, the remaining blind spot is the belly of our own plane.

• READ MORE: Pro Tips: Situational Awareness For Private Pilots

Our fighter pilot friends can’t see through the floor of their jets either. OK, so the F-35 with its $400,000 pilot helmet actually can, but that’s another story. When a fighter pilot executes a quick descent or a sustained steep turn, a quick roll to the left or right, often called a belly check, allows them to clear this primary blind spot. Fly the pattern too fast, fail to roll out on the base leg, or fly a nonstandard curvilinear turn to the final approach, and you increase your risk of being belly up to other traffic. Follow the recommended pattern etiquette, and you dramatically reduce the chance of a collision.

Another example of mixing curved and box patterns is the overhead pattern. This approach, often used by warbirds, especially in formation, consists of an initial leg at pattern altitude, followed by a 180-degree “pitch out” to the downwind and another 180-degree turn to final. This military pattern is a great method to get fast airplanes, especially in formation, slowed down, separated, and on the ground quickly, notably at a towered airport where the traffic flow can be managed. However, at a nontowered airport it places the airplane turning downwind from the overhead pattern belly up to anyone joining the downwind from the 45-degree leg. The same thing occurs with the curvilinear turn to final.

The moral of the story is that mixing curvilinear and box patterns creates belly blind spots that the designers of the recommended nontowered airport traffic pattern can’t help you with.

The Crosswind Entry Option

Gather any 10 pilots together and ask about the best method for entering the downwind leg crosswind from midfield and watch the arguments begin. The option preferred by the FAA involves crossing the airport at midfield 500 feet above pattern altitude and then making a constant turning descent to join the 45-degree leg to downwind (see AFH Chapter 8, fig. 8-3). This approach makes it easier to blend into traffic.

However, the constant descending turn to the 45-degree entry leg places the pilot belly up to aircraft entering on the 45-degree entry. Sounds like a belly check is in order. The other alternative involves entering a midfield crosswind leg at pattern altitude and then joining the downwind. The plus is that all the traffic is in the pilot’s front and side windows before the turn. The downside is that two aircraft, one turning downwind from the crosswind leg and another on the 45-degree entry, are belly up to each other. Whichever you choose, it is good to understand the plus and minuses of each, and the need to check your belly blind spot for traffic.

Proper Communication Etiquette

There is no requirement to make radio calls in the pattern at a nontowered airport. In fact, NORDO (no radio) airplanes are welcome. Having said that, our friends at the FAA remind us that concise and accurate “self-announcement” is the proper etiquette. The term self-announcement is a reminder that each transmission should announce your position and intentions so that others in the pattern can plan accordingly. The updated advisory circular goes to great pains to drive home a couple of salient points.

First, radio calls should include the type of aircraft and the N-number. Recently, I have noticed pilots substituting the color and type of aircraft for the N-number. I fly at a busy feeder airport that serves at least five flight schools. So, when a pilot transmits “blue-and-white Cessna turning base,” I casually look out the window and note that there are at least five Cessnas that fit that description in the pattern.

Second, the FAA reminds us that the phrase “any traffic in the area, please advise” is a nonstarter. I believe the point it is trying to make is that traffic pattern radio calls are not a conversation. Rather, each “self-announcement,” starting at 8 to 10 miles out and ending when we clear the runway, is for the benefit of the entire pattern to provide a safe environment.

Start Planning Early

Hey, I seem to remember that my CFI asked me to start planning my arrival before takeoff, not 10 miles out! Hmm, I thought the traffic patterns here are all left hand, right? Not so fast. If the letters “RP” are listed below the runway length and elevation on the sectional, then a glance through the chart supplement will reveal right-hand traffic prevails on one or more runways. Preflight is also a great time to catch up on possible noise restrictions, NOTAMs, special instructions, and nearby transmission towers.

I am also an advocate for spending the extra bucks to get ADS-B In as well as ADS-B Out. Having the airport traffic pattern picture on a portable iPad while still 10 miles out is priceless. I tend to use the traffic information to correlate the N-numbers I hear on the radio (no aircraft colors or paint schemes please) with traffic locations. All the while I remember that ADS-B of any kind is not required at Class D or nontowered airports. Once established on the 45 to downwind, your Mark One Eyeballs are the best collision avoidance devices. I transition to 100 percent out the window, but the aural traffic alarm provided by the ADS-B In receiver is good insurance while scanning outside for conflicting traffic.

Keeping the Tower Crew Happy 

What might the tower crews want us to remember? First, some smaller towers have radar and some do not. In either case, it is important to keep your patterns close in and avoid the dreaded “bomber pattern.” What the tower cannot see, it cannot control. Second, at a busy training airport, be ready to go when you call the tower. If given a clearance for an “immediate takeoff, no delay,” the tower expects your wheels to start turning right away. This is not the time to start the pretakeoff checklist. If you are not ready to go, just say so and stay put. Third, keep your radio transmissions informative and brief. If you have a question, please be sure to ask, but beware of the long-drawn-out soliloquies that block the frequency. Fourth, if cleared to land number three, make sure to visually identify both number one and number two. Failure to do so may result in one of those high-wing/low-wing close encounters, or worse, on final approach. Finally, just like at a nontowered airport, be on your guard at all times for traffic. Good traffic pattern etiquette requires teamwork between the tower and pilots.

Be Safe Out There

Greasing on the perfect landing (are we down yet?) is one of the most satisfying parts of flying. Our behavior in the traffic pattern is a reflection of just how professional we are. Just like the jet jocks who clean up their act as they approach the airport traffic pattern, we all have a responsibility to be prepared, know the rules and recommendations, and execute the proper traffic pattern etiquette. Midair collision avoidance is a team sport that requires each of us to know where to be and what to do once we get there. Fly safe!

Editor’s Note: This story originally appeared in the October 2023 issue of Plane & Pilot magazine. 

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Porsche, riding high on the sales success of its classic 911 and its domination of sports car racing, including the grueling 24 Hours of Le Mans, was looking to make a return to the aviation business. Mooney, which had much success marketing its Roy LoPresti-inspired 200-plus mph Mooney 201 and 231 models, was looking to create another marketing success. Just maybe the combination of these two-speed kings might produce the high-end product line anchor that Mooney needed and create the same kind of mystique that driving a Porsche 911 bestowed upon its owner.

Well, it was worth a try.

In the summer of 1981, Porsche decided to reenter the aviation market. Nearly 20 years earlier, it had adapted its classic boxer 4-cylinder engines, which began life in the back of countless Volkswagen Beetles, for small airplane builders and manufacturers. These Porsche 678 series engines measured just under 100 cubic inches and produced around 70 hp. Developed in the 1930s, about the same time as the initial air-cooled Lycoming and Continental 4-cylinder opposed engines, the little Porsche engine made the transition seamlessly into the engine compartment of many small homebuilt and limited production aircraft.

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This time, Porsche was ready to get back into the general aviation market in a big way. The basis for its new GA powerplant was the race-tested, 6-cylinder, air-cooled boxer engine that powered the iconic Porsche 911. The Porsche-Flugmotoren (Porsche Flight Engine) PFM 3200 featured an air-cooled, 6-cylinder, opposed 3.2 liter (195 cubic inch) design. However, any similarity to other opposed aircraft engines of the time ended there.

The PFM 3200 featured a single-lever engine and propeller control, overhead cams, dual electronic ignition, automatic mixture control, racing-inspired dry sump lubrication, and a large belt-driven cooling fan at the rear to pull air through the cylinders. In order to squeeze nearly 217 hp out of this naturally aspirated engine, it operated at more than 5,000 rpm and required a reduction gearbox to bring the Hartzell composite propeller speeds down to a modest 2,300 rpm. The higher rpm provided greater smoothness, and based on Porsche racing experience, did not impact reliability.

This was a groundbreaking approach as the high-revving Rotax and diesel engines we now take for granted were still nearly 20 years over the horizon. And one more thing: The PFM 3200 featured tuned exhaust and mufflers that gave it a satisfying note, much like the expensive Porsche 911.

The PFM 3200 appeared experimentally in several light aircraft, but it fell to Mooney to mate it to its classic M20 line and place it in production. The Porsche engine demanded a newfound level of comfort and elegance that Mooney hoped would attract well-heeled auto enthusiasts to make the leap from fast cars to this sophisticated airplane. The result of its design efforts was the Mooney M20L PFM. The “L” stood for long fuselage, and this was in fact the first long fuselage Mooney. The stretch added nearly a foot to the rear seat and baggage compartment area, longer rear side windows, and a lengthened nose section to accommodate the Porsche’s six cylinders, geared propeller, and rear-mounted, belt-driven cooling fan. The final outcome was an especially elegant rendering of the original M20 design. The lengthened nose section features a single cowling opening located below the propeller hub and conspicuous Porsche lettering and the iconic logo on each side of the cowling.

Stepping down into the cockpit from the wing gave an intimate look at the flight deck. The panel featured turbine-style engine gauges mounted in vertical rows to the right of the pilot’s flight instruments. A single power lever rested on the center quadrant and was complemented by sculpted control yokes with the Mooney logo.

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In case your passengers were not impressed yet, a Porsche emblem sat high on the center of the panel. Interior accommodations were equally luxurious with leather and high-end fabrics in all the right places. The entire package was stylish, had significant ramp appeal, just the right exhaust note, and exuded luxury, much like the high-end Cirrus and Beechcraft singles of today.

As you might expect, the advertising copy was equally glamorous, based on the slogan, “Mooney meets Porsche for the dawn of a new mystique.” Advertising images were sure to place a bright red or elegant silver Porsche 911, parked in the background, as these new upwardly mobile owners climbed into their even faster Mooney Porsche. So, with all of this product development, two very talented engineering companies, and the advertising machine working at full speed, what happened?

The good news is that the Mooney M20L PFM, performed as advertised. It was a smooth, reliable, well-heeled ride. It was arguably the most sophisticated GA aircraft of its day. On the other hand, the Porsche PFM 3200 was heavier and produced less power than the Continental and Lycoming engines it replaced, and the cooling drag from the fan-cooled engine was higher than expected. Thus, the performance of the Mooney Porsche was only average for the Mooney line with a 640 fpm rate of climb and a 166 knot advertised cruise speed. It certainly did not help that the GA market was in a significant decline by the end of the 1980s. And one more thing: Anyone could walk into a Porsche dealer and drive home in a shiny, new 911 that very afternoon. On the other hand, the Mooney Porsche purchase required time, training, and expense that might not have matched the mystique.

The Mooney Porsche debuted in the 1988 model year. Sadly, only 41 were produced by the time production ended in 1989. The PFM 3200 engine did not fare much better. Porsche produced around 80 of these sophisticated powerplants at a total development and production cost of nearly $1 million per engine. Little wonder that by 1991, Porsche had closed its aviation business again and returned to the more lucrative automotive market, where it found higher volume and continued success.

To its credit, Porsche continued to support the engine in a limited fashion until 2005, when it ceased all support. However, the FAA did not ground the airplane, noting that as long as spare parts were available, the engine could still be made airworthy.

Today several Mooney Porsches have been converted to more traditional firewall-forward powerplants by the Punta Gorda Modworks, and unfortunately, several more were destroyed awaiting conversion during Hurricane Charley in 2004. At least 10 loyal owners, who manage to find new or old stock parts, still proudly fly their airplanes. Oh, and their images online usually include a beautiful Porsche 911 lurking in the background.

The general aviation business is not an easy one to crack, but you have to give Mooney and Porsche credit for designing such an elegant, sophisticated, and incredible plane.

Editor’s Note: This story originally appeared in the October 2023 issue of Plane & Pilot magazine. 

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Like so many others, we hangar the bird and treat the airplane’s wings, fuselage, and tail feathers to an internal spray corrosion treatment regimen every couple of years. I make sure to fly the airplane no less than once a week, and each time, get the engine up to operating temperature and keep it there for at least 45 minutes.

However, I wondered how I might protect our precious radio stack from the ravages of moisture and salt. 

I have had issues before with humidity and other kinds of electronic gadgets. Over the years, I found that when we left our musical instrument amplifiers idle in a humid environment, the rheostats would corrode at their contact points, resulting in a loud crackling noise when the volume was turned up or down. Thankfully, a little contact cleaner sprayed into the works, and a vigorous rotation of the volume knob usually cleared up the situation. And come to think of it, I had the same experience with the intercom volume and squelch controls on our Cessna.  

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Our instrument panel contains the full spectrum of avionics history, from that 30-year-old intercom system and three light marker beacons,  to a couple of venerable King KX 155 NavComs, and more recently a digital transponder, IFR GPS, and autopilot. I noticed that each time I opened the boxes containing these new digital toys, the first thing that fell out was a little pack of silica gel commonly referred to as a desiccant. When these valuable little devices are being shipped, the manufacturers take the time to protect them from excess moisture. At this point my trusty co-owner, co-pilot, and spouse, observed that they made this kind of humidity absorbing desiccant for closets, footlockers, and even entire rooms. A trip to the hardware store was in order!

Full disclosure, what follows is not backed up by any scientific studies, rather is a product of backyard engineering and a little experience. 

Purchase number one consisted of a “closet hanging moisture absorber” designed to hang in your closet next to your clothes and catch the absorbed water. The top of the bag contains the water absorbent material, and the bottom section is a clear plastic bag to catch the water. These come in a variety of sizes and are manufactured by several companies. 

As it turned out, the plastic hook at the top of the dehumidifier was a perfect fit for the polished Cessna control yoke shaft. These come in packages of from three to eight, and usually last a couple weeks during the high humidity season. 

Purchase number two consisted of a bright red plastic bucket. Reading the instructions on the dehumidifier carton, we learned that the water catch bag would not leak, and no other precautions would be required. Having always thought that Murphy’s Law was incredibly optimistic, the $5 bucket seemed a good purchase. The rest was easy. Hang the bag on the passenger side control yoke shaft, place the bucket squarely below the bag on the floor, close the doors and let the magic happen. 

Well, not so fast.

Unless I wanted to dehumidify all of Northeast Florida, it made sense to check the door seals for a good fit, close the fresh air vents, and make sure the cabin was relatively sealed off from the elements.

The unscientific results are in. I have not had a repeat of the intercom system corrosion issues, the bag and bucket are easy to remove and replace before and after each flight, and the bag fills up on schedule as promised. Oh, and the inside of the Cardinal is much drier, and smells even better.

The cost of this unscientific dehumidifier: about $5 a bag plus the bucket. Peace of mind: priceless!  

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Top of the list is the GI-issue, 90-degree D-cell flashlight, complete with replaceable red and blue filters. However, these are a bit heavy, require a strap to clip to, and replacing the filters is a bit clumsy.  The heavy metal Maglites, all the rage a few years ago, are very bright, very strong, and perfect for self-defense, as well as illumination. However, Maglites, like so many others, require one hand to hold them while juggling checklists, baggage doors, and flight controls with the other.

Then, there are the myriad of available LED lights. Most have the same problem. Lighter than the Maglite, they still leave the pilot one-handed. The only solution to these problems is the Cyclops light. You know, the LEDs that strap to your forehead. These are effective, less than comfortable, and hardly a style statement. 

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Then one day, while cruising the local hardware store (my favorite errand!), I came across a wonderful little product. For the princely sum of around $20, I picked up an LED work light that you hang around your neck. This nifty little product features a flexible neck strap that connects two LED mini-lights, each powered by an AA battery. Each light has both low and bright settings, and each can be independently positioned up or down through approximately 45 degrees. It looks like these are manufactured by one or two companies and then branded in different colors along with many of the popular tool brands. 

Eager to try my new light, I went out for a night flight, and voilà, during preflight the two lights illuminated the airplane, leaving hands free to hold the checklist and open the required panels and doors. However, once I jumped in the airplane, the white light was simply too bright and took a toll on my night vision. So, what was I to do? 

A trip to the local auto parts store (my second favorite errand!) produced a roll of translucent tail light tape for about $5. This self-adhesive red tape is meant to repair tail lights, and the adhesive is designed to stand up to the rigors of heat, cold, snow, and rain on the back of your automobile. Add a pair of scissors to cut a couple of three-quarter-inch red squares and tape over one of the lenses, and the night vision problem is solved. I use both the white and red lights for preflight and the red light for inside the cabin.

The two-level light settings are really helpful, and the red tape dramatically softens the interior light. Now, when I fly at night, I just place the light around my neck, ready for use at a moment’s notice. The light is comfortable and easy to use. Total cost: $25. Better light, hands-free, and night vision preserved. Priceless! 

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If you are lucky enough to fly a large screen glass cockpit instrument display, your checklist may be contained in the pilot’s cockpit screen at the push of a button. If so, you may have the best of both worlds. Most of these electronic checklists are easily modified and are located in the pilot’s line of sight. Similarly, many of the iPad navigation applications have checklist options that perform the same function. Depending on where the iPad is located these can help balance the inside/outside visual scan as well. However, many of us, flying more vintage airplanes, are not so blessed. So, what is a budget-minded pilot to do? 

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As long as the airplane or propeller is not moving, having the paper checklist in hand is the way to go. But once we start moving, our eyes need to be outside the aircraft, clearing for obstacles, traffic, and wildlife, while we maintain strong checklist discipline. As usual, someone had already thought this problem through. Taking a page from the big iron, some Boeing models feature the Before Takeoff through Landing Checklists mounted right on the control yoke. So, while the jet is in motion, a glance down at the yoke is an additional reminder for the pilot flying the jet of how the checklist is progressing. Hmmm, could we do something similar? 

Well, many singles have a little unused panel real estate available that could host a compact before takeoff through after landing checklist. The higher on the panel, the better. Next step, make a mockup of your checklist on MS Word, and size it to fit the available space. Take your paper mockup to the local trophy/engraving shop, and—after a bit of explaining and the exchange of a few bucks—they will turn it into a stylish plaque to place on your instrument panel. Attach it to the panel with a little double-stick foam tape, and you have your pre takeoff through landing checklist, in plain sight of you and your copilot. Oh, if you think that you might want to add an item or two to the checklist, ask the engraver to maintain your file so that cutting an updated version will just take a few minutes. 

My experience is that this increases the likelihood that we actually use the checklist. Adding this easy-to-use checklist to your flight deck does not absolve pilots of the responsibility to carry the POH and a copy of the manufacturer approved checklist. Instead, it supplements these important documents in an easy-to-use format. Total cost, less than 50 bucks! Increased visual clearing, situational awareness, and more frequent checklist use, Priceless! 

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One of the things that separates the top military fighter pilots from the rest of us mere mortal aviators is the ability to process large volumes of often conflicting information and make good decisions in a short period of time. Oh, yes, while pulling 9 Gs upside down. This skill is learned through repetitive individual training at the famous Top Gun and Fighter Weapons Schools and the ultimate exercise, Red Flag.

During Red Flag, conducted on the Nellis Air Force ranges north of Las Vegas, over 100 aircraft practice the first two weeks of a wartime scenario, with complexity increasing each day. The goal is for each pilot to hone their skills at listening, seeing and using electronic aids to develop their situational awareness skills, and this at speeds over Mach one. So, let’s explore how we can improve our SA at 150 knots and 30 degrees of bank while entering Class Bravo Airspace.

LISTEN
The first step in cultivating good Situational Awareness is becoming a better listener. The ability to cut through all the noise generated by multiple radios, other aircraft, passengers and the alerts generated by our avionics and aircraft is an art. A good first step is to set up some sterile cockpit rules and passenger traffic detection procedures, so that you and your passengers are all focused on the task of avoiding traffic and navigating the airspace successfully.

If you want to see good SA at work, search YouTube for the “AirVenture Fisk Arrival.” Watch and listen to the videos of pilots on the edge of their seats maintaining strict radio silence, scanning the skies, and pointing out traffic, all the while listening intently to the amazing ATC controllers at Fisk and Oshkosh Tower. Year after year, pilots and controllers focus intently on safely sorting out this armada of planes and guide them safely to the runways. It’s simply not possible without the radio discipline and situational awareness displayed by the pilots entering AirVenture. Maybe these same listening skills might help as we enter busy GA airports like Daytona Beach, Florida; Deer Valley in Phoenix; or Grand Forks, North Dakota.

And don’t just listen to what the controller says but how they say it. ATC controllers have a tough job and do it well, so if the controller sounds a bit overworked and underpaid, help them out by being a good listener, speak when spoken to, and be concise. Listening not only for your own radio calls but also for where other aircraft are and what clearances are being given helps anticipate what is coming next. So, set up the noise-canceling headset the way you like it, ask the passengers to point out traffic, and then begin to form a picture of where all the other aircraft around you are maneuvering.

SEE
Developing a complete visual scan is critical to operations around uncontrolled airports and busy airspace. Good situational awareness often requires everyone doing their part. The recommended radio procedures and traffic patterns outlined in the AIM are designed to help everyone see the traffic and have a more complete “air picture.” Anticipate their radio calls on CTAF. And, of course, a bit of common courtesy, the kind those drivers during your morning commute fail to exhibit, pays dividends. Learning how to expertly position yourself in the visual pattern without disrupting others is a fine art and requires the best SA skills. As the fighter jocks say, “lose sight, lose fight.”

KNOW
Knowing the airspace cold is another key to great situational awareness. While the structure and expectations of Class Bravo, Charlie and Delta airspace are well understood, brush up on some of the lesser-used airspaces that impact our ability to maintain good SA. For example, the airspace between Jacksonville, Florida, and Vero Beach contains an Instrument Route, two Alert Areas 293 and a rocket launch site.

FOCUS
Looking west, there are more challenges for VFR pilots. While the complex Los Angeles airspace is controlled with skill and grace by the SoCal approach, there are traps for the unaware VFR pilot. In San Diego, the 2,400 feet of airspace between the top of Gillespie Field Class Delta and the bottom of the San Diego Class Bravo provides a tight space for multitudes of VFR aircraft simultaneously descending into and climbing out of Montgomery Field. The opportunity for an inadvertent head-on pass is increased in this crease in the airspace. Thorough flight planning helps the pilot anticipate the hazard this area imposes and increases the situational awareness required to safely transit.

GET THE BIG PICTURE
Okay, so you installed ADS-B Out because it was required. Well, consider going the extra mile and upgrading to ADS-B “In.” Just like the fighter pilots who have datalinked target information right in their cockpits, you, too, can see the “big picture” with ADS-B In. The reaction nearly every pilot has the first time flying with ADS-B in the cockpit is, “where did all that traffic come from?” It is often a shock on the system as they realize just how much traffic they have been missing over the years. And good news. ADS-B can be displayed on an increasingly wider set of cost-effective portables, tablets and installed avionics. The ability to see how busy your destination airport is, where the traffic is above, below and around you, and where you might best maneuver to enter the “furball” around your local airport is, as the old Mastercard commercials say, priceless.

Some final thoughts. Nearly all the fighter pilots of today started just where you are, in the left seat of a Cessna, Piper, Diamond or Cirrus. They learned, just like you, to hone their listening skills, manage the distractions in the cockpit, keep a strong visual scan for traffic and terrain, and develop a continually updated mental picture of where other aircraft are located, where they are going, and how they fit in this mosaic. And as they progressed into faster and more capable jets, they received better in-cockpit SA equipment, eerily similar to ADS-B in. Oh, yes, and they
also got afterburners and G suits!

However, if you take one of these folks for a ride with you as you enter busy Class B or C airspace, or the true test of SA skills, the Fisk arrival at AirVenture, they will be in awe of your skills as well. So, as you strap in your mighty Cessna 182 to make the annual pilgrimage to Wisconsin this summer, picture yourself in the cockpit of that F-22, turning inbound over Ripon headed toward Fisk, at 90 knots, of course, with a few thousand of your best aviation friends. You have the Notam memorized, are focused on the traffic ahead, listening intently to the controllers, marveling in your new ADS-B in capability, and demonstrating awesome situational awareness. You will be glad you did.

Hope to see you at AirVenture. Fly safe. PP

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