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.

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. 

The post Pro Tips: Traffic Pattern Manners and Etiquette appeared first on Plane & Pilot Magazine.

The first peaked around 1976, coincidentally a year when so many of the airplanes we mere mortals can afford to own and fly today were constructed. Thousands of single-engine piston airplanes were produced each year. FBOs were numerous, diverse, and competed on price and service. All this made long-distance travel by light singles relatively affordable and fun. However, the specter of product liability nearly killed the fatted aviation calf.

It wasn’t until the General Aviation Revitalization Act (GARA) of 1994 that things began to turn around. The second golden age peaked around 2008. For a while there, several venerable brands were revived, piston aircraft production nearly doubled, and it looked like GA travel was back in style. Then came the recession of 2009, and it has been a rocky road ever since.

Restoring the Glory

Then again, maybe we can bring back some of that faded glory and start our own golden age. The legacy fleet of owner- and renter-flown aircraft is still in good shape, sales of retrofit avionics upgrades are strong and, thankfully, the airspace we fly in remains some of the least regulated in the world. OK, so avgas is not cheap. That is until you take a look across the Atlantic or Pacific and realize just how good we have it. And let’s face it, highway travel remains frustrating at best. Remember the old adage: “A mile of road will take you a mile. A mile of runway will take you anywhere.”

So maybe it’s time to pull the bird out of the hangar and go exploring. The COVID-19 pandemic kept us all cooped up for several challenging years, so it’s time to enjoy the freedom we have and fly at will across this beautiful country. The first step may be to go back a few years and remember why we all started flying.

Where Did the Joy of Flying Begin for You?

It all started for me on August 21, 1973—that day, the direction of my life changed forever. On a misty morning, my flight instructor, Fred Broce, the legendary chief pilot at Virginia Tech Airport (now KBCB), climbed out of the right seat of the little 1959 Cessna 150, turned, and said, “Give me three takeoffs and landings, and I will see you back at the ramp.” I was alone in the airplane for the first time.

The first traffic pattern was all business: checklist, airspeed, altitude, aimpoint—now flare just right. The second pattern was still hard work, although I began to notice the little Cessna seemed much quieter and flew a bit better solo. But the “aha” moment occurred on the final pattern. On the downwind leg, I finally took a moment to absorb the spectacular scenery, maybe for the first time in nine hours of stalls, traffic patterns, and turns around a point. The stunning Blue Ridge Mountains, their brilliant hues of green shrouded in wisps of the mist, were a feast for the eyes. I decided right then and there I was home.

A few months later, another fateful day arrived. With just more than 40 hours in the logbook and a freshly minted private pilot certificate in hand, I invited the woman who would become my wife to come fly with me. She said yes to the flight, and the marriage proposal, and for nearly 50 years we have shared the joy of airplane travel and ownership. Our boys, now grown with families of their own, thought of our airplanes as flying station wagons. Taxiing into the FBO with the eyes of our waiting parents and grandparents, eager to see us and hug the kids, felt for a moment like Charles Lindbergh arriving at Paris’ Le Bourget.

Our little family has flown our simple fixed-gear airplanes coast to coast, and we have seen just about every corner of this beautiful country and a bit of Canada. We have felt pity for the folks stuck in traffic below as we zipped across the LA basin to downtown San Diego. Ripon, Fiske, and Rock Your Wings are burned in our memories as we made our way to EAA AirVenture.

A career as a military pilot, nearly 800 hours of it flying low-level missions admiring the ever-changing scenery from an altitude of 800 feet and nearly 400 knots, and a handful of additional ratings and certificates confirmed that we pilots have the best view in the world. Through it all, a line from a nearly forgotten poem rings out: “And I look down with hungry eyes at the land below.”

My wife Debbie and I are sightseers and travelers. And our trusty Cessna 177B Cardinal is the magic carpet that makes it all possible. It is neither the newest, fastest, or the fanciest, but it is ours. A factory-rebuilt engine, overhauled prop, and an IFR GPS keep it up to date. The paint still shines after 25 years, a testament to what a hangar and a little wax will do. It still has a vacuum pump and an elderly autopilot, but when we are aloft, heading someplace new, we are ready to be amazed by what we see. The trip from Florida to North Carolina to see our grandkids is a feast for the eyes. And this time, as we taxi in, the tables have turned, and our kids and grandkids are waiting to greet us.

What Is Stopping You?

So, what is the point of this rambling? These marvelous little airplanes we either rent or own are meant to go places.

Those of us lucky enough to be able to fly can recharge our batteries by slipping the surly bonds of Earth, even if just for a local pattern flight or trip around the local area. The view from a few thousand feet up puts so many things into perspective. However, these little aluminum birds we are entrusted with are meant for more than that. And we happen to live in a country where flying is still one of the freest experiences in the world. So maybe it’s time to get back in the air and on the way to new destinations and adventures.

What To See

Did you know the Beechcraft, Swift, and Piper museums are each found right on airports within easy reach of most major East Coast cities? Down here in Florida, the airport restaurant is flourishing, with new ones opening all the time. Out west, even at 120 knots, our basic VFR machines really shine. Severe clear weather, long distances, stunning vistas, and numerous airports in busy cities that allow us to wing our way over the traffic jams are the norm. Head north to the Great Lakes or New England, the scenery is stunning, and the options are endless. So what is the secret to traveling distances in our well-seasoned little birds?

Take Your Time and Plan Your Stops

The old saying, “If you have time to spare, go by air,” comes to mind. If you are planning a weeklong trip, plan for a week and a half to allow for the occasional breakdown and marginal weather. Arrange your stops based on the availability of services, lodging, and transportation. Unplanned maintenance issues should be part of the agenda. In the long run, it might be less expensive to tie down next to a full-service maintenance shop than at an isolated strip where gas is $1 cheaper.

Pace Yourself

Break up your trip into easy bites. Keeping the days to a comfortable two-hop, rather than pushing a long three-leg flight into darkness, makes so much sense. And consider making your first leg the longest and each leg thereafter shorter. This helps us manage fatigue and account for unplanned delays.

Time To Embark on a New Era

As Plane & Pilot embarks on a new era, it’s high time we do as well. Hundred-dollar (OK, maybe $200 today) hamburger flights, long weekend trips, or cross-country adventures all reveal the value of our pilot certificates and these amazing little time machines we fly. Consider traveling with friends on flights of two or three.

Try new airports and destinations. And while you are at it, take a few moments between programming the GPS and adjusting the mixture to marvel at the view below. It is guaranteed to put a smile on your face, and the world around you may just look a little brighter. Fly safe.

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

The post Pro Tips for Private Pilots: Time for a New Golden Age appeared first on Plane & Pilot Magazine.

These words from A.A. Milne, the author of the “Winnie-the-Pooh” series, turned out to be great advice for aviators. Flying is simply a series of planned and occasionally unplanned events. Takeoff, climb, cruise, descent, and landing are all well known to the pilot, and each can be planned for accordingly. The occasional in-flight emergency, unplanned reroute, or weather diversion is where pro football coaching legend Vince Lombardi famously said “preparation meets opportunity.” Our preparations should include the known, unknown, and unexpected. Once we close the cabin door, the way we organize our cozy little flight deck can either help or hinder our progress. Thankfully, others have gone there before and may have a few lessons for us down here in General Aviation Land.

Building a Nest

Back in the dark ages of aviation before the iPad, when professional pilots lugged leather-bound satchels containing aircraft manuals, multiple Jeppesen chart books, and all kinds of emergency and survival equipment, the pros set up their cockpit the same way every time. Years ago, during my Boeing B-52 days, we would prepare for another long mission by “building a nest.”

After clambering up the entry steps and the ladder to the upper deck, I would settle into the pilot’s ejection seat, my home for the next 14 hours. Aircraft manuals, instrument charts, and the ubiquitous 90-degree D-cell flashlight were stowed neatly in the box to my immediate left. A large white box containing delicacies from the flight kitchen, including a precious can of ice-cold Coca-Cola, was stored next to the side glass where it would remain cold for many hours. The checklist, a 3-inch-thick mass of metal rings, plastic sleeves, and paper, was wedged neatly between the side window frame and the glareshield. To top it all off, a helmet and oxygen mask were draped on the side panel, and the OD green Nomex gloves, when not being worn, hung stylishly from the overhead hatch.

While the details may vary from pilot to pilot, each item was located where I could find it when I needed to use it, either when the lights went out or the master caution light flashed bright red. OK, so down here in General Aviation Land, our flights are shorter, the flight decks smaller, and our gear more modest. But taking the time and forethought to get organized before a flight can make us better prepared when the expected meets the unknown.

What’s in Your Flight Bag?

Have you noticed some pilots nonchalantly walk out to the airplane with little more than a headset, clipboard, iPad, and pencil? Others head out the door weighed down with a heavy flight gear bag, containing a multitude of books, gadgets, and devices. So, who is right? The answer, as is the case in so many facets of aviation, is it depends. The minimalist pilot has pared the required flight gear to the minimum their experience tells them is required. Once in the airplane, they have a plan, and they stow their few critical items in the same place every time. Over time, they may add or subtract an item or two, but overall they are satisfied with their gear and build their nest accordingly.

On the other hand, pilots who subscribe to the “big bag theory” of aviation are well prepared for any eventuality. However, they might consider organizing their plentiful gear along the lines of “gotta have,” “nice to have,” and “How did that get in here?” The gotta haves include a headset, iPad, and the usual checklist of POH, flashlight, pen, etc. These should be set up in the same location in the cockpit for immediate use. The nice to haves may include a handheld radio, flight computer, and other valuable items used only occasionally. These might stay in the bag but right at the top.

Finally, the how-did-that-get-in-here category comprises anything you have not touched in the last year or so. Give this last category of items the heave-ho and you might be able to get by with a smaller bag. Our little general aviation cockpits average about 45 inches wide, and not much longer, so space is at a premium. Each pilot is different and needs to decide for themself what to carry and where to put it. Organizing your nest the same way every time is a good way to build consistency into your flying.

Electronic Devices

iPads, cell phones, and other electronic cockpit aids have become so common we forget they have only been around for a little more than a decade. Thankfully, GA led the way in this area, and these little devices can remove the requirement for paper charts and make the job of nest building simpler. Advisory circulars (ACs) 91-78 and 20-173 contain good advice for the operation and stowage of these items.

There are several options for mounting tablet-based electronic flight bags (EFBs). Some airplanes provide enough real estate on the instrument panel that the iPad can reside there. This is the perfect location as long as it is easily detached—but not so easily as to go flying—and not a permanent part of the aircraft. The control yoke is another popular option. However, many older GA instrument panels locate critical switches or engine instruments underneath the yoke. It’s a good location if you can see the controls and gauges. For others, the left side window or the top of the glareshield option may be the only real estate remaining. However, it’s worth reminding ourselves that the primary function of the windows is to allow pilots to see and avoid other aircraft. A full-size iPad located between the pilot and converging traffic may be a tradeoff at best.

So, consulting the regs and weighing the pros and cons of mounting an EFB in your particular aircraft may be in order. And, when not in use, these devices need to be stored securely in a flight bag so they do not become projectiles in case of an emergency.

You Can’t Take it With You

Flying out to the Bahamas, or over Lake Michigan to Oshkosh, Wisconsin, is an incredible use of general aviation—if done smartly. For flight over these long stretches of water, personal flotation devices (PFDs), personal locator beacons (PLBs), and an inflatable raft are desired and often required. Once the airplane and pilot are “feet wet,” these beauties move to the top of the gotta-have list. But shoehorning these bulky items into an already-crowded cabin is another story.

Step one: Realize that anything not attached to the pilot’s body will not make it out the door in the event of a ditching. So, storing these items in the baggage compartment does not help. Fighter pilots sit on this gear in their ejection seat kit, so when their posterior leaves the jet, so does all of the survival gear. Down here in General Aviation Land, we ought to consider how we are going to get all this gear out the door quickly and without getting tangled up in it when we need it.

Step two: Know what to do if the raft or PFD inflates in flight. These flotation devices are amazing right up until the point where they accidentally inflate inside an aircraft. An accidental inflation during flight may force the control yoke forward with disastrous effect. Hmm, maybe that’s why airline flight attendants remind us to inflate the PFD only after we leave the aircraft. Recalling my B-52 days, an orange survival knife was always located on each pilot’s side panel, so we could slice open an unruly raft if the unthinkable happened. Maybe a survival knife, located where the pilot can reach it, just moved up to the gotta-have list.

What’s in Your Baggage Compartment?

Building your nest does not stop at the front seats. Anything loose in the cabin is a candidate to join the pilot unexpectedly during an emergency, turbulence, or an off-airport landing. Most baggage compartments contain the usual quart of oil, fuel sampling cup, windshield cleaning supplies, and towbar. A sleeping bag, survival kit, and first-aid kit are nice additions in the backcountry or sparsely populated regions. However, a few baggage compartments look like the trunk of an old car. They are full of sharp objects, old aircraft parts, and a variety of untethered projectiles likely to cause injury and confusion in an emergency. Organizing the compartment is like cleaning out your garage, so look critically at what’s back there, how it’s secured, and what needs to go away.

How Is That Nest Coming?

So, let’s flash forward 40-plus years and that once-young B-52 pilot is still enjoying “slipping the surly bonds of earth” on a regular and frequent basis. The nest is smaller now, and the crew is only one or two, but the principle is the same. As Benjamin Franklin famously said, “a place for everything and everything in its place.” Building your nest is all about deciding what you need, how you plan to use it, and where you will put it. A little “what-iffing” can help decide what goes in the bag, and in the bird, and what to leave at home. Then, you can enjoy the flight knowing you are organized and prepared for the known, unknown, and unexpected. Fly safe! 

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

The post Organize Your Flight Like a Pro appeared first on Plane & Pilot Magazine.

The headlines on October 23, 2009, read, “Airline Pilots Miss Airport by 150 Miles.” As it turned out, the pilots of an Airbus A 320 heading to Minneapolis accidentally flew right past its scheduled destination. When it was finally contacted by ATC, it sheepishly turned around and landed. As you might expect, this garnered the attention of the TSA, the federal and local authorities, and the international news media. By all counts, it was not the pilots’ best day. 

The investigation revealed that they had their laptops out and the wifi on, and were having a heated discussion about the opportunities and pitfalls of bidding their airline work schedule during an impending airline merger. But, you say, isn’t the Airbus heavily automated, and shouldn’t that have saved these two aviators? Well, yes and no. The automation is only as helpful as how well the pilot understands and programs it. So, how does all this apply to me, the private pilot? Let’s take a look.

Aviation legend Antoine de Saint-Exupery, author of “Wind, Sand and Stars,” puts it this way: “I fly because it releases my mind from the tyranny of petty things.” Put another way, pilots need to put aside the daily distractions and focus on making good decisions before and during the flight. However, in general aviation, the distinction between the personal and professional may be less clear. 

We may be flying home after a long business day or flying family and friends who are in a hurry, and, of course, we are the lone decision-maker. We shake our heads when we hear of a VFR pilot pressing on into IFR conditions, violating a TFR or running out of fuel. Yet, in each of these cases, a little time spent thoughtfully analyzing the flight parameters might have produced a better outcome. So how do we put aside these “petty things” and focus on our flying? 

Evaluate the Risks

One approach is to make sure that before every flight, pilots take a moment to consider the flight risks involved and make a well-thought-out go/no-go decision. You might use one of the readily available internet-based risk assessment tools or simply take the time to review the risks and alternatives objectively. If you are rushing to the airport from work an hour later than planned into a moonless night in the mountains, is this still the best decision? If your passengers’ get-there-itis exceeds your capabilities, take a step back, survey all the data and make a sound decision based on the forecast conditions and your capabilities. A few minutes of quiet risk analysis may bring things into sharper focus, help you make a better decision, and keep you ahead of the airplane! 

Have a Set Preflight Routine and Stick to It

Step two is simple. Set a thorough and complete preflight routine and stick to it, especially if you are in a hurry. Make sure it checks all the common sense and legality boxes, and includes time for flight planning, proper aircraft servicing and the myriad of little details that make up a safe flight. Then be aware when others break your chain of preflight events or when you begin to take shortcuts. Since you are the de-facto gate agent for the flight, consider how your passengers fit into your routine but make sure they do not interrupt it. Your aircraft walk-around, preflight checklists, and review of the taxi and takeoff are often your last opportunity to avoid serious problems and stay ahead of the airplane. 

There is No Such Thing as an Emergency Takeoff

Go/no-go decisions are a part of every commercial, military or private pilot’s life, and in most cases, they are “go.” However, down here in general aviation land, the phrase “when you have time to spare, go by air” was written specifically for us single-engine jockeys. Our little birds, even with the amazing electronic gadgets we have today, are limited in the type and severity of weather in which we can fly. Each pilot should have a set of personal weather minimums and stick to them. Just because we have that crisp new instrument ticket in our pocket does not mean it is time to launch into a dreadfully low ceiling or shoot an approach to a 200-foot ceiling and a half-mile visibility.

And while we are talking about minimum standards, this is a good time to put a plug in for the IMSAFE checklist. In addition to our weather decisions, our physical and mental readiness for the flight is a go/no-go item. Oh, and how about those pesky passengers. If we want to put their minds at ease, we might let them know that we have a backup plan. It might include a rental car on standby, backup airline tickets or a multi-day travel window. All are good methods of managing risk, avoiding the last-minute rush, and staying ahead of the airplane. 

 “We shake our heads when we hear of a VFR pilot pressing on into IFR conditions, violating a TFR or running out of fuel. Yet, in each of these cases, a little time spent thoughtfully analyzing the flight parameters might have produced a better outcome.”

Compartmentalized Attention

A few years ago, airshow legend Patty Wagstaff wrote an excellent article in this magazine about compartmentalization of attention. Simply put, good pilots learn to separate their flying from the ups and downs and distractions of everyday life. In the movie “For the Love of the Game,” Kevin Costner plays an aging baseball player who finds that he is no longer able to shut out the crowd noise, the catcalls and his personal life. Pilots, just like professional athletes, need to be able to leave these kinds of stressors behind and focus on the task at hand. One way the professionals mandate compartmentalization is the sterile cockpit rule. Airlines require only flight-related conversations below 10,000 feet. So, setting some ground rules on what everyone’s role is during the takeoff, departure, arrival and landing is a good start. 

Don’t Let the Automation Catch You Napping

So, let’s circle back to that unfortunate airline crew who managed to miss the Minneapolis-St. Paul International Airport. Why didn’t the automation save them? As it turns out, these pilots had not programmed the published arrival and instrument approach into their flight management system. So, when the Airbus arrived at the end of the magenta line, it simply held the last known heading. No blaring horns or flashing lights, just a small change in indication and the computer doing exactly what it had been told to do. 

Okay, so down here well below the flight levels, that amazing new flat panel cockpit display and shiny new multi-function autopilot we just wedged into the panel most likely will do exactly what you tell it to, and nothing more. And worse, since we usually have touchscreens rather than tactile keyboards, these little electronic rascals can soak up all of our attention during programming, especially in turbulence. Overreliance on the automation to save the day can be a significant impediment to staying ahead of the airplane. 

Clear Your Mind and Stay Ahead of the Airplane

As pilots, we are at our best when we focus on the simple act of flight, master the basic tasks at hand, and spend our time thinking a hundred miles or more in front of the airplane. We need to build a firewall between the hustle and bustle of the day’s events, turn off the email and text messages, and focus on the decisions needed to ensure a safe flight. Good preflight planning requires reliable habit patterns, discipline and sound decisions made with flight safety in mind. And while we are at it, let’s not get too comfortable with the automation. It is a great thing, but we are still the pilot in command! Staying ahead of the airplane in this modern age requires us to shut out the “tyranny of petty things” and focus on flying the aircraft. Fly safe! 

Do you want to read more Pro Tips For Private Pilots columns? Check out “How to Fly in Formation Safely” here.

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But make no mistake, you need to get qualified, professional training before you fly formation. 

General aviation pilots often fly in formation to take air-to-air photography, travel cross-country in groups of two or more aircraft, or ferry multiple aircraft across desolate continents and vast oceans. However, no matter which type of formation is involved, a professional approach is required to reduce the risks. 

So, let’s suppose that three friends decide to fly in formation from their home airport to AirVenture in Oshkosh, Wisconsin. What things should they consider before they take off, while traveling en route, and upon arrival at the world’s greatest airshow? 

Gaggle or Formation Flying?

In general aviation speak, a gaggle is more often a group of aircraft generally heading in the same direction at the same time! The pilots in the gaggle may exercise varying degrees of radio discipline, occasionally get too close to one another, and generally give proper formation flying a bad name. The difference between a formation and a gaggle is the application of training, discipline and communication. 

The FAA rules for formation flight are deceptively simple and are contained in part 91.111: “(a) No person may operate an aircraft so close to another aircraft as to create a collision hazard. (b) No person may operate an aircraft in formation flight except by arrangement with the pilot in command of each aircraft in the formation. (c) No person may operate an aircraft, carrying passengers for hire, in formation flight.” So, let’s think about how we can avoid a gaggle and create a professional formation flight. 

The Formation Briefing

An old formation joke among jet pilots goes: “Kick the tires, light the fires, and brief on guard frequency.” However, it is just that, a joke. In fact, the military formation briefing and the debriefing are critical to the success of any formation flight. 

During the briefing, the formation leader determines the prior training, capabilities and personal safety limits of each participant. Communication frequencies, airspace, weather and en route decision-making should all be discussed. For example, how will the flight handle the Fisk arrival at AirVenture? Or what does the flight do if they become separated during the trip? Who squawks, and what about the ADS-B traffic warnings? All good things to consider. 

Once the details have been resolved, the flight should be planned and briefed in detail until every question is answered and every what-if is run to ground. This is where the FAA’s “arrangement” comes in. If, after the brief, any member of the formation does not feel like they are comfortable enough to proceed, then they should politely opt out of the flight. 

In the end, everyone must be confident in the safe conduct of the flight. By the way, the internet is a good place to start as it has several good formation briefing guides that pilots can download to remind them of what should be covered. 

Lead or Wing!

Contrary to popular opinion, the hardest position to fly in any of the jet aerobatic teams is not the wing-position pilot flying inches from their leader. Rather, it is the leader responsible for planning, briefing and making decisions for the entire flight. The leader of our trip to AirVenture should first and foremost understand that the formation will be limited to the skills of the least-experienced member of the group. Taking this into account, the leader can make the kind of conservative in-flight decisions and maneuvers that will not exceed the capabilities of the formation. Pilots flying the wing have a whole different set of responsibilities. 

The first rule of flying the wing is don’t lose sight of the leader or the rest of the formation! No exceptions. This is especially challenging in many modern glass cockpit aircraft that encourage significant head-down time and require multiple button pushes to do the simplest thing. If any inside-the-cockpit attention is required, widen out the formation. Fly only as close as necessary, and if you lose sight of any member of the formation, have a “lost visual” strategy at the ready. This is usually an agreed-upon turn away from the last known position of the other aircraft until visual contact can be reestablished. And an important safety tip: It is a good idea to leave close wingtip formation to the professionals. 

Remember, as you watch the Thunderbird pilots, they are each flying aircraft with clear canopies, wearing parachutes and sitting in ejection seats. If that does not describe the aircraft you are flying, then plan to fly a much looser formation. And while we are on that point, note that several high-wing aircraft are unsuitable for close formation flying due to the large visual area blocked by the wing. 

Anticipate, Communicate and be Predictable!

The pilots in our intrepid band of Oshkosh-bound aviators have decided to fly a loose V formation approximately 200-500 feet apart as they head north to Wisconsin. Our fearless leader should select airspeeds, routes and altitudes that allow the rest of the flight to cruise comfortably out of the weather and free from restricted airspace. They should anticipate these requirements, communicate them clearly to the rest of the formation, and fly in a very smooth and predictable manner. 

And, of course, wing pilots should do the same. Numbers two and three should anticipate what the leader is going to do next, just as if they were flying solo, and communicate their desires or traffic observations to the formation in a clear and concise manner. And, just like the leader, fly in a smooth and predictable manner. These three characteristics—anticipation, communication and predictability—will make for a great trip with very manageable risks. So, you ask, how can I learn to do this from the professionals? 

Quality Training is the Key!

It is no secret that the large formation flights into AirVenture such as “Cessnas to Oshkosh” and “Bonanzas to Oshkosh” (B2OSH) require each participant to attend and complete regional formation training clinics before flying to the show. No certificate, no participation. This focus on training ensures the safety of all participants. A good guide to all things formation is the “Formation Pilots Knowledge Guide” developed by the Formation and Safety Team (FAST). The FAST concept was developed in the mid 1990s to give the warbird community a single set of formation standards. It contains a wealth of knowledge about the fundamentals of formation flying. 

Risk Management of Formation Flying

Our three trusty aviators have made several good decisions to manage the risks. First, everyone agreed to get training from a reputable source on the basic rules for formation flying. Second, they spent the time required to plan and brief the flight, so that everyone can fly the plan smoothly, predictably and professionally. Third, they have considered the responsibilities of both the lead and wing and are prepared for their assigned role. And just maybe, as they fly over the Wisconsin pastures headed to Oshkosh, someone will look up and say, “Those pilots are real professionals. How do they do that?” 

Do you want to read more Pro Tips For Private Pilots columns? Check out “Making the Most of Your Flight Review” here.

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Rather than solely focusing pilot training on a series of normal and emergency maneuvers, the LOFT scenarios, flown with the full crew, are based on actual en route legs. In a LOFT scenario, crews are faced with in-flight situations that they might encounter in the real world. These situations are not pre-briefed, and the evaluation of the crewmembers looks not only at performance but also at leadership, communication and crew management. 

During the same decade, the FAA established the biennial flight review. The BFR, as it was known, was designed to help general aviation pilots remain proficient and up to date with the latest changes. Today, the flight review (the term “biennial” was dropped several years ago, though it is often called that still) remains a non-jeopardy review of a pilot’s knowledge and proficiency. However, it is too easy for a flight review to end up being a collection of basic maneuvers and simple questions. Since both LOFT and the flight review have value, non-commercial flyers might want to consider combining the two during their next flight review to create a more realistic and worthwhile experience. 

For starters, the requirements for the flight review are deceptively simple. 14 CFR 61.56 lays it out in a couple of sentences: “A flight review consists of a minimum of one hour of flight training and one hour of ground training. The review must include a review of current general operating procedures and flight rules contained in Part 91, and a review of those maneuvers and procedures that, at the discretion of the reviewer, are necessary for the pilot to demonstrate the safe exercise of the privileges of the pilot certificate.” 

As is its habit, the FAA augments this regulatory guidance with an Advisory Circular, AC 61-98D, and an additional publication for CFIs, titled appropriately “Conducting an Effective Flight Review.” These turn out to be excellent guides for a successful review. However, these publications may not completely capture the nature of modern GPS-driven point-to-point navigation in the busy traffic and complex airspace environment we often find ourselves in. Observing a pilot at work in the environment in which they most often operate may provide a truer window into their strengths and weaknesses. 

One Size Does Not Fit All!

Now, lest anyone get too excited, this whole darn LOFT idea is simply to train the way you fly. So, if you are a backcountry pilot, then by all means, plan your flight review in your fat tire taildragger and make your landings on that favorite sand bar. If you simply enjoy flying close to the home on warm summer evenings or on those $100 hamburger (maybe $200 by now?) missions, then plan an hour or so of airwork and landings that most replicate your style of flying. You have earned it, and it fits your profile to a tee. 

However, if you are a frequent traveler in the National Airspace System, you might consider planning your own LOFT-based flight review. Warning, this will likely take more than two hours, but it will be well worth both the time and expense. 

First, consider the types of trips you are taking and decide which abbreviated version of this is your best candidate. Second, find the right CFI for the job, one whom you enjoy flying with, is experienced in your type of flying, and will tell you the truth. After all, what you want is an honest assessment of your daily flying knowledge, skills and talents. Oh, and an important safety tip, don’t put off the flight review until the day before you become non-current. Remember, while you cannot technically “fail” a flight review, the CFI is under no obligation to sign it off as complete.

One Hour of Ground Training

Ask your CFI to review your preflight planning, briefing and your postflight assessment of your own performance. Review the required hour of Part 91 procedures, rules and regulations that pertain to your mission profiles, especially those latest changes that creep up on all of us. Your pre-flight conversation should cover expected airspace, specific NOTAMS, weather and possible inflight decisions. Make the most of this valuable think time!

One Hour of Flight Training

Once planned and briefed, a LOFT-centered flight review might include an abbreviated out-and-back to a busy class C or D airport through class B airspace. If you normally fly IFR, then file instruments and practice your procedures under the watchful eye of your CFI mentor. This is not an Instrument Proficiency Check, so no need to fly under the hood, but procedurally fly the way you normally do. Similarly, if VFR is your normal travel mode, the same basic LOFT rules apply. Fly to a local destination as complex as your usual travels and work your way through the airspace, frequencies and traffic patterns. And while you are at it, you might ask your CFI to surprise you with a simulated emergency or malfunction for your consideration. This kind of LOFT-based review is a great opportunity to find out if you have developed any shortcuts, blind spots or bad habits. 

Hey, How About that Airwork?

Just because you decide to fly a LOFT-based flight review, there is no need to ignore the basic airwork and landing skills that are the staples of flight reviews. The short out-and-back format allows you to practice the full complement of takeoffs and landings at two different airports. Stalls, steep turns or other emergency/airwork can be accomplished by simply canceling IFR and zipping into your local practice area on the way home. Classic airline LOFT training validates maneuvers and procedures before the actual LOFT scenario. But practically speaking, including a few stalls and steep turns in our flight review mix is no problem. 

OK, What About Lunch?

So, let’s face it, general aviation flying, breakfast and lunch go together! The biggest problem with airline LOFT training is that it is usually conducted in sterile flight simulators where the airport café is simulated. Well, down here in general aviation land, our world is full of great little airport restaurants. If you decide to make a morning out of your LOFT-based flight review, spending an hour over lunch at the halfway point has a significant benefit. Over the usual bacon cheeseburger, fries and an iced tea,  you and your CFI can discuss the first leg and consider any new techniques or adjustments on the second leg home. It also makes the day more enjoyable, and that is the point. A LOFT-based flight review is designed to help you become better at something you love to do. Oh, and you might consider picking up the check!

A homebrewed LOFT-based flight review is simply an extension of the time-tested concept “train the way you fly.” Bring together the right day, the right profile and the right CFI, and you might just improve your piloting skills and have a good time while you are at it. You’ll be glad you did. Fly safe! 

Do you want more pro tips? Check out “Flying in High Terrain” here.

For more tips and advice for flight reviews, check out “Maximizing the Flight Review.”

The post Making the Most of Your Flight Review appeared first on Plane & Pilot Magazine.

The second group is composed of the rest of us. When we head west, we often fly hundreds of miles out of the way through New Mexico and Northern Arizona to avoid the high peaks, only to discover that this route is strewn with rugged peaks, high deserts and even higher elevation airports. Back east, the Appalachians can contain some high-elevation surprises as well. Our friends in the U.S. Air Force encountered some of these issues more than 50 years ago, so let’s start with what they learned. 

Flight Without A Fin

Back in 1964, the U.S. Air Force found itself in a quandary. The high-flying B-52 Stratofortress was being asked to fly well below 1,000 feet to evade radar detection. Soon, B-52 crews began to report concerning turbulence encounters. So, the Boeing Company “borrowed” a B-52H from the active fleet, outfitted it with sensors, and began looking for turbulence. 

It did not take them long to find it. The flight crew started its day in Kansas flying at 500 feet. Entering Colorado, they eventually turned north and began climbing from the 6,500-foot local elevation to 14,000 feet, about 1,000 feet higher than nearby East Spanish peak. There, they encountered a strong mountain wave-induced rotor caused by 60-knot winds. In a matter of seconds, the vertical stabilizer was torn from the aircraft. Only the quick thinking of the crew saved the aircraft, which landed in Arkansas. 

This incident, and the research that followed, helped the entire pilot community understand the challenges posed by mountain ridges and strong winds. So, what can we learn from their experience? 

Mountain Waves 

Many believe that mountain wave formation is a Rocky Mountain phenomenon, thanks to the tall and rugged peaks. However, some of the strongest wave formation is encountered in the Appalachians along the Virginia/North Carolina border in the vicinity of Mount Rogers. Pilots flying through this region in late fall through early spring routinely report powerful up and downdrafts. Head out to the West Coast, and the Los Angeles basin is another prime wave zone. Strong winds off the Pacific Ocean are not uncommon. They make for clear days in the greater Los Angeles area, at the same time creating powerful wave turbulence over the mountain ranges and passes that separate Los Angeles and the Empire from the deserts to the north and east and the coastal valleys to the north. So, what might this look like? 

Consider a Cessna 172 pilot flying eastbound out of San Diego at 8,000 feet. The pilot notes the sky is clear and the groundspeed on the GPS shows a 50-knot tailwind. So far, so good. As our pilot approaches the first set of 5,000-foot peaks, the aircraft begins to be pushed upward by the wave action. At this point, our savvy pilot, knowing what goes up will eventually come down, calls to ATC to ask for clearance to ride the wave up to 9,000 feet. Once on the lee side of the peak, the wave pulls the aircraft back down to 8,000 feet. Thankfully, the ATC controllers in these regions are aware of the effects and are usually eager to help. However, every pilot must be aware that this kind of passage can result in an encounter with strong up and downdrafts, complete with severe turbulence and high structural loads. 

Now, how about flying westbound into the wind? For that, let’s go a bit further north to the Tehachapi Pass area that divides the central valley of California from the high desert, which begins just west of Edwards Air Force Base. Crossing the pass from east to west in strong winds, the unsuspecting pilot may encounter robust downdrafts, stronger than the maximum climb rate of their airplane. If these winds are encountered, a 180-degree turn back toward lower terrain is likely the best medicine. In any case, always have a way out! 

While Tehachapi and the Los Angeles Basin are places where mountain wave formation is common, they are by no means the only places where these conditions occur. Anywhere where the winds are over 20 knots and the peaks extend to within a thousand feet of your aircraft, especially in areas where lenticular or rotor clouds are present, should be approached with extreme caution or avoided. 

A Word About Autopilots And Wave Action

Before we leave the subject of mountain wave turbulence, let’s review the behavior, or misbehavior, of many two-axis autopilots. If a pilot is approaching a ridgeline and encounters a strong updraft, the autopilot will attempt to maintain altitude. This dogged persistence to hold the altitude steady can increase the indicated airspeed well past turbulent air penetration speed. 

It also reduces the altitude cushion available when the inevitable downdraft appears on the far side of the peak. Conversely, if the airplane is approaching a ridgeline into a strong headwind, the autopilot will try to maintain altitude by increasing pitch (thereby reducing airspeed). This loss of energy can mask the severity of the encounter until it is too late to turn around. So, when in doubt, take charge and turn around. 

Density Altitude

The airport in Sedona, Arizona, is nestled in the stunningly beautiful red rocks that dominate the northern part of the state. The airport sits on a butte approximately 5,000 feet above sea level in the western terminus of the Mogollon Rim. This is Zane Gray country, for all you western novel fans, and is a popular destination for pilots from the greater Phoenix area, 85 miles to the south and nearly 4,000 feet below. Sedona Airport has awesome views of the red rocks, an amazing airport restaurant, and more than its share of general aviation accidents. 

In the summer, locals who know the area fly in and out in the early mornings or late afternoon, when the air is denser, the winds lighter, and all is right with the world. However, by mid-afternoon on a summer day, the density altitude can easily exceed 8,000 feet, and the wind gusts can be quite strong. Pilots normally land on either Runway 3 or 21, but, if the winds permit, they often depart to the southwest on Runway 21 due to the high terrain to the north. However, strong winds can flow down from the San Francisco peaks in nearby Flagstaff and create strong downdrafts at the immediate southern edge of the airport. These downdrafts and the high-density altitudes can exceed the rate of climb of arriving or departing general aviation aircraft. So, enjoy the amazing views of Sedona, but plan your trip carefully to avoid the pitfalls. 

It Gets Real Dark In The Mountains!

Night flying in the foothills of the east and the ridgelines of the southwest presents its own set of problems. While it is very tempting to sample the cool night air and light winds typical of evening hours, there are a few hazards to be reckoned with. In the Appalachians, airports are fewer and farther apart and are usually nestled in a deep valley between two parallel forested ridgelines. 

In the daytime, this is a feast for the eyes. At night, it may be a bit more challenging. In the southwest, the airports are located 50 to 75 miles apart, separated by 5,000 to 6,000-foot ridges, and often unattended at night. On moonless nights, the sparse desert ground lights and the starlight above can merge, making it difficult to figure out which way is up. And if the pilot sees a large dark area ahead, it is usually a mountain. 

So, if our pilot is descending toward a nearby city, and it suddenly disappears, it is time to climb immediately to avoid the granite peak just ahead. In fact, on dark nights, it is often best to remain at altitude until you’re over the last mountain range and then descend when over the lights of the destination. It makes great sense, in fact, to fly the airways even when VFR and flying direct and maintain their recommended minimum altitudes. 

So, What Is A Pilot To Do?

Some basic rules of thumb might be helpful. First, if the winds are forecast to be over 20 knots within 1,000 feet of the ridgelines, prepare for the presence of mountain wave activity and always have a plan B. Second, if we see those uniquely shaped lenticular clouds on top of the ridges, suspicions confirmed—it’s time to consider and execute an alternate plan. Third, in the high desert, consider flying in the early mornings and later afternoon, when the temperatures are cooler, the winds are lighter, and our airplanes have more pep and vigor. 

Oh, and if a night flight is on the agenda, consider the risks it presents in high terrain or sparsely populated mountain regions. And finally, when in doubt, check with the local CFI or the destination airport to see if there are any peculiarities, preferred routes or hazards. We have the best seat in the house for some of the most beautiful terrain in the world. With a little preparation, we can make it a safer journey. Fly safe! 

Do you want more pro tips? Check out “Deadly Attitudes: Know How To Spot Risky Thinking.“

Read more about flying in high terrain with “Flying in the High Country” and “Flying Across The Rocky Mountains At Night.”

The post Flying In High Terrain appeared first on Plane & Pilot Magazine.

In the world of the private pilot, unless the aircraft in question has a tailwheel, more than 200 horsepower or retractable gear, the FAA has little problem with a pilot hopping from plane to plane. However, not all fixed-gear singles are created equal. In recognition of this fact, insurance companies generally call the tune on requirements for renting, owning and flying different types of aircraft. However, it was not always this way! 

During World War II, the Women’s Air Service Pilots (WASP) and the RAF Ferry Command pilots made an artform out of transitioning from bomber to fighter to transport with little more than a set of pass-on notes and a quick cockpit familiarization. These abbreviated training encounters gave rise to the saying, “turn on the shiny switches, don’t touch the rusty ones, and grab the red or yellow handles in an emergency.” Flash forward to today, and these types of experiences, some good and some not so good, led to the excellent formalized aircraft type rating training programs we see today in commercial and military aviation. 

However, in the absence of a formalized program, how might a new pilot make the leap from a 100-knot two-seat trainer to a technically advanced, sophisticated cross-country machine? Our test pilot friends might provide some tips. They routinely size up a new aircraft and successfully fly them the first time. Maybe we can learn a thing or two from these pros as we transition to heavier, faster and more capable airplanes? 

First, Get In The POH!

Surprise: All high-wing Cessnas are not created equal! While it may be tempting to simply meet your CFI, chat about the new aircraft, then fly a few patterns, it is not enough. General aviation aircraft have become increasingly more complex as the years have gone by. For example, a pilot who learned to fly in a 1970 vintage Cessna 172 that sported three fuel sump drains will be surprised to learn that the 2021 model has no fewer than 13 sump drains (three on the belly and five each per wing). The leap in technology and aerodynamics for the low-time pilot making the transition from a legacy Piper Cherokee or Cessna 150 to a crisp new Cirrus SR20 is quite substantial.

So, just like the budding Chuck Yeager types do out at Edwards Air Force Base, before we strap on that new SR 20, we should make it our business to become familiar with each of its major systems, including fuel, electrics, hydraulics, flight controls and the myriad of other elements that make up a modern general aviation airplane. This includes organizing or committing to memory the vital limitations, normal and especially emergency procedures for the new aircraft. Only then is it time to step to the airplane. 

Take In The Big Aerodynamic Picture!

Before the first flight, test pilots perform a detailed analysis of the aerodynamics, looking for clues as to how the new ship will handle. Not to worry; no calculus required for us down here in general aviation land! However, a private pilot’s first preflight should include a visual analysis to study the major design features. For example, a pilot who learned to fly an older low-aspect “Hershey Bar” winged Piper 140 or 180 knows that pulling the power to idle on final is akin to pressing the button labeled “LOBBY” in an elevator. On the other hand, a Diamond DA40’s major distinguishing feature is its glider-like high-aspect ratio wing. Fail to reduce the power appropriately in the Diamond, and the unwary new pilot is likely to float the length of the runway. 

Similarly, a look at the tailfeathers also give away the aircraft’s flight characteristics. For example, every Cessna single, with the exception of the C 177 Cardinal, has a conventional elevator. Hmmm, why is that? A closer look reveals that the Cardinal’s designers chose a symmetric stabilator to offset the design, which places both front-seat occupants forward of the wing spar. This configuration provides excellent visibility but requires more elevator power to lift the nose during landing. The designers of the Beechcraft Sundowner, another nose-heavy design, took this a step further by designing a stabilator that is an upside-down airfoil. With two onboard and full tanks, the Sundowner can require ballast in the baggage compartment to remain within acceptable CG limits. Both these aircraft are delight to own and to fly, but like so many other designs, they need to be understood before the first flight. 

Finally, the aerodynamically clean designs of the modern travel machines make descents a challenge. Point the nose downhill in a Cirrus SR20/22, Diamond DA40, Cessna TTX or any late-model Mooney retractable, and you will find out what a challenge it can be to maintain healthy cylinder-head temperatures while attempting to follow ATC descent instructions. These aircraft will slow down or go down, just not at the same time! 

When Should We Fly In The Weather? 

Test pilots make a point of expanding a new aircraft’s envelope incrementally. This approach applies equally well to flying with new instrument configurations. Flying actual instruments in a new-to-you aircraft type is a call that should be based on each pilot’s comfort level and experience. The instrument rating is one size fits all. However, those who have trained in glass cockpit aircraft will soon figure out that transitioning to an older round-dial instrument panel is a significant challenge. A few hours of backup instrument training may not be enough to offset the loss of situational awareness inherent in the trusty sixpack. Thankfully, going from older conventional instruments to glass cockpits is a bit more intuitive. Yet even here, mastering the menus and button-pushing sequences are a significant drain on time and situational awareness. Expanding your IFR envelope by practicing IFR procedures in day VFR conditions before you start poking your nose in the clouds may be the answer.  

Pick The Right CFI For The Job! 

Yeager was selected to break the sound barrier in the Bell X-1 because he was the right pilot for the job! We should take the same care in choosing who checks us out in a new bird. Thankfully, there is some significant help in this department. Type clubs like the American Beechcraft Society (ABS), Cessna Pilots or Cirrus Owners and Pilots (COPA) can help. Those groups, along with some manufacturers, offer excellent formal training programs. 

If you go with a local CFI, ideally, they should have a significant number of hours and experience in the type. Making the leap from a Piper Warrior into a Cirrus SR22 is quite a jump, and you deserve the best instruction you can get. When you find the right CFI, please note that the FAA publishes an excellent advisory circular, AC 90-109A, “Transition to Unfamiliar Aircraft,” which is a fine resource for you and your instructor to devise a training program that fits your needs and requirements. 

First Learned Is Best Learned!

The law of primacy says that “first learned is best learned.” As you begin to establish your proficiency in a newer, more capable plane, make sure you get the most out of your training. Just like the test pilots of old used to do, get your head in the books early, understand the aerodynamic quirks of the bird, and spend the time to get comfortable with the new high-tech flight displays. Finally, find that CFI with the “Right Stuff” who can give you the best training for your new bird. Fly safe! 

Do you want more pro tips? Check out “Deadly Attitudes: Know How To Spot Risky Thinking“

How To Transition To A Different Plane

The post How To Transition To A Bigger, Faster Plane appeared first on Plane & Pilot Magazine.

The first step is accepting that risk is present in every type of aviation or human endeavor and then dealing with it. We go to an airshow and watch the Air Force Thunderbirds perform one thrilling maneuver after another. What we don’t see are the years of training, the detailed briefing before every flight, and the brutally honest debrief afterward. The Blue Angels debriefs can be so hypercritical that traditionally, each member says aloud, “Glad to be here, boss,” after each critique to remind themselves and the team of the value of this open and honest communication. As you might expect, these Right Stuff pilots have created their own vernacular to describe the types of risky behavior that can lead to incidents, accidents and fatalities. With the aid of some of this jet-age slang, let’s take a look at the top four categories of poor decision-making that catch up with pilots of all stripes every year.

Buffoonery

When you hear fighter pilots talk about buffoonery, they are usually discussing poor decisions, either due to ignorance or intentional showing off. Webster defines a buffoon as a “ridiculous but amusing person, a clown.” In the non-aviation world, this type of activity is usually preceded by the phrase, “Hey, watch this,” followed by a stunt that does not end well. Unfortunately, YouTube, which contains much excellent aviation content, also contains its share of buffoonery, usually filmed by some innocent bystander, showing pilots behaving badly. Included are dangerous buzz jobs, unauthorized aerobatics, extremely low and fast passes close to unwitting spectators, and a potpourri of other dangerous maneuvers. These Darwin Award candidates demonstrate the entire spectrum of FAA hazardous attitudes. Impulsive, invulnerable, macho and anti-authority attitudes are all on display. Thankfully, this hardy band of scofflaws are few and far between, but it behooves us all to keep an eye out for them and avoid adopting any of those attitudes ourselves. 

Sudden Loss Of Judgment 

What causes normally careful, safe and sane pilots to suddenly make an incredibly poor decision that threatens life and limb? The statistics tell us that there are many culprits. Among these are fatigue, dehydration, oxygen debt, perceived pressure from passengers and loved ones, and good old-fashioned “get there-itis.” Fatigue and oxygen debt, especially when flying above 5,000 feet for long periods, can impair judgment in the same way as alcohol consumption. Our reflexes and speech patterns slow, and simple decisions become more difficult. 

We are more likely to fall into this trap after a long day in the sky, with equally tired passengers, very close to our destination. Suddenly, nearly empty fuel tanks seem to be able to carry us a couple extra miles magically. Those low clouds over that last ridgeline before home suddenly don’t really look that low, do they? Keeping tabs on our physical and mental state and a disciplined approach to inflight decisions can help. And setting realistic expectations for ourselves and our passengers about arrival times and schedules is important. However, this hazard is a bit more insidious, so we should always be on our guard.

Running Out Of Talent

If you watch NASCAR racing on TV, every so often, one of the top drivers will lose control, hit the wall hard, and earn a trip to the infield care center. When asked by the TV announcer what caused the accident, our hero might shrug and say, “I just ran out of talent!” It takes a lot of practice and a bit of talent to drive a race car or, for that matter, fly a plane! Unfortunately, the number one cause of general aviation accidents remains loss of control, which is aviation’s equivalent of “I ran out of talent.” Pilots still skittle off the edge of runways, land short or long, and commit a variety of other sins that bend metal and threaten life. Luckily, unlike race drivers who live on the edge, pilots tend to fly right down the middle of the envelope. However, just as race car drivers put in endless laps to hone their skills, pilots should have the same attitude about proficiency. As the saying goes, practice makes perfect, or at least safe and effective. 

To be sure, the pandemic has thrown a curveball our way. While general aviation has remained available during the last couple of difficult years, flying hours have been down, cross country travel limited, and intentional practice, it stands to reason, may have suffered along the way. Now is a great time to find the local CFI and brush up on those crosswind landings, instrument approach procedures, and navigation in busy terminal airspace. Currency does not always equal competency, and anyway, your local CFI could use the business!

Normalization Of Deviance

These three little words are some of the most dangerous in aviation. Simply put, if a pilot cuts corners, intentionally deviates from accepted procedure, and then repeats this often enough, it soon becomes the new standard. Substandard or even illegal procedures that are repeated eventually become the acceptable norm. The VFR pilot who flies into the clouds while scud running has probably slipped between the mountain ridges and the cloud bases several times before and gotten away with it. Pilots with poor checklist discipline are prime candidates for the dreaded gear-up landing.

Our friends in the military and the airlines are scrupulous about aircraft airworthiness, checklist discipline and following established procedures. However, many more general aviation accident reports than we would like to admit are replete with out-of-license airplanes, non-current pilots and checklist or procedural errors. Were these the primary cause of the accident? No, but each indicates a general lack of discipline, which can lead to something worse. Normalization of deviance is the most subtle of the hazards we face. It is an attitude that develops over time and then turns around to bite us when we are least prepared. 

So, what should we think about all of this? If we are honest, we can all remember times when we made a poor decision and relied upon a bit of luck to complete a flight safely. Each of us may have a few bad habits that we have been meaning to get rid of. And once or twice, we may have come close to running out of talent and lived to tell the tale! Hopefully, these minor excursions into the danger zone have been learning experiences and make us stronger. The moral of this story is that pilots are simply human beings. As such, the decisions we make can be influenced by the presence and actions of others, our past experiences, and our own personality traits, good and bad. Managing risk is often about facing these challenges and responding in a mature, thoughtful and well-practiced manner. 

So, the next time you go to the local airshow, take time to consider how the successful airshow pilots prepare for and fly their routines. The public thinks of them as daredevils, but we know better. Before each flight, they consider the weather, the crowd line and airport layout, then mentally rehearse their performance. The maneuvers, which look daring and dangerous to the crowd, have been practiced hundreds of times, with video reviewed after each flight. And these professionals are never afraid to call off a flight if the conditions are less than pre-determined minimums. Each one of these talented folks demonstrates risk management at its best. Fly safe. 

Do you want more pro tips? Check out “Tips To Taxi To And From The Runway Safely.”

The post Deadly Attitudes: Know How To Spot Risky Thinking appeared first on Plane & Pilot Magazine.