wingtips

January 28 - A Great Blog Site

2011-01-28T11:04:00.000-08:00

While Googling for info on the I-pad, I tripped across a blog site that watered my eyes. John Ewing is a CFII and former tech writer and freight dog (How's that for a combination?).
His posts not only answered all of my questions on the I-pad, but provided great information on instrument operations with the IFR Garmin products.
The site includes many posts for you VFR-types also.
Check it out: http://aviationmentor.blogspot.com.

So, this brings up ideas.

I'm presently trying to help a beginning IFR student outfit his vintage C-182 with a new avionics suite and am re-discovering the developing world of GA aviation technology - installed and hand-held.

Please let me know of any other blog sites you may be using - or other resources.

I'm thinking of organizing skull sessions on things like the I-pad or tricks and techniques with installed or hand-held GPS gadgets.

Maybe something along this line would be attractive at a safety seminar that may happen in early March.

Go ahead and post something to this posting, or e-mail me at don@aeroimages.net, or call me at 541.621.2378. And spread the word. Sharing is a good thing.....

August 20th: "Say What?"

2010-08-20T16:49:00.000-07:00

Tom Williams, KMFR tower chief, asked me to share his frustrations with you:

They've had an epidemic of aircraft being cleared for take-off and, instead of rolling, they stop on the runway and ask which downwind or direction of flight the tower wants them to use. If in doubt, they should take off (clearing up the runway) and then ask on upwind leg.
Another item is when "cleared for take-off, no delay", either expedite or hold short and say "unable". Some aircraft seem to mosey onto the runway, line up, and then roll.
Aircraft are still calling "Ready for take-off" while still in the run-up area. You're not ready until you are at the hold short line.
Lastly, after landing, completely exit the runway (fully across the hold line) before stopping.

All of these actions can result in causing a go-around or having to extend the pattern with a following aircraft.

I'm sure the above problems don't apply to you, my faithful reader, but try to spread the word to those pilots who look like they'd do stuff like this.

Our tower folks want to deliver the best service possible, but they need help from our end also.

April 28, 2010 RSAT Visit

2010-04-29T17:07:00.000-07:00

R what???
RSAT stands for Runway Safety Action Team.
Sounds serious - and it is. A bunch of FAA-types were all over KMFR for the last day and 1/2 to check out the place.

I was fortunate to visit with two of them, and also fortunate to be one of about six local area pilots to participate in the "out-briefing" today.

This warrants a mention on the blog because you need to know that it looks like Airport Operations and the Tower got a very favorable rating. IMHO, they've earned it.
OK, there is always room to improve - but as an old AF inspector, I was impressed with the depth and the professionalism of the team (About 8 or 9 of them).

You can expect to see a few changes in communications and ground ops signs in the next year, but nothing we'll have a problem with. It's all safety-related.

I was surprised by one graphic that showed GA was responsible for 76% of runway incursions!

One item that was new to me was the "hotspot" that is depicted in the Airport/Facility Directory and also shown in Jeppesen airport layout pages. It's depicted as an oval somewhere on the airport surface. Basically, it's a spot that pilots find confusing (weird intersections, taxiways and the like). Don't know if the Flight Guide will pick this up. You can impress your friends with your expanded pilot jargon.

The written report will be available at the FBOs, the tower and the Airport Director's office in a few weeks.

April 6, 2010 - "Hold Short"

2010-04-06T13:16:00.000-07:00

Looks like some pilots are acknowledging the "Hold Short" transmission from the tower by repeating it back, but forgetting to include their tail number. So, you can see that this could cause some confusion if more than one airplane has called ready for departure on the same or another runway.

Best guidance: Parrot back those directives from the tower, please.

March 1, 2010: VFR Pattern Spacing

2010-03-01T15:58:00.000-08:00

"The local weather guess looks good, and it's time to greet the flying season again! But first, I'd better knock the Winter mildew off those traffic pattern skills."
And you hear those three magic words, "Cleared for take-off".
You've advised the tower that you're gonna be in closed traffic, and the tower asks you to follow another aircraft on take-off leg also shooting patterns.
"Yikes! That bird ahead is taking forever to turn crosswind.........and it looks like the downwind will qualify for cross-country credit. When on earth will the base leg occur?"
So, you're burning a bunch of avgas, working hard to maintain spacing, and thinking bad things.
What can you do? Well, you can full stop and call it a bad day or you can go to another airstrip, or you can get some help from the tower.
Now, you won't find any distances or dimensions in section 4-3-3 of the AIM that describes the VFR pattern (It does tell you to turn final at least 1/4 mile out and to wait until you are at the departure end of the runway before you turn crosswind).
For what it's worth, I was taught to keep my downwind within gliding distance of the runway and not so close as to create a time crunch on base leg - but there are many versions, as there are no specific dimensions to the VFR pattern. I was also taught to adjust your pattern spacing on take-off leg if you are behind another aircraft (FYI, the MFR tower wants you to keep your take-off leg within a mile unless other arrangements have been made).
To be sure, the tower needs to be able to have you adjust your pattern to keep all the other events in a safe sequence.
Where was I? Oh yeah - getting help from the tower. Traffic permitting, ask for closed traffic in the opposite direction of the laggard in front of you. I've had the tower do this for me (without asking) if I'm in an aircraft that works at a different airspeed, or even turn radius (Think J-3 Cub). This also may serve as a hint to the tower to ask the other aircraft to adjust their pattern in tighter.
Section 4-3-5 of the AIM talks to "Unexpected Maneuvers", and, although the above doesn't exactly fit into this category, this section talks to pilots doing weird things without clearance and compromising sequencing and safety.

And that's why it was worth it to post this and for you to read it: Safety.

Let's all take care of each other out there, and be thankful we're not working in the tower with a mic in our hand and our mouth hanging open........

January 8, 2010 Instrument Circling Approach

2010-01-08T20:22:00.000-08:00

There you are.......on final for your instrument approach, and the tower directs you to make a left-hand (or right-hand) circling approach. Clear? I think not! Is the turn from your final to the left or right, and the ensuing downwind left or right?
The control tower should always state the magnetic direction from the runway ("Make a circling approach to the west [or east, north, etc.]")
Our controllers at MFR use magnetic direction from the runway and normally also add, "...for a left (or right) downwind". This should leave no doubt.
Of course, you need to parrot back your clearance, and make sure they've heard it.
If in doubt, challenge. It only takes a few seconds.

Had some confusion today.

Just a timely reminder, with all the poor vis and scud out there.

Dec 15, 2009: Low Approaches at KMFR

2009-12-15T14:55:00.000-08:00

Apparently, there's some confusion when the tower asks a pilot to make a low approach. Seems like some folks just go ahead and make a touch-and-go.
Our tower uses the low approach to adjust sequencing of traffic when it's needed (A touch-and-go takes more time).
The AIM (4-3-12) explains that the low approach "should flown straight ahead with no turns or climb made until the pilot has made a thorough visual check for other aircraft in the area."
No, there is no altitude mentioned.
I pointed out that we locals are used to making a touch-and-go when honing our skills since, in my humble opinion, landing is the second most difficult maneuver to master.
But, the point was also made that other, less congenial, tower operations may be having a "bad pilot" day and get rigid (Pilot non-compliance).
So, spread the word - especially if you see a CFI laying around who needs enlightening.

Happy landings (go-arounds)

Dec 14, 2009: Special VFR Clearances

2009-12-14T16:05:00.000-08:00

Heard about this again during a tower visit yesterday.
It was also covered last October during the seminar hosted by our Tower Chief.
And it may be useful during this period of low ceilings and visibility.
Weather minimums are included in FAR Part 91.157 (Which details visibility definitions).

The tower can't issue a special VFR clearance unless a licensed pilot requests it.

You don't need an IFR rating to do them during daytime.

You need to remain clear of clouds and have at least 1 mile visibility (Helicopters don't need the 1 mile).

When the tower is reporting less than 1000' ceiling and 3 miles vis, Cascade Approach owns the class E airspace. So, the tower has to call Cascade and request the special VFR. Any IFR traffic being worked has priority and the aircraft requesting the special VFR will have to wait.

But, the tower has seen occasions when a departing VFR aircraft could take advantage of the special VFR clearance when the less-than-VFR weather is localized and it's solid VFR nearby.

The tower will use their discretion when it comes to safe operations in their airspace, so don't go looking for a special VFR when the clouds are really near to the surface or the visibility is very poor. And don't forget those transmitter towers around the valley.

Dec 14, 2009: Airports With Secrets

2009-12-14T14:16:00.000-08:00

In posting my blurb about night landings at Ashland, I got to wondering if anyone else is interested in sharing good poop about surprises they've found at other airports.
Not just night-time challenges.
For example, I remember getting tossed all over on final approach to runway 33 at Florence, because I didn't think much of the sand dunes lining the west side of the north-south runway and the strong NW wind whipping over them. Yikes!
Going back to the night landing thing, I've taught my students one way to avoid surprises (and mountains) at night at a non-towered airport is by putting the airplane well above the runway and then flying a descending circle to capture what's happening to the wind sock and avoiding high terrain (Which is rarely lighted). You can then choose which downwind leg to settle onto. Of course, you need to be the only one in the pattern.

So, you're welcome to post on this site, or send me an e-mail (don@aeroimages.net), or call me (541.621.2378) and I'll be glad to do any research and post your stuff.

Looking for folks to share.

You may be helping some other pilot out, especially when the weather presents its own challenges this time of year.

Happy landings........

Dec 14, 2009: Night Landings at Ashland

2009-12-14T13:43:00.000-08:00

Richard Hendrickson offered a topic: Night landings at Ashland.

Especially challenging if you are driving a higher performance aircraft. Richard mentioned that Bob Skinner follows I-5 out to the Imigrant Lake area before turning inbound to runway 30 when he's landing the Cessna 340. Uses the red flashing lights on the 2430' MSL radio towers SE of the runway as sort of an inbound marker.

I remember showing the pilots of John Phelps' DC-3 during a night check-out that a zig-zag on I-5 also acted as a good place to start the left base leg to runway 30. That flight worked out great, as we started at dusk and were able to capture landmarks before it became truly dark.

Some pilots have suggested using a straight-in to either runway if the wind is favorable and no conflicts exist with other traffic; however, they acknowledge this would conflict with the "No strght-in apch." restriction in the Flight Guide.

All pilots would agree that the concern is that ridge South-SW of the runway, along with the ridge that is just to the east of the final approach to runway 30.

So, look the terrain over real well next time you're in the Ashland area during daytime and make your notes and plans - even though you have no desire to test your skills. You may, however, find yourself setting up an unplanned landing at Ashland for any number of reasons.

091019 "Taxi to Parking"

2009-10-19T16:08:00.000-07:00

Great question from Allan Sandler: "Upon landing on runway 32, the tower states, 'Taxi to Park'. Does that clear you to cross runway 9/27?"
Answer (Courtesy of Tom Williams): Yes, but you are not allowed to cross 32 (the active runway).

2009-10-18T17:17:00.000-07:00

During a Q&A session at the Runway Incursion seminar on October 14th, Tom Williams laid out some guidelines on radio calls he would like to hear.

If you want flight following, please ask for it during your taxi call. Gives us the needed time to work things out with Cascade.
If you want to stay in the pattern, think about saying that in your initial taxi call.
Or, even that you're a student pilot.
Be sure to read (parrot) back any restrictions to your taxi operations.
Be at the hold line when you announce you are ready for take-off. The time it takes to get from the run-up area is valuable when the tower is trying to get you airborne in front of an airplane landing. At the very least, be close to and moving towards the hold line.
Listen for radio talk to/from the aircraft taking off behind you. You'll help things out by telling the tower you are offsetting or turning if it wasn't established earlier.
Don't expect Medford to clear you "into position and hold" or "into position and wait" (Latest international terminology). They elect not to use this clearance. But, you may want to be ready for this at another towered airport.
In the pattern, learn to be a parrot. It's the easiest way to ensure all parties know what's expected.
Don't be afraid to ask the tower to repeat.
During slower times when only one controller is in the tower, consider that they are sometimes working the "other" frequency. Wait for the tower to respond to someone reading back a clearance on the ground frequency.
On your initial call-up inbound, please add your intentions if other than a full stop.
Especially important for the instrument approaches. Cascade may not have relayed your intentions to the tower.
If you are asked to make a low approach instead of a touch and go, deal with it. The tower has a good reason - probably to expedite traffic flow (departures, or some faster plane is on your butt).
Requesting a long landing is a nice courtesy. Lets the tower know your intentions.
Get off the runway safely and in good time. Don't exit onto runway 27 unless you have permission.
Get ALL the aircraft past the hold line when exiting the runway.
Either while airborne or after landing, let the tower know your intentions.

Jim Pieser, of PDX, presented a number of reasons for runway incursions. I'll call him when I get back into town and post them. Some of them were:

After receiving and reading back instructions correctly, the aircrew didn't comply (I've done this!).
Tower operators not seeing an incursion before it happens.
Pilots not looking both ways before taking or crossing a runway.
Pilots not checking their position accurately when on the ground.

So, this is what I had in mind.

I get a number of tips, ideas and notes as I stumble around. It seems that I need to share....

Let me know.

If I haven't configured this blog correctly, and you can't give feedback on it, e-mail me at don@aeroimages.net.

Happy Landings.

Scratching an Itch

2009-10-18T16:50:00.000-07:00

Visiting with a fellow pilot after a great presentation by an FAA support specialist from the Portland Airport, I looked around at the exiting audience and noted that it was too bad some of my friends missed a great exchange of ideas between pilots and tower operators.

His comment; "Yeah, if you weren't here, you missed a lot of poop."

Another friend told me I had a lot of aviation stuff in my head and that I need to share it. "That's one of the great things about the internet".

Huh.

So, it's been bugging me for a few days. I'm no author - and it's gonna take some of my time.

I'm most interested at this point as to whether it would be worth anyone's trouble to check in and read the stuff.

I'm thinking mainly about things that affect GA pilots flying out of Southern Oregon.

There are plenty of information sources about general aviation in general.

I'm not really interested in dialogues, just sharing what I pick up would take more time than I think I have.

I'll put up another post with a few items gleaned from the October 14th meeting to show what I have in mind.