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I was confident there would be no significant weather on our route of flight except for some light rain showers. Waiting for the radar to begin displaying, I turned to the mechanic in the jump seat. Enjoying the great weather along our route, we both agreed we disliked flying near or through thunderstorms.

I noticed a look of worry in his face as he lifted his hand and motioned towards the instrument panel. He seemed to turn slightly pale when he announced, “this doesn’t look good”. As the radar came to life a large round red blob displayed 100 miles ahead and over our destination. I could feel my heart rate increase. Did I not read the weather forecast properly?

Fortunately, I noticed the last person to use the radar had pointed it towards the ground, causing the cities and lakes to appear as large storms. I changed the tilt to properly view the weather ahead, the radar cleared and the color came back to the face of the mechanic in the jump seat.

This incident caused me to reflect on the pilots I have flown with and their different techniques used while operating the weather radar. I find many, especially new pilots, are not well versed in the use of the radar installed in the aircraft.

Recently, I attended a webinar (web or Internet based seminar) presented by Air Transport World and sponsored by Honeywell. I discovered many pilots throughout the industry do not properly use their radar. This is due to either lack of experience or training.

The majority of the errors are interpretive and occur while selecting the tilt and attenuation of the radar. Furthermore, most of these errors occur during descents and climbs. It is of no surprise that 64% of weather accidents and incidents show the pilots improper use of radar as a contributing factor.

To prevent damage to the aircraft, passengers, and crew, I challenge you to take two simple actions next time you fly. First, if you are flying with someone who has more experience, ask questions concerning the use of the radar. Second, in the next thirty days try to learn one technical aspect or technique in using your radar.

Some day we will not worry about the errors caused by pilots improperly using the radar since the recent advances in radar technology. Honeywell’s RDR-4000 radar used in an automatic mode is as simple as turning on your television. The new radar system by Honeywell incorporates computers, GPS, and the flight management system to display weather pertinent along your flight path.

Most of us will not have this highly automated radar system in our aircraft. We will be doing things the old fashioned way by adjusting tilt and gain.

For More Information:

Honeywell
Air Transport World

Watching planes during this lazy summer day, I notice a friend approaching me with one of his student pilots. His wide grin I interpreted as his shared joy in being at an airport. He gave me a friendly hello and strong handshake. Turning to his student he introduced me as a professional pilot flying for the airlines.

My friend and I agreed as to the beauty of the day, all the while relating how blessed we are in being able to enjoying the wonders of flight. After discussing different landing techniques, my friend and his student returned to their aircraft to finish their discussion. I began pondering my friends description of me as a professional, all the while hoping he further considered himself a professional. I then considered the question, “what is a professional?”

A person is normally referred to as professional if they are paid to perform a service. With that said, I have discovered there are many unprofessional people performing a service, and some very professional non professionals. It is usually easy to delineate the professional person by how he or she approaches their avocation and if they uphold the highest ethical and educational standards of that profession.

I feel we should all strive to be a professional, even if you are not being paid for our avocation. While flying an airplane there is a distinct difference between the group who consider flying their avocation and those that fly airplane solely for monetary gain. An avocation can be both a job and a hobby, but it is certainly the calling of the individual whether paid or paying for the pleasure to fly. I admire student pilots who try to be as professional as possible in their avocation of flying.

There are many ways to enhance your professionalism. Become a veracious collector of knowledge through reading, classes, and involvement in organizations promoting your profession. A professional is constantly learning. Most professional organizations produce magazines, newsletters, videos, classes, and books which are filled with educational material.

I recommend joining the Aircraft Owners and Pilot’s Association, AOPA. They have two excellent magazines AOPA Pilot and AOPA Flight Training magazine. They also can help you find a mentor to assist you in your flight training by motivating and sharing your experiences. Another great organization is the Experimental Aircraft Association, EAA and their many divisions. If you really want to get motivated about the thrill of flight view their website.

As a flight instructor I highly recommend your joining the National Association of Flight Instructors, NAFI. This division of the Experimental Aircraft Association is a wonderful resource for every instructor both new and experienced. I have learned much from the newsletters and members of this organization.

After joining these organizations and continually challenging yourself to increase both your knowledge and skill, you will find people will begin considering you as an expert in your field. You probably will hear many refer to you as a professional, which you are.

For More Information:

Aircraft Owners and Pilot Association
Flight Training Magazine
National Association of Flight Instructors
The Experimental Aircraft Association

Luckily, I caught the beginning of an episode from The History Channel’s Our Generation titled “Fly With Me”. This is one part in the The History Channel’s Our Generation series, depicting life changing events of the baby boomer generation.

The jet age ushered in a new era of transportation which made world destinations attainable to the average American. The age of rail and bus travel provided affordable transportation for many, but required lengthy travel which limited many people’s journeys. Baseball teams where primarily regional before the jet age, with most game played only a days journey away from their home. The business traveler would only see distant customers for the most important meetings, and only the wealthiest vacationers could afford to travel to far away places since air travel was very expensive. Before the Jet Age, the average ticket cost one thousand seven hundred dollars in today’s money, allowing only a limited number in our society to enjoy the alacrity of air travel.When Boeing developed the 707 jetliner, the baby boomers where in for a grand surprise. The new jets where larger, could carry many more passengers, and by placing more seats on the aircraft, more economical. The average person could do two things that where impossible just a few years prior. First, a passenger could fly from to the opposite coast in the morning and fly back again the same day. Second, the coast to coast journey became affordable to the average American worker because the cost of air travel dropped precipitously.

The golden age of propeller aviation gave way to the jet age. But the transformation had its challenges. Larger runways required construction to accommodate the ever increasing girth of the jumbo jets, and the noise of the new aircraft impacted the lives of those close to these new jet filled airports.

Socially, the jet age transformed the average citizen from a spectator of world cultures to a participant. Awareness of the new cultures, destinations, and histories grew because getting on a plane and traveling was became increasingly affordable and safe.

This was also the time of the short skirts and a blatantly sexist and discriminatory hiring policy for flight attendants. Airlines where not ashamed to display the attractive young ladies in their ever decreasing hem lines to the public both in television and magazine ads.

We also saw a great shakeup in the industry and the promulgation of discount air carriers after the airline industry was deregulated in 1978. An intensely competitive market permitted those who could only afford a bus fair to now “jet set” to Florida for a sunny vacation.

The history channel’s journey from the golden age of aviation to the jet age was a fun journey into our past, and is related by the great story teller and historian Dr. Steve Gillon. Dr. Gillon takes us back to a time many of us remember as a rapidly changing and exciting era in American history. Our Generation: the Jet Age, made me both laugh at the incredibly sexist airline commercials, and sigh in awe at the advances of this new travel medium.

For More Information:

The History Channel

Years later as an adult I have seen airports similar to the one in Basking Ridge, NJ close throughout the country. Typically people buy property near an airport and then complain about the airport noise. I am sure the homeowner knew that living next to an airport they would hear small planes take off and land. A legal battle begins when these new airport neighbors file complaints and law suits. Through different methods which include condemnation the airports are then destroyed or sold. Some are even closed under the guise of national security. Normally the airports where condemned and sold to a developer who made a profit from the newly acquired open land.

Corrupt government officials have been known to destroy airports for their own personal or political gain. An example is when Mayor Daley of Chicago ordered the midnight destruction of the runway at Chicago Meigs field. The good news is the Government of Chicago is now liable for over a million of dollars including Federal Government fines and attorney fees for their criminal acts.

My new column “Airport Watch” will help educate you as to the benefits of having a small airport in your area. I will also try to dispel common misconceptions concerning safety and noise. I hope you enjoy learning the rich history, discovering recreational opportunities, and understanding the positive impact on your community a small airport has to offer.

If you are like me and enjoy hanging around small airports you tend to see the same familiar faces. Many enjoy visiting the airport for some “hanger flying” , while others use any excuse to jump in a plane and fly somewhere for the “hundred dollar hamburger”. One day I noticed that a friend of mine was missing from the normal airport crowd.I had become friends with a student who had been flying with me. We spent many hours flying and discovering new places to visit while fulfilling his obligation to the insurance company of a minimum 25 hours in the aircraft before flying solo in his new plane.

During our trips our goal was to practice approaches, learn the handling characteristics of the plane, and understand the systems in this complex aircraft. Our first flight would normally be to a small airport with a restaurant. I have fond memories of sitting outside sipping sweet tea and watching airplanes fly by as we sat at restaurant overlooking the airport.

After fulfilling his twenty-five hour insurance requirement he flew his plane almost daily. Many times he would give anyone willing a quick ride around the airport.

After a few months I noticed his airplane was in the hanger and was not being flown much any more. He had a passion for flying and I could never imagine that him leaving his new airplane sporting a custom paint scheme in a hanger for very long.

I was shocked to discover my friend had violated one of the TFR’s, Temporary Flight Restrictions, while he was out flying one day. Being a successful business owner and knowing he was very meticulous, this came as a surprise. He was so interested in increasing his piloting skills, he recently obtained his commercial pilot certificate. Because he had a commercial pilot certificate the FAA ruled that he should have known the boundaries of the restricted airspace, thus he had his pilot certificate suspended for six months.

The cause of the violation was his turning to avoid a cloud because he was flying under visual flight rules. He knew about the Temporary Flight Restriction by viewing the FAA TFR website, and had an intimate knowledge of the boundaries, and so did air traffic control. Thinking if he just look a short left turn and then get back on course no one would notice. Unfortunate for him the radar and air traffic controller noticed.

Looking back at this situation he could have done a few things to avoid the embarrassment and the pilot certificate action by the FAA. First, he could have avoided both the restricted airspace and the cloud by turning around and going the opposite direction. This accomplishes two primary goals in aviation, keep safe and stay legal. Since his aircraft is equipped and certified for instrument flight, he could have filed an IFR, Instrument Flight Rules, flight plan and flown through the cloud, again being both safe and legal.

I think we can all learn from my friends mistake. If you are flying close to a TFR and you have an instrument rating, file a flight plan and fly under instrument flight rules. You no longer will need to worry about cloud clearance. Secondly, there is never a destination that I will risk my life or license for. If you ever feel the urge to bend a rule, skirt the edge of airspace, use my friends experience as an example of the consequences.

For More Information: FAA Temporary Flight Restrictions Website

What is a TFR?

A Temporary Flight Restriction (TFR) is a type of Notices to Airmen (NOTAM). A TFR defines an area restricted to air travel due to a hazardous condition, a special event, or a general warning for the entire FAA airspace. The text of the actual TFR contains the fine points of the restriction.

I love flying because I enjoy the people I meet, the places I visit, the amazing sites only seen from the air, and the sense of freedom I get while flying like a bird through the sky. I know many of you are thinking of becoming a pilot or know someone who has an interest in flying. There is an outstanding new resource in the form of free e-newsletter from the Experimental Aircraft Association, Reach For The Sky.

After reading their first issue I was very impressed by both the mix of stories and practical advice on learning to fly. After almost a decade of flight instructing I usually hear the same questions concerning learning to fly such as cost, time, and how to get started. This newsletter is a great resource for answering those questions and keeping your interest.

Every month you will receive a free e-newsletter with fun and practical information on flying and learning to fly. By receiving a monthly newsletter you can stay informed as to new developments and tools to help you or your aviation friends with flying,.

For those who are already pilots I would suggest this e-newsletter for tow reasons, it keeps the passion alive and reminds us why we started flying in the first place. A fresh after years of flying is always welcome and might motivate you to get out and dust off your wings if you have not flown recently.

I am at the airport every day because I am fortunate to have turned my passion of flying into my career. I suggest you read Reach For The Sky to keep the passion alive. For those thinking of flying this will be an invaluable resource.

For More Information:

http://www.sportpilot.org/learntofly/

Luckily we where on the ground and had time to look up the suffix for our flight plan, but it would have been easier if I had memorized the suffix for the possible configurations I might encounter. I know others have this same problem because I hear aircraft asking air traffic control for a decent because an equipment failure disqualifies the aircraft to fly in RVSM airspace.

The conversation after the descent to FL290 seems to be the same every time. The air traffic control asks the pilot, “for the flight plan please say your new equipment suffix”. After a long pause, the pilot normally responds with a “standby while I look it up”. Many times the controller will look up the proper suffix for the flustered pilot.

I see this scenario play out all too often, and I am as guilty as the next pilot for not knowing what suffix to use if my equipment capability changes. After listening to the conversation between the controller and the pilot, I made a determination not to get caught in this situation without know the proper suffix for my aircraft. To help myself and for your reference, I have the codes displayed below.

I suggest you print a copy and carry it with you.  Another suggestion is to note the proper codes for your aircraft anticipating all possible equipment failures, and memorizing the associated suffix for these situations. Next time the controller asks for your equipment suffix, you can respond quickly and with confidence.

FAA Flight Plan Aircraft Suffixes Effective September 1, 2005
Suffix	Equipment Capability
	NO DME
/X	No transponder
/T	Transponder with no Mode C
/U	Transponder with Mode C
	DME
/D	No transponder
/B	Transponder with no Mode C
/A	Transponder with Mode C
	TACAN ONLY
/M	No transponder
/N	Transponder with no Mode C
/P	Transponder with Mode C
	AREA NAVIGATION (RNAV)
/Y	LORAN, VOR/DME, or INS with no transponder
/C	LORAN, VOR/DME, or INS, transponder with no Mode C
/I	LORAN, VOR/DME, or INS, transponder with Mode C
	ADVANCED RNAV WITH TRANSPONDER AND MODE C (If an aircraft is unable to operate with a transponder and/or Mode C, it will revert to the appropriate code listed above under Area Navigation.)
/E	Flight Management System (FMS) with DME/DME and IRU position updating
/F	Flight Management System (FMS) with DME/DME position updating
/G	Global Navigation Satellite System (GNSS), including GPS or WAAS, with enroute and terminal capability.
/J	/E with RVSM

For more Information:

Aeronautical Information Manual, Chapter 5: Air Traffic Procedures, Section 1: Preflight, Table 5-1-2: Aircraft Suffixes

What is causing this delay since you know there is only a small area of weather? You have watch television and are aware of the congestion and delays these days, but who is to blame?

You can’t blame air traffic delays on the airlines, passengers, or the government because all are part of this complex problem. Fortunately, their is a solution to the delays.

Due to the robust economy more people flying. To keep up with demand, the airlines have increased the number of flights. Thus causing our first reason for delays in the form of congestion at the airports. Second, the air traffic control system is antiquated and in need of new equipment and systems. Third, the number of runways built to accommodate more planes is not keeping up with increase in flights. Fourth, Political pressures from many organizations and citizens limit the use of the airspace surrounding our most congested airspace.

Prior to the attacks in 2001, the airlines and the Federal Aviation Administration, FAA, where planning a solution to mitigate delays at the busiest airports. The demand due to the increased travelers was causing delays similar to what we are experiencing today. After the terrorist attacks, discussions where replaced by safety issues and concerns over the solvency of the airlines.

Things have come full circle. More people are flying and the the airports are reaching their capacity. Customers are also demanding more flights to more destinations throughout the United States and the World.

Similar to most passengers, I would like to have direct flights to my destination and a variety of times to choose from. Airlines have acquiesced to this demand by increasing the number of flights. Of course more flights leads to more congestion in the sky. To allow me to fly from a small city to a larger international destination, the airlines utilize a hub and spoke system. This affords the traveler to fly from the small city of Allentown, Pennsylvania to Paris, France. Since it is unprofitable to send a plane directly to France from Allentown, flights are schedule to much larger airports such as Newark, NJ where you can connect with a flight to Paris. Many smaller cities have been added to the Hub airports, again increasing the flights and congestion in our airspace.

You may look towards the sky and think there is much open space and many planes can fit in that space. Why would I have a problem flying into the hubs if the sky above me is clear blue without a plane in site?

Airplanes fly over predefined routes. Imagine these predefined routes as highways in the sky. Similar to a highway, a fixed number of planes can fit along these routes, thus limiting the number of planes arriving at the airport. Lets assume there are only four highways in the sky leading into the New York area. If a thunderstorm pops up along one of these highways in the sky, many of the airplanes must be placed on the other highways to allow them to arrive into the New York area, thus reducing the number of planes landing at the airport.

One solution to this problem is to install Global Positioning Systems or GPS. Since planes can fly anywhere in the airspace we can use the GPS to define a point anywhere in space. By doing this there is the potential for an unlimited number of routes along which the airplanes can fly thus reducing the number of delays since a new route can be flown which is not dependent upon a predefined highway in the sky.

But even if we could avoid the delays en-route using points defined in a GPS, we still must land on a runway when we arrive. Unfortunately, the number of runways being built is not keeping up with demand in most large cities. There is a specific number of airplanes that can land on a runway in an hour. Therefore, to increase the number of planes arriving more runways must be built.

Adding a runway seems simple, but is not without its own problems. Residence of the city which is served by the airport do not want more planes in the sky causing more noise, but they want to be able to fly directly to their destination when they are traveling by air. An example of a city successfully adding additional traffic to their airport while being friendly to the neighbors is St. Louis Lambert Field. Through land acquisitions planed over many years and airport planning they have been able to increase the traffic flow to St. Louis along with increasing the safety of the airport operations.

Although we know how to increase the efficiency of our airspace, and we know how to increase the efficiency of the the airports, delays will continue if we do not make governmental policy changes. To discover the weakest link in the chain of air traffic efficiency we need only to look in the mirror and blame ourselves. In the United States we live in a democratic republic which allows us to elect officials we think will be responsible in their actions and facilitate growth and expansion in this country. Unfortunately, the implementation of laws governing our air commerce do not seem logical until one looks at the motivation behind the language of the law.

Many political organizations and advocacy groups literally steer the direction of airplanes through legislation. Much of this legislation causes airplanes to take off and land in certain directions causing certain inefficiencies thus reducing the number of planes flying in the airs. There are organizations which fight to prevent expansion of the airport structure while opposing organizations argue with a loud voice opposing restrictions to the airspace. For example, there are organizations in the New York Metropolitan area that do not want airplanes flying over their towns while approaching the airports they serve, but these same citizens while using the air commerce system complain of the many delays they have caused by supporting these initiatives.

Fortunately, we have the technology to immediately implement a new air transport system which will be more efficient, safer, and environmentally friendly. We only need to look at ourselves and ask if we want access to a more efficient air transport system, or if we want to look elsewhere for our transportation needs. The question isn’t if we can design a new and better air transportation system. The question is if we can justify to ourselves a new system that might impact our lives, but increase the efficiency of air travel.

For more information:

Stop the RJ-Bashing