School of Hard Knocks

Just back from a flight, Mal Raff warned me ominously, "It's very turbulent up there." To which I replied dryly, "Good, it will keep me awake." This developed into a sort of tradition where Mal would provide me a pilot report (PIREP) for turbulence and I would play the part of the brave pilot who never admits to being bothered by turbulence. This was all an act. While I've become somewhat inured to turbulence, I'll be the first to admit that I've encountered turbulent conditions that scared the daylights out of me. Pilots and passengers universally dislike turbulence and the ones that say otherwise are either fibbing or are in need of some serious couch time. Thankfully there are several strategies for avoiding turbulence, handling it when it is unavoidable, and making PIREPs that accurately describe the character and degree of turbulence you just encountered. (Note that I won't be delving into clear air turbulence or CAT, since few GA pilots are flying at altitudes where it is a factor).

Get Briefed

Student pilots learn early on that weather reports and forecasts can provide plenty of clues about the likelihood of encountering turbulence. Getting a briefing not only fulfills the regulatory preflight action requirement, it can help you anticipate turbulence well before the PIREPs start flooding in. Sure there are pilots out there who skip the pre-flight briefing or don't examine the information carefully. Some of them even brag about it, but you're not like those pilots, right? The National Weather Service has several products that address turbulence that I'll illustrate using the Aviation Digital Data Service site, which now offers a Qualified Internet Content Provider login.

AIRMET tango (think "T" for Turbulence) is of interest primarily to pilots of smaller aircraft and should be released when conditions are ripe for moderate turbulence over a large area (3000 square miles or more). There are also AIRMETs sierra for IFR conditions and zulu for icing. Problem is that AIRMETs describe the area being affected in a sort of connect-the-dots fashion using three letter identifiers for VOR stations and distances to define the dots: Not very user-friendly. Even if you are familiar with all the VORs, assembling a mental map of the affected area can be challenging.

ADDS has a product called G-AIRMET that provides a map-like depiction of areas affected by AIRMETs and SIGMETs. You can even look at an animated representation of how the conditions will unfold over time. Graphical AIRMETs are also depicted on sites like Avnwx.com. Even ForeFight and cockpit XM weather displays will depict AIRMETs on a map, though you'll have to dig a bit to access them.

Forecast winds aloft will also give you an idea whether or not turbulence and wind shear are on today's menu. Combine strong winds aloft with rough terrain and the ride gets bumpy at lower altitudes, downwind of the terrain (an area known as the lee side). If the wind direction and velocity is forecast to change abruptly as altitude increases, expect wind shear - a sudden change is wind velocity or direction over a short distance. Wind shear can occur over a horizontal distance across the ground or over a vertical distance as you climb or descend. If you plan to fly over rough terrain or mountains, forecasts winds aloft in excess of 20 to 25 knots should give you pause. ADDs lets you access winds aloft forecasts in textual or graphical format.

PIREPs (pilot reports) are like AIRMETs in that decoding text versions requires knowledge and practice. My favorite tool for PIREPs is the ADDS Java PIREPS Tool. Launch most any browser that supports Java (this excludes the iPad), select part of the continental US, and choose the types of reports you're interested in. Symbols for turbulence will appear at locations on the map where the PIREPS were reported and you only need to mouse-over those symbols to access the details. You can access PIREPs on Avnwx.com and other sites, but they are strangely missing from the mobile versions of ForeFlight.

While pilots of smaller aircraft are more susceptible to and tend to over-report the intensity of turbulence, pay particular attention to PIREPs from transport category aircraft since they are flown by flight crews who have a lot of experience with turbulence. More on this later.

If the weather forecast is waaay behind what is actually happening, a Center Weather Advisory or CWA can be issued. The Aeronautical Information Manual strays into neologism by calling the CWA a nowcast: "By nature of its short lead time, the CWA is not a flight planning product." To which I say, "Horse feathers!" If you get a pre-flight briefing and it contains a CWA, you most certainly can use it for pre-flight planning purposes. If you are already airborne, CWAs are available over the Hazardous In-flight Weather Advisory Service (or HIWAS) that is broadcast over the voice component of many VOR stations. Just tune in the VOR and listen.

Studying Turbulence

While much of the country has been enduring snow and cold, unseasonably warm weather settled over coastal areas of Northern California last week. This January weather gift was due to a stationary area of high pressure that kept the jet stream and the wet weather well to the North. The downside was it also generated persistent Northeasterly winds aloft that created a lot of turbulence and low-level wind shear in the San Francisco Bay Area.

Strong winds flowing over terrain is much like fast-moving water flowing over rocks in a stream: You may not be able to see the air boiling and swirling on the lee side of terrain, but rest assured it is there. You should only have to experience this once to know the lee side is not a pleasant place to be when the winds are howling, yet the lee side is exactly where several pilots reported encountering turbulence. Duh!

My student had planned a dual cross-country flight from Oakland to Columbia and a Center Weather Advisory was in effect for moderate to severe turbulence. The first part of the route would start with a climb-out on the lee side of the Oakland/Berkeley hills - the heart of the action. The surface winds were calm, but the winds at 3000 feet were forecast to be 050˚ at nearly 30 knots, so our plan was to avoid or minimize the turbulence by climbing as high as possible as quickly as possible. We discussed what we'd do if we encountered turbulence (more on that later).

Contacting the tower for takeoff, my student requested an early hand-off to Norcal so we could ask for a climb into class bravo. Reaching 800', the tower handed us off and Norcal approved our climb into bravo. The result was occasional light chop while climbing and a smooth ride all the way to Columbia. Cruising comfortably at 5,500 feet, we made a detailed PIREP to Flight Watch. Opening the VFR flight plan on the way back, the Flight Service specialist warned us of even more PIREPs of moderate to severe turbulence.

Our strategy for the descent back into Oakland was similar to what we'd used on departure: Stay above 3,500 feet for as long as possible and be prepared for turbulence during the descent. We requested a bravo clearance from Norcal, explaining it was to avoid turbulence. They were fine with us crossing Lake Chabot at about 3,500 feet, then we started our descent. We encountered continuous light chop, occasional moderate chop, and a bit of an updraft. Nothing to write home about.

I've witnessed pilots who were reluctant to make special requests for things like an early turn or a climb into bravo airspace. I'm not sure what causes this reluctance, but I encourage pilots to speak up. If you have a special request and a reason for that request, most controllers will do what they can to accommodate you. Ask and ye shall likely receive.

Back on the ground, we went online to see the PIREP we'd filed, but lo and behold, it wasn't there! Perhaps it wasn't disseminated because our PIREP for mostly light chop was at odds the dire warnings contained in the CWA. Who knows, but my student was not impressed by the results of all our PIREP efforts.

Riding the Beast

It may seem obvious, but ensure your seat belt is snug and tight when you know or suspect you're going to encounter turbulence. Beware of newer seat belts that contain airbags because they can feel like they are tight when they aren't. Old, worn seat belts may be difficult to tighten, but it's worth the effort: You don't want to bang your head on the ceiling when the action starts.

Slow down to at least the published maneuvering speed (Va) for your aircraft at your estimated weight. If you don't know your estimated weight, take a moment to appreciate the advantage of calculating weight and balance before each flight. Once you are flying at or below maneuvering speed, it's highly unlikely your aircraft will experience structural damage from turbulence.

If you have loose items in the cockpit, now is the time to secure them. If the turbulence rises to the level of moderate or greater, you'll know when your ham sandwich takes flight inside the cockpit.

I avoid using flaps in turbulence because in most GA aircraft, the addition of any flaps reduces the aircraft's maximum design load factors. For many GA aircraft, the positive load limit of 3.8G will drop to around 2G and the -1.5G negative limit may drop to 0G. Bottom line: Delay extending flaps until you are preparing to land.

Most GA aircraft are designed to be stable and they tend recover from upsets in pitch and roll without much assistance from you, so let the plane to ride the bumps. You do not need to respond on the controls to each and every bump that you encounter, but when you do use the controls, think of dampening out the variations rather than trying to overcome them. Over-controlling will increase the load on the aircraft and make the ride feel more uncomfortable for you and your passengers. Autopilots tend to over-control in turbulence and they are designed to spontaneously disconnect in moderate or greater turbulence. You may as well disconnect George and hand fly since you'll undoubtedly do a better job. If the turbulence is moderate or greater, do your best to maintain a level pitch attitude and accept variations in altitude as you just let the plane ride.

Updrafts and downdrafts can be difficult to perceive until you have more experience, but a good way to learn is to keep the airspeed indicator in your scan. Increases in indicated airspeed without changes in power or pitch mean you're in an updraft. Decreases in airspeed mean you're in a downdraft. It's not uncommon to need to make dramatic and frequent adjustments in engine power to compensate for updrafts and downdrafts.

If you expect turbulence while descending, remember that altitude is energy: You'll have to reduce the throttle to be able to descend and stay at or below maneuvering speed. If you're one of those pilots who usually descends by just pushing the nose over and trimming, you'll want to rethink that strategy in turbulence.

Your reward for reading this far is that I'm now going to reveal my secret for flying through turbulence: Be patient, stay as relaxed as possible, have a mental image of how you want the plane to be flying, then do your best to make reality match that mental image. Without a concept of how you want the aircraft to be flying, you'll simply be reacting to the conditions. Developing a piloting concept is a deep topic, perhaps for another day.

Making the Call

Do your fellow pilots a favor and make a PIREP when you've encountered turbulence. Less experienced pilots flying smaller aircraft frequently over-report the intensity of turbulence they encountered. Pilots in more rigid, composite airframe aircraft (like Diamond and Cirrus) tend to experience and report a rougher ride that their aluminum-flying brethren. In any case, you can avoid over-reporting turbulence intensity by doing your best to set aside your emotional reaction and using as objectively as possible the following criteria (Aeronautical Information Manual, section 7-1-23, emphasis added).

Light Turbulence - momentarily causes slight, erratic changes in altitude and/or attitude (pitch, roll, yaw). Occupants may feel a slight strain against seat belts or shoulder straps. Unsecured objects may be displaced slightly.


Light Chop - causes slight, rapid and somewhat rhythmic bumpiness without appreciable changes in altitude or attitude.


Moderate Turbulence - similar to Light Turbulence but of greater intensity. Changes in altitude and/or attitude occur but the aircraft remains in positive control at all times. It usually causes variations in indicated airspeed. Occupants feel definite strains against seat belts or shoulder straps. Unsecured objects are dislodged.


Moderate Chop - similar to Light Chop but of greater intensity. Rapid bumps or jolts without appreciable changes in aircraft altitude or attitude.


Severe - Large, abrupt changes in altitude and/or attitude. Large variations in indicated airspeed. Aircraft may be momentarily out of control. Occupants are forced violently against seat belts or shoulder straps. Unsecured objects are tossed about.


Extreme - aircraft is violently tossed about and is practically impossible to control, structural damage to aircraft is possible.


Whenever you are startled or frightened by turbulence, stop and take a breath, then do your best to assess what has happened or is currently happening. On numerous occasions I've talked to pilots who said they encountered moderate-to-severe turbulence, but when I ask them some basic questions it seems they probably encountered light-to-moderate turbulence. One tip-off: If the head on your Barry Bonds bobblehead doll is bobbling, but the doll itself is staying put, it's probably light turbulence.


Brave vs Smart


Turbulence can become a serious risk factor; it is distracting, it adds to your workload, and it's tiring. Combine turbulence with instrument meteorological conditions and/or night time and the risks for single-pilot operations only get worse. If you find turbulence scary and uncomfortable, join the club! There's no shame in being afraid, but there's seldom any excuse for not anticipating or expecting turbulence. With some planning and a little strategy, turbulence can often be managed, but there's nothing wrong with canceling or delaying a flight to avoid turbulence. I'll take a smart and thoughtful pilot over brave and risky pilot any day of the week.

Our Menu Has Changed

Looking back at this year and the last ten years, many important things happened in aviation in general and general aviation in particular. If that sounds confusing, it's fitting because the last decade has been a bit confusing. Here's my round-up/rant on some of the major aviation events of the last ten years.

The Cirrus SR22 received certification in 2000 and quickly became the best selling GA aircraft. Ten years later, with the economy slowly trying to crawl out of what can only be described as a slippery commode, the company is behind on their rent and co-founder Alan Klapmeier is no longer employed by Cirrus.

Very Light Jets were going to transform air transportation by utilizing smaller airports, avoiding airline delays at large airports, and essentially bypassing the airline-style security screening. The subtext here was "Those able to afford to travel by private aircraft should not be asked to remove their shoes and belts." Arguments over whether swarms of VLJs would improve air traffic delays for passengers or simply clog up our allegedly antiquated air traffic control system became moot when the market for these aircraft never really materialized and Eclipse Aviation, one of the pioneers of the VLJ, went into Chapter 11 (bankruptcy) and then ultimately into Chapter 7 (liquidation).

The use of Unmanned Aerial Vehicles has grown tremendously, though mostly for military uses. In my neck of the woods, a Temporary Flight Restriction was created around Beale Air Force Base, but it's anything but temporary: It is, in fact, in effect most of the time. There has also been a push to allow UAVs to be used for police surveillance and other security tasks. How and when UAVs will mix with civilian, manned aircraft has got to be the most under-reported story of the decade.

The best, feel-good aviation story of the decade would have to be the ditching of an Airbus A320 in the Hudson River after multiple bird strikes crippled both engines. The successful outcome of this ditching involved a skilled flight crew and a lot of luck. The most disappointing story of the year is a toss up. It may be the mid-air collision between a Piper and a sightseeing helicopter over that same river where a contributing factor, and I'm going to be really blunt, was a tower controller who appeared more interested in talking on the phone about a dead cat than controlling aircraft. Or it could be the crash of a Colgan Air Dash 8 by a relatively inexperienced flight crew, both of whom were sick and tired and where a contributing factor was (and continues to be) a culture of denial about crew duty hours, rest requirements and miserably low pay.

Numerous cockpit devices were created and released in the last 10 years, some of them good, some not-so-good. The only unanswered question is "How did pilots and aircraft ever manage to fly without at least one iPhone on board loaded with a bevy of aviation apps?"

The most over-reported and over-hyped story would have to be NextGen, the FAA's answer to everything from airport delays to restless leg syndrome. There are a lot of problems that NextGen could address: Improved ATC services in remote areas, greater emphasis on satellite-based navigation, better handling of flight plans and direct routings, and enhanced collision avoidance. The hype surrounding NextGen include claims that it will solve airport delays at major hubs. It won't and if you want a really cogent explanation of why it won't, go read this series from the WWVB blog. And no, NextGen will not replace "antiquated" radar and from a national security perspective, there's no way we'd want to get rid of radar, thank you very much. As to why NextGen receives so much ink, look no further than the former head of the FAA, Marion Blakey, who has moved to greener pastures ... representing the very industry that is trying to get contracts to implement NextGen.

The terrorist attacks of September 11, 2001 were related to aviation, but only in that they exploited passenger airline security flaws. There were certainly ramifications for GA and there continue to be, but issues surrounding national security ... er ... I mean Homeland Security are more far-reaching than just a private pilot's $100 hamburger privileges. What followed those attacks was intensified airport security procedures, some of which actually added some security value. A lot of the screening procedures came to be known as "Security Theater: A DHS/TSA production."

Flight instruction, particularly for foreign nationals, became more tightly regulated with flight instructors being conscripted as unpaid border guards. Airline passengers began disrobing to varying degrees and checked bags were randomly searched. I didn't travel by airline much in the last decade, but when I did I often opened my checked bag only to find a little calling card left by the TSA explaining why they'd searched my belongings. But no chocolate mint!

Returning from San Juan, Puerto Rico, after completing a ferry flight to the Caribbean, I had my first experience passing through one of the new bomb-sniffing detectors. Before entering the machine, which looks like a futuristic telephone booth, I was admonished to keep my shoes on. After exiting the machine, still somewhat dazed by being blasted by a fast sequence of air "puffs," I was admonished to remove my shoes. Reminds me of a line from the old Woody Allen movie Bananas:

... all citizens will be required to change their underwear every half-hour. Underwear will be worn on the outside so we can check.

There has yet to be another successful attack using airliners but there have been two notable attempts. Richard Reed tried to light off an explosive device concealed in the sole of one of the athletic shoes he was wearing and the talking heads just couldn't seem to believe it. They all continued to repeat one phrase with head-shaking, wide-eyed astonishment; " ... in his shoe!" until he became known as the Shoe Bomber.

The packaging of news is crucial because it distracts us from important details, like those behind latest airline bombing attempt. Maybe it's just me, but this reads like something out of a Keystone Kops script: 1) The alleged perpetrator's father notified the US that he believed his son was a threat, 2) The US Department of State didn't revoke guy's visa but put him on a list that wouldn't have allowed him to renew his visa, 3) The guy shows up at Schiphol with a one-way ticket and no baggage. And that's just what we know of that went wrong. Instead of talking about those issues, let's discuss the really important stuff: Should he be called the Underpants Bomber or the Nut Cracker?

The biggest story of the last 10 years, the one with the farthest reaching implications has to be the modernization of Flight Service. It's hard to remember what Flight Service was like before Lockheed-Martin took over. Many new pilots don't know that just a few years ago there used to be 58 Flight Service Stations throughout the US. Once LM took over, those functions were privatized and modernized. In the first year and a half, LM closed 20 of those stations which resulted in hundreds of FFS specialists being "relocated" or just plain fired. If that weren't bad enough, what ensued can only be described as a $#!+ storm:

Pilots waiting on hold, calls not answered or dropped, briefers not familiar with the local area and the subtleties of the local weather patterns where the callers were based. I would be remiss if I didn't point out that AOPA came out in favor of LM's modernization efforts, presumably as a way to forestall user fees, and had to eat a significant amount of crow when their membership realized they'd been sold up the river.

With 38 of the original 58 stations remaining, LM did eventually clean up their act. Things gradually got better, calls got through, hold times were reduced, but the actual level of service never returned to what it had been: Pilots learned they had to spell out VORs, intersections and even airport identifiers to briefers, but the march toward modernization didn't stop. In the months that ensued, LM closed even more flight service stations, reducing the number to 18, then 13. Now LM has announced plans to close seven more stations leaving six stations out of the original 58 and the loss of another 160 or so jobs.

With a 90% reduction in flight service stations and probably a similar number of staff cuts (I don't know the exact numbers), pilots found other ways to get briefings and file flight plans. For a while, LM's FSS site gave the distinct impression that they were going to implement an online service where pilots could get briefings, file flight plans, and close flight plans. Then, just as mysteriously, those plans fell by the wayside and now the website simply provides information on selected topics, provides some PR-generated rah-rah phrases, and gives pilots a way to provide feedback on LMs level of service.

During the first year of LM running FSS I recall several times I sat on a remote freight ramp, with FSS as my only official link for getting weather information. The problem was I frequently couldn't get through to file a flight plan or get a briefing. Some say that those days are behind us and to an extent they are right: Pilots can generally get through by phone to get a briefing and file, open, or close a flight plan. Trying to raise FSS by radio while on the ground or in the air is still proving problematic in some areas. Should the weather be worse than expected at your destination, Flight Watch can tell you while you are still en route, but they don't accept new flight plans - you have to call a Flight Service Station to do that. And if pilots can't contact FSS by radio, they have no choice but to throw themselves on the mercy of the ARTCC or TRACON controllers and ask for a pop-up IFR clearance. Understandably, many controllers are not thrilled with the prospect of having to provide a function that FSS used to provide. Another alternative would be to always file an IFR flight plan and always pick up a clearance, but that's seldom the most fuel-efficient way to fly.

LM just announced that even more closures are needed because of a 13% reduction in call volume. Hello? When you decimate a service, give it a black eye by firing a talented and trained work force, and take away most of the value-added features, pilots will find other ways to get the information they need. In my personal experience, the majority of pilots are getting their weather briefings online using a desktop computer, laptop, or smart phone. I still teach student pilots how to contact FSS by phone and by radio, but I tend to emphasize online briefings because it saves time and provides more value-added features than talking to FSS. There are several ways to to get online briefings and some sources provide complete, QCIP-approved briefings that meet the requirements of 14 CFR 91.103. Others online sources, while not official briefings because they do not provide NOTAMs or TFR information, are nevertheless quite useful.

The shift to on-line briefing might sound like progress, but much has been lost. The idea of having someone read you a description of the weather never seemed that efficient, but there were advantages to talking to a real person who had local expertise. Student pilots and less experienced pilots no longer have a local briefer who can give them the official weather, then use their years of experience with local weather patterns to help the pilot read between the lines. More responsibility is being placed on the individual pilot and without much weather experience, some pilots will make mistakes. They may interpret the online briefing incorrectly, their knowledge of weather may be incomplete, they may get an incomplete briefing, or the forecast may be turn out to just be plain wrong. With weather being one of the primary causes of GA accidents, the result could be more weather-related crashes and incidents. But rest assured that LMs balance sheet is safe and they continue to meet their performance goals ... rah, rah, rah!

So there you have my round-up of some of the important events of the last ten years. You may have your own list of high and low points, so let me just add that if you'd like to hear my holiday greeting, please press 1 ... All joking aside, I'd like to express my appreciation to all my loyal readers out there and wish everyone a Happy, Prosperous, Safe, and Fun-filled New Year.

ForeFlight Mobile

Several readers suggested I review the iPhone app ForeFlight Mobile and recently folks at ForeFlight contacted me. Again, in the interest of transparency, I'll say up front that I was provided with complimentary versions of their iPhone apps: ForeFlight Mobile, ForeFlight Charts, Checklist Pro, and ForeFlight File. In general, I like what I see: Stable software with excellent user interfaces suggest thoughtful design and implementation along with thorough quality assurance. I mainly cover ForeFlight Mobile in this post and plan to review the others in a future post.

ForeFlight before Flight
As its name implies, ForeFlight Mobile is primarily a preflight planning tool and I wish I'd had it few years ago. Lockheed-Martin had just taken over FSS, I was still flying freight, and I would have given my eyeteeth for a product like ForeFlight. On more than one occasion I found myself delayed on the ramp for over an hour before departing into rapidly deteriorating weather. With no internet access, I had no way to get an updated weather briefing other than call FSS on my cell phone. So I sat inside the plane, watched the pouring rain, the poor rampers getting drenched to the bone, and waited on hold for a FSS briefer. After over 15 minutes, I had to hang up. The ramp agent was pushing release paperwork at me and explaining a 727 was inbound and needed to park right where I was sitting. So I called a fellow pilot who was sitting standby and asked him to use his laptop to give me a picture of the weather. If I'd had ForeFlight Mobile, I'd have been better prepared and a lot calmer when I departed. Of course, this was several years before the iPhone had even been created.

Search and Yee Shall Find


The ForeFlight Mobile interface is centered primarily around airports, which I found very logical. You can also enter a ZIP code. If you enter an aircraft tail number, the aircraft registration information is returned. If you enter a route, you can see recently assigned ATC routings and file a flight plan.

Entering the airport in which you're interested will display information on the runways and airport facilities. You can view an airport diagram and even add the airport to your list of favorites. If you want, ForeFlight mobile will open Google Maps and display the area in road map, satellite, or hybrid view.





By scrolling down you can access even more information on the runways, terminal procedures, sunrise and sunset, and fuel service. When you access terminal procedures (where available), you can choose to save the procedure which will allow you to display the chart when your iPhone is in airplane mode or when a data connection is otherwise unavailable.



A row of buttons at the bottom of the airport window lets you access information on nearby airports, NOTAMs, and see the airport displayed on a VFR or IFR chart, though you can't zoom out or scroll around on the chart. That's where ForeFlight Charts comes in. You can also get FBO information and find a hotel.





Weather the Storm
Tap on the WX button in the upper right corner and you can access current and forecast weather for that airport and the surrounding area. This brings up one of the best ForeFlight Mobile features - animated color radar images. Here's a snap of a particularly nasty rain storm that rolled through the Bay Area last Monday, which by the way the forecasters totally blew. No I wasn't flying that day, but I did need to walk my dogs!



If you select an airport that has no weather reporting, ForeFlight Mobile will automatically display the current and forecast weather for the nearest airport or airports. Note the convenient color-coding for VFR, IFR, and low IFR.







Get the Big Picture
Back on the main screen, you can also access national or international weather imagery.





Staying in the Loop
When the data that ForeFlight uses needs to be updated, you'll see a red number superimposed over the app's icon. You access the download feature from the "More ..." button. You best have a WiFi connection (not 3G) when you choose to update ForeFlight data.



So is it a "Real" Briefing?
Pilots often ask me when a preflight briefing is considered "official" and does a ForeFlight Mobile briefing put them in compliance with 14 CFR 91.103; Namely, becoming "... familiar with all available information ..." That's a tough question, only made tougher by all the excellent sources of aviation weather information out there.

For their part, the folks at ForeFlight have announced that parts of ForeFlight Mobile have received Qualified Internet Communications Provider (or QCIP) approval from the FAA. Apparently the advisory circular that describes QCIP approval is a bit vague. It also appears this AC hasn't been updated in 8 years.

So the best advice I can offer to pilots out there is to get the most complete picture of the weather that you can using all available sources, then cover your fundament and get a briefing from FSS, DUAT, DUATS, or FltPlan. Doing this last step will ensure that there is a record of your briefing, should something not work out the way you wanted or planned.

No Soup for You!

Well it appears the issue of which IFR GPS units can be used as a substitute for ADF or DME has been resolved, according to this link. The core issue seems to be the deletion of an important paragraph from the Aeronautical Information Manual. Rest assure that the editors of the AIM are working to resolve the issue.

I've found some parts of the FAA to be interested in input from the average pilot while other groups seem to just ignore everyone. I've sent feedback to the folks who manage the FAA's instrument approach procedures and have been impressed with their responsiveness. I once sent a letter to the editors of the AIM, suggesting that the illustration for the approach lights be rendered in color.

The reason I was suggesting this had to do with so many pilots who misunderstand the part of 14 CFR 91.175 that talks about descending below the MDA or DH using the red terminating or red side row bars of the approach light system. The only approach lighting system that have these red lights are ASLF-1 or ALSF-2 lighting systems, which would be clearer if they were illustrated in color. I never got a response from the editors and the illustration still appears as shown below. Rest assured, the AIM does have a bunch of color illustrations of LORAN systems, thank goodness.




Meanwhile everyone, including AOPA, seems to have finally realized that Flight Service under Lockheed-Martin is basically a train wreck. From my experience, LM had things pretty well hosed up from the get-go. While I was flying freight, I found myself repeatedly stuck at a part of the airport with no internet access and no way to get an updated weather briefing save phoning FSS. And when I did, I sat on hold for so long that in the end I had to call a buddy and ask him to tell me about the latest NEXRAD images. And when I couldn't get through to file an IFR flight plan, the good folks at Oakland Clearance Delivery were great - they'd get me a clearance even when I was unable to file a flight plan first.

I tried calling FSS last week and heard the dreaded, trite phrase: "... please listen to our menu carefully as it has recently changed ..." It used to be so easy - call the 800 number, get connected to the nearest FSS, press 1 to talk to a briefer, and you were in business. Now you wait 20 minutes and if you're lucky, you'll get connected to a briefer located ... God knows where. Since the briefers are not located in my area, they're not familiar with the local weather patterns and I have to spell out the names of departure procedures, intersections, and identifiers for VORs because they've never heard of them. You may not realize that scores of FSS specialists were put out of a job as part of the LM privatization of FSS. Incidentally, LM now says they need more money to complete their "modernization" of FSS. The folks that used to work local FSS had detailed local knowledge, but most of them aren't there anymore. The only good news I can see here is that what has happened to FSS is a great example of what will happen to ATC if it is ever privatized. We had a good system and now it's gone, probably for good.

Flying in a Cirrus a few weeks ago, I saw something happen to a pilot that I could have never predicted. In an effort to make their interior layout clean and simple, the good folks at Cirrus placed all of the various switches above the bolster on the left side, just below the left side instruments. The pilot I was instructing was flying a practice instrument approach under IFR, but in visual meteorological conditions. Toward the end of the approach, after being handed off to the tower, the ride started to get bumpy. We'd already been cleared for the option when the pilot reached up to adjust the heading bug on the HSI just as we hit a bump. His hand flew off the knob and descended right on to the avionics master switch! At 500 feet AGL, the GPS units, the radios, the intercom, the transponder, everything went dark. We quickly turned the avionics master back on and flew visually while the Garmin 430s went through the start-up sequence. Suddenly the design choice of the placing the switches unprotected in that location didn't seem like such a great idea.

Life is full of unintended consequences and we may as well acknowledge it, even embrace it. But the current fashion is to deny what has happened and, instead, pretend that just the opposite is happening. And it helps to repeat over and over that what has happened, hasn't really happened. What if we could recognize our mistakes, get over the disappointment, and then go about fixing things?