AGAZINE - Midwest Flyer

26 FEBRUARY/MARCH 2010 MIDWEST FLYER MAGAZINE
Ed Leineweber Column Word heading 9/14/08 4:09 PM Page 1
TBM To Colombia…
Faster & More Fun Than Flying On The Airlines
by Guilherme Schmidt
had to attend a business meeting in Cartagena,
Colombia. The meeting started with a cocktail meeting
HigH On HealtH
on Wednesday. In order to make the meeting at 5:00
So how can you pm, help flying your commercially, “doc” avoid errors? I would First, be have to leave the day
Help your doc get it right!
aware that being prior, a doc with fly all a patient, day to unless Bogota, the problem and catch is a following morning
by John W. Beasley, MD
trivial, is a bit like flight being to on Cartagena. the ILS final Flying approach. myself He or just made more sense,
Professor Emeritus and Clinical Professor, Department of Family Medicine she is trying to figure and would out what’s be going more on fun (location, that going speed,
University of Wisconsin - Madison
through airline security.
heading, altitude) and working to achieve what we call, in
There were three of us that needed to attend the meeting.
couple of days ago I was trying
both professions, “situational awareness.” Where are we
to get a medication order done
and where are we I going? hold an While Airline the doc Transport needs to Pilot give you (ATP) certificate and
A just right in the computer – Click
time to explain what’s fly for bothering a hobby. you, I own at the a same Socata time TBM you 850, which is a
here… Click there… Click…. and
need to give him single-engine or her time to think, turboprop compose pressurized questions, airplane. One of my
the patient kept talking to me. “By the
examine you, read colleagues consultant notes, did not make feel decisions comfortable or flying in a single-engine
way, my elbow Building is…” I looked our at his track record on write prescriptions. I cannot both listen to your heart
plane over the ocean to Colombia and took the commercial
elbow years and as the back program at the chair, computer. I’ve stressed Click the program's and Program have you chairs talk were: at the Oscar-winning same time. And actor I cannot and pilot, make Cliff
80 years of client satisfaction. route. He left on Tuesday in order to be there on Wednesday
here… message Click of earned there… reward, Oops… showing I almost young people that, decisions Robertson about (1992-1993); your heart and when the you’re first pilot trying to break to talk the about
started by disciplining my 78-year-old and applying man on themselves, birth they can earn your sound elbow. barrier, And Chuck afternoon. I may Yeager screw (1994-2003).
up your prescription if you
control marvelous pills. rewards, It’s a bit such like as being the on freedom final and Dr. thrill John W. of Beasley keep Highlights talking while of Harrison I’m The entering TBM Ford’s it. flies chairmanship at a cruise of speed the EAA of 310 knots in ISA
approach flight,” Ford and said. having “Now, a passenger Sully and who Jeff will add an
Young It really Eagles helps Program conditions, to come include with burning the a list following: of about the things 50 gph. – all It is well equipped with
wants emphasis to chat. on the value of training, preparation, and
of them • Nearly – that 500,000 you boots want young for to discuss icing people conditions, so received that, if there inspirational and is not has two Garmin 530s, a
teamwork. Sometimes No there one could is just bring too much more to credibility cope with in at sharing one enough first-flight time Young to address
GMX200,
Eagles all experiences of them, you
and Honeywell
while and your he chaired doc can
Efis 40.
the
The TBM 850 has a
time. these In concepts the cockpit, with I our have youth.” what the instruments tell me, pick program. out the most important ones. The average appointment
what’s range of just over 1,400 nm, making the trip very doable.
Sullenberger on the Jepp and chart, Skiles the accepted notes I made, the offer sound to of lead the time • is He between personally 10 and raised 20 considerable minutes and if funds you have for the four
airplane, the program and more. in discussions Dang, ATC with just Poberezny amended and my Ford clearance! that problems, program by that’s donating about The two auction 2 to 5 of minutes items, us decided such per problem. as to movie-set leave Not on a lot Wednesday morning. I
took There place are during many this times year’s when EAA we are AirVenture in a state Oshkosh of
of experiences. time to reach diagnoses left home and at suggest 6:15 am treatments, and we let were alone wheels up at 7:00 am.
information (Wisconsin). overload – just too much stuff coming at us. do all • He the elevated computer the work
We specialize in airport planning and design!
We stature took that’s of off the required. from Gathering Time Flying of is Eagles limiting Cloud Municipal Airport
And, Skiles some of and the Sullenberger things that make were it inspired harder to get handle involved and event, while which I’m takes willing
(FCM) place to spend during more
Eden EAA time
Prairie, AirVenture with patients
Minnesota Oshkosh, and flew nonstop to Fort
this in the overload program are during interruptions. 800.325.2055 their visit Interruptions at AirVenture. • www.sehinc.com
cause A native what of than to make is on it the a more schedule, effective I’m very fundraising sensitive vehicle to the for fact the that
Lauderdale, Florida (FLL), and then nonstop to Cartagena,
is Wisconsin, known ARCHITECTS as a Skiles “break had in | been task” ENGINEERS a and, regular as | you PLANNERS to the can annual imagine, | SCIENTISTS fly-in. patients program. have appointments too, and it is both of our jobs
performance This was Sullenberger’s suffers. I reply first to time ATC to and the now event. my heading is to try • He to keep enhanced on Colombia time. the program's Most docs (SKCG). public do their profile best and to stay exposure.
off 20 For 14 degrees. Skiles, FEBRUARY/MARCH a rekindled enthusiasm 2010 MIDWEST for flight FLYER fueled MAGAZINE his on schedule, • He emphasized but often the we “ambassadorship” fail. Believe me, I’m message, tired of
acceptance It’s not too of different the co-chair in my role. office. “I’m Unless grateful the to issue EAA is and a starting underscoring off every the visit EAA saying, Young “Gosh, Eagles I’m Program's sorry I’m significant running
really the AirVenture simple one Oshkosh (the equivalent convention of a for nice allowing VFR flight me to at fall late!” potential It’s one to enhance of the most the image stressful of general parts of aviation my work. among
cruising in love with altitude), aviation I’m for trying a second to integrate time in information my life. I’m about eager policymakers If you are taking and the medicines, broad public. please bring them with you;
the to share patient’s this problems passion with from young the chart people (paper and or encourage computer), the actual • He personally stuff in the provided bottle. Yeah, flights I know to nearly it is 300 supposed Young to
what participation the patient in is aviation,” telling me, he said. what the non-verbals are be Eagles. in the computer, but you don’t want me to rely on that.
(how The or EAA she Young looks), Eagles what the Program, nurse just now told in its me, 17th what I I know Sporty’s how things Pilot Shop, can get in entered partnership wrong, with changes EAA, provides may
remember year, has provided and more inspirational as I work to and figure educational out what’s firstflight
what experiences to do about to it nearly all. 1.5 million youth, thanks to systems. inspired Trust by the me, Young I’ve Eagles been there. flight experience to continue
going on not free be online recorded flight and training errors to can participating be perpetuated youth by who computer are
and
the In volunteer aviation, efforts the FAA of has 42,000 mandated EAA member a rule that pilots there and is Winona StateDark pursuing Please an – 3/20/05 pretty interest please! in 1:51 aviation. – PM avoid Page ConocoPhillips what 1 we docs call is the the
no countless extraneous supporters. conversation (the “sterile cockpit”) under “hand presenting on the sponsor doorknob” of the problem. EAA Young A while Eagles back Program. I had
10,000 In addition feet (where to Ford, the workload previous is EAA higher) Young for Eagles the airlines. finished Learn more up a at 15-minute www.youngeagles.org.
visit with a very complex – and q
This is recognizing that there is only so much we can wonderful – elderly patient and as I had my hand on the
handle at one time.
doorknob (literally!), her husband says: “You know, she’s
Grassroots From my aviation perspective, we need some version of that rule hallucinating in the mornings.” Talk about a show stopper!
in medical care as well.
Now I’m running hat good 45 minutes is an EAA behind Young schedule. Eagles co-chairman It’s a little
From GA To The Airlines & Back…
if he doesn’t have a general aviation aircraft
From Springfield, Illinois To Madison Wto take kids flying? Especially when his
Jeff Skiles Buys A Waco! predecessor, Harrison Ford, introduced young people to
Only 10 Minutes Away!
WINONA STATE UNIVERSITY
aviation using his de Havilland Beaver and helicopter?
Story & At Photos 1,572 by mph! Dave Weiman
YOUR
Well, that’s what Jeff Skiles thought, so after discussing
– Pat O’Malley’s Jet Room Restaurant – it with PATHWAY his wife, Barb, and friends, he decided to buy a 1935
Dane County Regional Airport – Madison, Wis. (MSN) Waco TOYOC THEvintage cabin-class biplane, which an old airline
Wisconsin Aviation – East Ramp
AIRLINES
Breakfast & Lunch
WHILE LANDING AN EDUCATION
6 a.m. - 2 p.m. Mon. thru Sat.
8 a.m. - 2 p.m. Sunday
1-800-DIAL-WSU
Pam & Pat O’Malley
608-268-5010
(An FAA Airway Science University)
16 DECEMBER 2009/JANUARY 2010 MIDWEST FLYER MAGAZINE
56 DECEMBER 2009/JANUARY 2010 MIDWEST FLYER MAGAZINE
I
Jeff Skiles with his new 1935 Waco YOC biplane in Brodhead, Wis.
AviAtion LAw
Commercial Pilot Receives 160-Day Suspension For Altitude Deviation
by Greg Reigel
as a residual violation. Additionally, the Board found that
Attorney At Law
the airman᾽s “admitted act of turning around to assist his
sick grandson while encountering turbulence amounts
he NTSB has affirmed an
to a violation of § 91.13(a).” As a result, the inspector's
administrative law judge᾽s
testimony, even if in error, was not dispositive of the issue.
T(“ALJ”) decision to impose a
With respect to sanction, the Board began by observing
160-day suspension of a commercial
that the ALJ had already considered the airman᾽s mitigating
pilot᾽s airman certificate for a 500-foot
factors when he reduced the sanction from 180 days down
altitude deviation. In Administrator
to 160 days. It then noted that the sanction was within the
Greg Reigel
v. Saghafi, the FAA alleged that the
guidelines established in the FAA᾽s Sanction Guidance
airman was flying at flight level (FL) 170 when air traffic Table (Appendix B to FAA Order 2150.3B) and that the
control (ATC) instructed him to climb and maintain FL 180. Board must defer to the FAA᾽s choice of sanction. Finally,
According to the FAA, the airman apparently ascended to the Board referred to its precedent that failure to adhere
FL 180, but then descended to 17,500 feet, which resulted to ATC instructions is a serious violation and the airman᾽s
in a loss of separation between the airman᾽s aircraft and “conduct on the flight at issue could have led to a sobering
another aircraft. The FAA issued an order suspending the outcome.” Consequently, the Board affirmed the sanction,
airman᾽s commercial pilot certificate for 180 days for as well as the violations.
violations of FARs 91.123(b) (failure to comply with an This looks like it was an unfortunate set of
ATC instruction) and 91.13(a) (careless and reckless). circumstances for the airman. In hindsight, it raises several
The airman appealed the order to the NTSB. After an questions, at least in my mind. When the airman reached FL
evidentiary hearing, the ALJ affirmed the FAA᾽s order, 180, why didn't he engage the autopilot and then deal with
but reduced the suspension down to 160 days based upon his grandson? (Having had a similar situation with my son,
the airman᾽s completion of additional training. Although I can sympathize with the airman having to deal with a sick,
the airman had filed a report under the Aviation Safety young passenger. However, the aircraft and the FAA can be
Reporting Program (ASRP), the ALJ determined that the very unforgiving. You have to fly the airplane first.)
airman was ineligible for waiver of sanction since the
What were the circumstances of the airman᾽s prior ATC
airman had received another ATC violation within the related violation? Why wasn᾽t the airman using proper radio
preceding 5 years. The airman then appealed the ALJ᾽s phraseology and procedures? (I suspect, and mind you it
decision to the full NTSB.
is only a suspicion, that communication issues may have
On appeal, the airman argued that the ALJ erred in been involved in the previous violation.) Finally, would the
allowing an FAA inspector's opinion that the airman had sanction have been less if the deviation had not resulted in
acted in a careless or reckless manner, because whether loss of separation? (Probably.)
he acted in a careless or reckless manner was a legal
What can we learn from this case? First, it is imperative
conclusion about which the inspector was not qualified to that proper phraseology and radio procedures be used to
testify. He also argued that the inspector᾽s testimony that ensure that communications are clear and understood.
he “deliberately” deviated from the ATC instruction was Second, when problems/distractions arise in the cockpit,
incorrect because the airman did not hear the instruction. flying the airplane should remain the pilot᾽s first priority
With respect to sanction, the airman argued that a 160- and only then should the pilot try and deal with the
day suspension was excessive, because it was based on a problem/distraction.
finding that he acted in a careless or reckless manner. He © Reigel & Associates, Ltd.-Aero Legal Services 2010.
Omnni 10/8/04
further argued that it should have been mitigated by the fact All rights 5:12 reserved. PM Page 1
that he had a sick passenger on board, that he incorrectly EDITOR̓S NOTE: Greg Reigel is an attorney with
heard the ATC instruction, that he had had no additional Reigel & Associates, Ltd., a law firm located in Hopkins,
violations, and that he had taken affirmative steps to
Minnesota, which represents clients in aviation and business
law matters (www.aerolegalservices.com, 952-238-1060,
prevent such miscommunication in the future.
greigel@aerolegalservices.com).
In rejecting the airman᾽s appeal, the Board initially
observed that the airman had not shown that the ALJ erred
by allowing the inspector᾽s opinion that the airman had acted
OMNNI ASSOCIATES
in a careless or reckless manner. It then went on to note
“Airport Engineering and Design Services”
that the airman did not appear to dispute that he violated
For Additional Information Contact
FAR 91.123(b) when he failed to maintain FL 180 and, as a
Aaron Stewart At 920-735-6900
result, that violation supported a violation of FAR 91.13(a)
ONE SYSTEMS DRIVE, APPLETON, WI 54914
“The One Magazine
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q
Getting Your Feet Wet…
What To Do If You Have To Ditch
FEBRUARY/MARCH 2010 MIDWEST FLYER MAGAZINE 35
by Steve Schapiro
A
Dialogue
Flight Service Specialists Union Concerned With Flight Safety
As Lockheed Martin Consolidates Even More Stations...
How Concerned Should We Be?
by Dave Weiman
nother round of changes has
taked place at Flight Service
Stations around the country,
and the International Association of
Machinists and Aerospace Workers
(IAM) is not happy about it. While we
are not opposed to cutting government
waste and using technology to improve
efficiencies, we are concern with briefers who are
responsible for regions of the country they are not familiar
with and who lack practical flight experience. Gone are the
days of the local Flight Service Station and the pilots that
manned them.
Regardless of any desire to preserve flying the way it
used to be, the consolidation of Flight Service Stations may
be a natural progression of how we will obtain our services
now and in the future.
Today, more and more pilots have turned to “self
briefing” and filing flight plans online, drastically reducing
IDWEST FLYER
AGAZINE DECEMBER 2009/JANUARY 2010
Published For & By The Midwest Aviation Community Since 1978
midwestflyer.com
the need for Flight Service Station services. So read what
IAM is saying, read what Lockheed Martin is saying, and
then decide for yourself if consolidation of Flight Service
Stations is or is not the way of the future.
At the end of this editorial, you will be encouraged to
state your position on the issue.
In October of 2005, the Federal Aviation Administration
(FAA) outsourced its flight services in the United States
(except for Alaska) to Lockheed Martin Corporation.
At the time of the outsourcing, there were 58 flight
service stations outside of Alaska, employing over 2,000
specialists. By August of 2007, with FAA approval,
Lockheed Martin had closed 38 stations. A further
constriction of the system took place in February of 2009
when the number of stations was reduced to 13, but the
company wasn’t done yet. Effective February 1, 2010, all
but six (6) stations have now been closed.
IAM says that the FAA is putting the safety of pilots
at risk again by agreeing to the further consolidation of
services provided to general aviation. The six remaining
Continued on Page 8
FEBRUARY/MARCH 2010 MIDWEST FLYER MAGAZINE 5
Published For & By The
Midwest Aviation Community Since 1978
To SubScribe: www.midwestflyer.com
To AdverTiSe: Call 608-835-7063
Flight SaFety
Ed Leineweber
L
SPORT PILOT – LIGHT SPORT AIRCRAFT
Engine Selection For S-LSA: Rotax vs. Continental
The Rotax 912ULS 100 hp engine dominates the S-LSA scene with
about 80% of the market. Its innovative, advanced design has both
fervent defenders and detractors, with points to be made on both sides.
Although the engine is very reliable in service if properly operated and
maintained, it can be difficult to find factory authorized technicians in
many parts of the country.
ast October, while visiting with Randy Schlitter of
RANS Aircraft at the Midwest Light Sport Aircraft
Expo, we found ourselves in a discussion about
engine selection in Special Light Sport Aircraft (S-LSA).
Obviously a topic of substantial interest in the Light Sport
community, I pursued it in a telephone conversation with
F light Design
U s A
Instrument FlIght
The Scan
Knowing What To Glance At & When
by Ed Leineweber
The venerable Continental O-200-A 100 hp engine, now available in
the "Light Weight" D model. Will the new edition prove to be as bullet
proof as its aging cousin? Only time and experience in the field will tell.
Stay tuned.
Randy last month. Recognizing that this
is almost certainly one of those highwing
vs. low-wing, single- vs. multiengine,
pitch vs. power kind of aviation
topics, we offer the following analysis
for consideration and debate.
When it comes down to it, only two
100-h.p. engines dominate the S-LSA
market: the Rotax 912ULS and the
Ed Leineweber
Continental O-200. There certainly are
other players. Jabiru in particular is beginning to make
inroads, and I expect it to gain market share in the coming
years. However, since its share is still quite small, with
Rotax claiming perhaps 80% of the market, and Continental
enjoying most of the rest, I leave the Jabiru engine for
discussion in a future column. (Since Jabiru offers the 85-
h.p. model 2200 and the 120-h.p. 3300, it would be difficult
in any event to work it into an apples-to-apples comparison
with the 912ULS and O-200.)
What makes the Rotax/Continental comparison fun
are the strong feelings (we won’t call them “prejudices”),
which animate any discussion of Rotax engines, especially
This is good advice in many social settings, but is
absolutely mandatory in instrument flight. Staring at an
by Richard Morey, CFII
instrument, or “fixation” as the FAA calls it, stops the scan.
This means we are not glancing at what we should be. The
ll instrument pilots have heard
FAA calls this “omission.” Without the scan, you no longer
over and over again that the
have situational awareness. Without situational awareness,
Akey to being a good instrument
you are behind the aircraft…reacting, rather than guiding.
pilot is “the scan.” This seems simple
Let your eyes linger on an instrument only long enough to
enough, but simple does not mean easy.
interpret the instrument, then move on.
Developing a good scan technique takes
LSA NorthFeb09_2.indd work, and 1 knowing what to scan and
1/25/09 4:42:09 PM
H A L Is Your Pal
when to scan is essential. The following
tips should help you develop or refine
Rich Morey This little mnemonic helps you keep your eyes moving
your scanning techniques:
and your scan going. H A L stands for Heading, Altitude,
First, let’s define what we mean by “the scan.”
Looking for. Using this helps you keep ahead of the
In instrument flight, you are substituting the view
aircraft, and minimizes fixation.
outside the window for gauges on the panel. Instead of
“Heading” means, not only scanning for the correct
looking outside for guidance, you are forced to interpret the
heading, but tracking the navigation aid selected. Full
instruments to manage your flight. Assuming steam gauges
panel: glance at the directional gyro and course deviation
rather than a glass cockpit, you need to interpret more than
indicator. Partial panel: glance at the compass, the turn
one gauge to maintain situational awareness. This process is
coordinator, and course deviation indicator.
called “the scan.”
An “Altitude” scan includes the altimeter, but can
include the vertical speed indicator as well.
“Looking for” keeps your mind in the game and ahead
of the airplane. In a turn, we are “looking for” a heading.
En route or on approach, we may be “looking for” VOR
passage, a vector from center, an intersection, a distance or
perhaps interception of a radial, bearing or localizer. With
every frequency change, “look for” the engine instruments
as well.
Bruno Sarda
Another bit of good social advice. In flight, we should
From The Hudson To Toulouse, break down From large tasks Right into small Seat segments and To scan Left… in
Flying The World’s Largest Commercial frequency while Airliner fixating on – the The radio Airbus display, tune A380 one
12 DECEMBER stick all 2009/JANUARY the way 2010 aft and MIDWEST all FLYER the way MAGAZINE to
the left and hold it,” said Airbus
A380 test pilot, Terry Lutz.
“Helicopter!” Terry said.
I dutifully pull the
stick all the way
to the aft left.
Glance, Do Not Stare!
Don’t Bite Off More Than You Can Chew
between. For example, instead of dialing in the entire new
digit at a time and then scan in between. Another nice radio
technique is to simply count the clicks while continuing
your scan, then glance at the radio to confirm that you
counted by correctly Jeff Skiles and have the right frequency dialed in.
Assume we have to change frequencies from Madison
“Ok, flaps (Wisconsin full. When – MSN) I tell tower, 119.3, to Middleton Municipal
you we’ll Airport, pretend Morey there Field’s is (C29) CTAF of 123.0. On my old
a helicopter KX170B, in front I simply of grabbed the large tuning knob and
you, you’ll counted pull four the clicks clockwise. This advanced the frequency
from 119 to 123. Then I would grab the little knob and count
12 clicks counter clockwise to go from .30 to .00. On the
big knob, one click was one full MHz…the little knob was
one click equals .25 MHz. Once you figure out your radio,
you should have no problem changing frequencies with only
a few glances for confirmation. This skill is guaranteed to
wow your safety pilot, instructor or even examiner.
The aircraft rolls to a
45-degree bank angle and
assumes about a 25-degree noseup
attitude. As the speed slows to
Vso, the auto-throttles automatically
come in to take-off thrust and the giant
plane pirouettes in the air, slowly gaining
altitude at 16,000 feet. The rugged Pyrenees
Mountains, separating France from Spain, give
way to the placid Mediterranean as we rotate in the
sky. This maneuver is designed to demonstrate one of
the selling points of a fly-by-wire aircraft; it’s impossible
to stall. We’re flying the “Airbus A380,” the largest airplane in
the world! I was invited to Toulouse, France in October 2009, and
given the opportunity to fly this grand aircraft with test pilots from the
factory.
I arrived in this beautiful southern France city and met the man who
would guide me through this process – Terry Lutz. Terry is an American citizen
and a former Northwest Airlines Captain based in Detroit. A few years ago he was
offered a job as an Airbus test pilot and he took it. Having seen the beauty of this area,
I can see why. The U.S. Air Force trained Terry as a test pilot. All these years later, he has
been putting that background to use at Airbus.
Flight Adventures
Ed Leineweber
Dave Weiman
U.S. Coast Guard
Skiplane Flying Takes Bite Out of Winter
Elroy Hilbert
W
U.S. Coast Guard water rescue.
hen Captain Chesley B. “Sully” Sullenberger
and First Officer Jeffrey B. “Jeff” Skiles ditched
their U.S. Airways Airbus A320 (Flight 1549)
Aviation Maintenance
Technician Degree Program
Story by Allen Penticoff
t has been a long held
desire of mine to fly a
Luscombe 8A on takeoff.
South St. Paul Municipal Airport
Richard E. Fleming Field (SGS)