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Tag: aviation safety (page 1 of 4)

New Me, New We

A future Aviatrix at Fresno/Chandler Airport day

When we start off our training in aviation we become new. In many ways, instruction and experience transform us into an aviator. The training syllabus takes us from ground school, to first lesson, written exam, medical, first solo and on to checkride. For many, trying to think about our life before aviation is difficult. We press on for advanced ratings, type certificates and aircraft ownership. The transformation from the person gazing skyward hoping for wings, to the certificated pilot ensures a new “me”.

This young man is studying to be an airplane mechanic

Now I am going to say something dramatic, stop just going to aviation events. Instead I challenge you to join the “we” culture versus staying in the “me” culture. As aviators committed to being lifetime learners, we are constantly focused on ourselves as individuals, and rightly so. When we are focused on “me” we fly to an aviation event for a fuel discount, or to hear a favorite speaker for free, or to buy some raffle tickets for donated prizes. There is nothing wrong with that. I love to support GA events especially the smaller ones. But I want you to take a moment to think about how you could connect with the event, become part of the “we”.

Over the past week I attended “Remember When 5th Annual Airport Day” at Fresno/Chandler airport in the Central Valley of California, presented Exit the Holding Pattern: Achieve your Aviation Goals in San Diego for the San Diego Aviation Safety Counselors, and will attend the Central Coast AirFest this weekend in Santa Maria, California The thing that all three of these events have in common is the We Team, of volunteers. Volunteering doesn’t have to be particularly time consuming or technical. Most events need volunteers in all capacities. Think about your talents and get involved.

The Remember When event was a nice combination of two of the three tiers in airport protection and GA promotion: grass roots local level plus the state level. I attended as a Vice President of California Pilots Association. We had a fun booth that drew in current members, prospective members and those wanting to learn to fly. The whole event was quintessentially GA, airplanes on display, awesome fuel discount, car show, good food and educational seminars. It takes nearly 100 volunteers to put on this annual event.

On Thursday I presented Exit the Holding Pattern: Achieve your Aviation Goals for the San Diego Aviation Safety Counselors monthly WINGS event. I am sure many of you attend safety seminars in your community, but how many of you volunteer in some capacity? In the case of the San Diego event there were numerous volunteers who arrived 30 minutes before and stayed the same after. Organizing speakers for a monthly event is a big job. Think about who you know who presents workshops, or how you can help with your local events.

Large crowd at Exit the Hold: Achieve your Aviation Goals presentation

This coming weekend is the Central Coast AirFest in Santa Maria, CA. This is the second year of the event. The AirFest is in collaboration with the Santa Maria Airport District and many community sponsors.   The two-day show offers aerobatics, military, and radio-controlled aircraft demonstrations. This year’s headliner is the F-16 Viper Demonstration Team from Shaw Air Force Base in South Carolina. The Viper demonstration will end with a dazzling pyrotechnics display. The event is expected to attract over 15,000 over the weekend. An event this size cannot happen without a team of hundreds of volunteers. Aviation lovers who simply sit back and merely attend events will miss out on the camaraderie, behind-the-scenes access, and the satisfaction of bringing an event to successful fruition.

Five-Cities Fire brings toys for the kids at Toys for Tots

The flying season might be coming to an end due to weather for many around the country. But it’s not too late to check out the AOPA calendar or sites like Social Flight to check out remaining 2019 events, such as  December 7th Oceano Airport Toys for Tots.  Better yet, contact the organizer and volunteer. Let your new “me”, turn in to a new “we”. Come be part of it all. See you all out there!

Jolie Lucas is a Mooney owner, licensed psychotherapist, and instrument rated pilot. Jolie presents aviation seminars around the country including Sun n Fun, EAA Oshkosh and AOPA. Jolie is the Vice President of the California Pilots Association. She is the 2010 AOPA Joseph Crotti Award recipient for GA Advocacy. Email: [email protected] Web: www.JolieLucas.com Twitter: Mooney4Me

Alaska’s Fire Season isn’t over yet: Check for TFRs

With the unusually dry weather in south central Alaska, and rash of late season wildfires, Temporary Flight Restrictions are again popping up in different areas.  DNR has observed numerous light aircraft flying thorough TFR’s along the Parks Highway.

Please check TFR’s and stay clear when they are active.  While sources like SkyVector.com and tfr.faa.gov make it easy to see a visual representation of TFR’s and the scheduled active times, give a call to Flight Service for the current status.

The mid-air collision (or FAA infraction) you avoid, may be your own!

An example  TFR display on SkyVector.com showing the associated active times. Check with FSS for current status.

Exiting the Hold: Utilize Community Connection

In last month’s installment of Exiting the Hold: Reaching your Aviation Goals we talked about the importance of quieting the critic, exhibiting determination and the importance of perseverance in reaching your goals. In the final installment we will focus on utilizing aviation community connections to help reach our goals.

Sun ‘n Fun 2018

In this digital age you would be remiss not to use built-in aviation community connections such as:

  • Message Boards
  • Type Clubs
  • Online Forums
  • Type-Specific Websites
  • Facebook

Utilize community connection

View isolation as an enemy in attaining your goals. When we are isolated it is easy to fall into old patterns of thought and behavior. Remember from earlier installments of Exiting the Hold, old thinking will not support new learning.

Oceano Airport Toys for Tots

Why not attend one of our wonderful aviation events? Whether large or small, these events are sure to inspire you. Gatherings are a way to network with old-timers, connect with mentors, and meet others on the same path of growth. Make sure to fully utilize the support of your friends and family.

Try putting this simple formula to work for you. First, change your thoughts. The second step is to change your language. Next comes changing your actions, and finally your experience will change. Here is an example with the goal of getting a tail wheel endorsement. Your old thinking of “I don’t have the rudder skills to fly a tail wheel” changes in to “I can learn the skills I need to fly a tail wheel.” Next comes the language piece. Tell a friend, “I am learning to fly a tail wheel.” The action part is scheduling the airplane and instruction necessary for the endorsement and completing the training. And finally, voila! you are a tail wheel pilot.

Exiting the Hold, OSH 2018

Exiting the Hold: Reaching your Aviation Goals has been a very popular presentation series over the past year as I have presented across the country from Sun n Fun, to Oshkosh, to the Capital Airshow in California. I have decided in 2019 to continue with this series in hopes of reaching even more folks who feel stuck in life, and hopefully to inspire them to move forward toward success.

Exiting the Hold: Reaching your Aviation Goals

Six Keys Summary

  • Maximize timing
  • Choose your course of study wisely
  • Let yourself be a flexible thinker
  • Quiet the critic
  • Exhibit determination
  • Utilize community connections

In early 2019 I will be partnering  King Schools to offer Exiting the Hold in beautiful San Luis Obispo California. ACI Jet will be hosting the evening seminar which will be an opportunity for us to gather together, earn FAAST credit, see the presentation, and also perhaps win the drawing for a certificate for any course King Schools offers. Look for more information soon.

It is possible to exit the holding pattern you have been flying. Acknowledge that you have been stuck, use community connections to decrease isolation, make informed choices about resources, and be determined to change your aviation future. Look at obstacles merely as challenges to overcome; in the end your flying will be safer and more enjoyable and you will be proud of your accomplishments.

 

 

 

 

Jolie Lucas is a Mooney owner, licensed psychotherapist, and instrument rated pilot. Jolie presents aviation seminars around the country including Sun n Fun, EAA Oshkosh and AOPA. Jolie is the Vice President of the California Pilots Association. She is the 2010 AOPA Joseph Crotti Award recipient for GA Advocacy. Email: [email protected] Web: www.JolieLucas.com Twitter: Mooney4Me

Exiting the hold by letting yourself be a flexible thinker

In last month’s installment of Exiting the Hold: Reaching your Aviation Goals we talked about understanding what type of learner you are to maximize your educational experience. This month we will focus on the importance of being a flexible thinker.

Neural pathways are like goat trails in the brain. We establish well-worn patterns of thinking and develop neural pathways, which become default ways of thought behavior. Thought, experience and behavior about events form schemas, a cognitive framework, that helps us to interpret and understand our world, and can be predictive in nature.

Humans naturally prefer to filter new information through an old “thought box” [schema]. Take a look at this video and see the concept in action: 

The habit of assimilation means that we often times take new information and try to make sense of it through trying to relate it to old learning or ways of thinking. However many times information or experience won’t fit in an existing schema. In those times we have to accommodate the information into a new way of thinking. An example would be a young child that knows what a dog is [four-legged animal], but when sees a cow incorrectly identifies it as a dog. This child will have to accommodate the information of a large four-legged animal into another thought box to know it is a cow.

As an adult, it is sometimes difficult to allow yourself to be a learner, yet that is what we need to do to reach our goals. Brain research in decades past pointed to brain development being completed in stages of childhood and remaining relatively fixed until death. However in the late 90s research began to show evidence of neural plasticity, the idea that your brain isn’t completely hard-wired. Through experience and training, we can re-wire or alter the brain’s functioning, forcing a cortical and neuronal re-wiring. Breaking out of a cycle of inaction or inactivity requires action. If we default to old ways of thinking we will do ourselves a disservice.

Flexible thinking is key to getting out of a holding pattern. Practice makes practice, and through practice you will gain mastery.   Having one achievement opens up the belief that you can do more. Learn from the best, and let yourself make mistakes, give yourself grace, and marvel how education can change your brain.

Right Seat Ready! at AOPA Camarillo, CA. Photo credit: David Tulis

I am getting ready to head to Longview Texas to teach Right Seat Ready! a companion safety seminar I co-founded with my teaching partner Jan Maxwell.  This national Mooney conference called MooneyMAX takes place October 10-14. The one-day Right Seat Ready! seminar is open to all non-pilot companions in single engine airplanes.

Jan and I toured with AOPA last year offering an abbreviated version of Right Seat Ready!.  It never fails to amaze me how much anxiety our students have at the beginning of the day.  You see, at the beginning of the day they are trying to fit all the new information into the old thought box that is labeled, “I am not a pilot.”  However, by the end of the day the anxiety is gone, replaced by excitement of new learning, smiles, practice and encouragement. Before long the old thought box is replaced with one labeled “I am Right Seat Ready!”

Right Seat Ready! at AOPA Camarillo, CA. Photo credit: David Tulis

 

Jolie Lucas is a Mooney owner, licensed psychotherapist, and instrument rated pilot. Jolie presents aviation seminars around the country including Sun n Fun, EAA Oshkosh and AOPA. Jolie is the Vice President of the California Pilots Association. She is the 2010 AOPA Joseph Crotti Award recipient for GA Advocacy. Email: [email protected] Web: www.JolieLucas.com Twitter: Mooney4Me

HAARP Project under new management: Watch for the TFR

[Updated: April 2, 2018]

The High-Frequency Active Auroral Research Program (HAARP) is a research program that has been used to study the ionosphere since 1990. The facility, north east of the Gulkana Airport, is home to radio transmitters and an array of antennas that can transmit 3.6 megawatts of energy into the atmosphere, in support of research projects.  It doesn’t operate very often, a few times per year at present, but when it does, pilots don’t want to be in the path of this beam of radio energy.  Consequently, we should be on the lookout for a Temporary Flight Restriction (TFR) that will be activated during campaigns, to avoid flying over the facility.  The next campaign is from September 21-25, but there will be others to follow.  Make sure to check NOTAMs, in case this TFR is active when you are flying in the Copper River Basin, or transiting the area to or from the Alaska Highway route to Canada.

Social media notice of the September research campaign at the HAARP facility near Gakona. Watch for a TFR when the facility is in operations.

What is HAARP?
Located about 16 nautical miles northeast of the Gulkana Airport (GKN), the facility houses a 33-acre array of antennas, and when operating, can send pulses of energy into the upper reaches of the atmosphere to stimulate this zone, providing a means to study what happens there. Research has potential implications for understanding properties ranging from the aurora to long-range communications. Until recently, the Air Force operated the facility, in support of Department of Defense research interests, primarily dealing with communication and navigation interests.  In 2015, the facility was transferred to the University of Alaska Fairbanks, Geophysical Institute to operate.  For more information on the facility, see the frequently asked questions document at http://gi.alaska.edu/haarp/faq.

Why a TFR?
AOPA has followed the operation of the HAARP facility for many years, primarily out of concerns with possible disturbance to aircraft navigation and/or communications systems. While managed by the Air Force, operations were conducted as a Controlled Firing Area (CFA), meaning that the Air Force had to shut down their transmitter if an aircraft came within a prescribed distance.  They used a radar system to detect aircraft and shut down the transmitter if an aircraft got too close.  When the Geophysical Institute took over operations, FAA re-examined those procedures and decided that the CFA was not adequate, in part due to the high-altitude nature of the impacts. The TFR language is expected to define an area from the surface to FL250.

The HAARP Facility north east of the Gulkana Airport, will have a TFR protecting the airspace around the facility when in operations, similar to this graphic. Check NOTAMs for details and active times.  Map courtesy of SkyVector.com

The HAARP Project has re-established a phone number that pilots may call during times the facility is operating.  They have also temporarily re-established a VHF radio frequency, to allow pilots to contact the facility while airborne. These mechanisms should allow pilots operating in the area to have a direct line of communication to obtain more detailed information than the NOTAM is expected to contain, given the real-time nature of changes in the experimental world.  AOPA has also requested that the facility be charted on the Anchorage Sectional, to make it easier for pilots to become familiar with the location of the facility.  In addition to a NOTAM for a TFR, during operations pilots may call the HAARP site, near Gakona, at 907-822-5497, or on VHF radio frequency 122.25 MHz.  [Note: As of April, 2018 the VHF frequency for HAARP has changed to 123.3] Information will also be available on Facebook and Twitter at @uafhaarp.

Stay tuned for more information as the transition from Air Force to university operations proceed. And make sure to check NOTAMs to find out when the TFR is activated.

Upgraded weather web tools for Alaska pilots

Our ability to access weather data for pilots in Alaska continues to evolve.  Recently both the National Weather Service and the FAA have released new operational versions of their websites for Alaska weather.  They are both well worth a closer look.

Alaska Aviation Weather Unit’s New Look
For years the NWS Alaska Aviation Weather Unit (AAWU) has provided an excellent website with a combination of current and forecast weather products specifically for Alaska aviators.  It just got a new look, to increase security and migrate to a nationally supported server. While you will recognize most of the products, the home page has a different look, and increased functionality.

The main page on the new AAWU site has controls to toggle Airmets, TAFs and/or PIREPs.

The home page uses a new base map, and offers increased functionality without having to dig into the menu structure.  Not only is it a zoomable map base, but one can now toggle on (and off) Airmets, Terminal Area Forecasts and/or display PIREPs.  TAFs sites are color coded by weather category. You may also display and filter pilot reports, to look up to 24 hours into the past for trend information. New features to watch for include adding METARs to the user choices on the front page, and updated winds aloft graphics. Also explore the tiled quick links at the bottom of the homepage.

In this screen shot above, PIREPs for the past three hours are displayed. They also include a text list of the PIREPs for the selected time block at the bottom of the page, in case you want to browse them in that form.

The old site will continue to run in parallel with the new site until June 20, 2017, but start using the new site today at: weather.gov/aawu.  As with any site that is developing, you may need to let the National Weather Service know if you have problems, or questions.  Direct those to: [email protected].

New FAA Weather Camera site goes operational
By all accounts, the Aviation Weather Camera Program is the most popular thing the FAA has done in many years.  After months of development and testing, it too has a new look, web address and loads of new functionality.  Thanks to many of you who participated in the recent beta-testing activity, the FAA made significant upgrades and declared the new site operational as of May 1st.

More current and forecast weather information has been added to the site.

While the FAA will continue to operate the old site in parallel for a while, you should note the new address:  avcamsplus.faa.gov. The major changes have to do with the presentation of current and forecast weather in graphic form, on the map page.  If zoomed in far enough, airports that have reported weather and terminal area forecasts will give reveal conditions at a glance, before even selecting and reading the full text reports.

METARs, TAFs and PIREPs are visually presented, with an idea of the trend presented graphically.

Other new features include an increased selection of base maps to choose from, including Sectionals, IFR charts or a terrain enhanced display.  Note, however, that several the menu selection choices are not active. There is more development ahead, making it very important that you remember to take the Pilot Survey that is linked from the hope page. Also note that this version of the program is not optimized for tablets or smart phones. Those devices are to be incorporated in future releases.

Exercise them!
Both of the NWS and FAA tools are coming out just as the flying season ramps up. Please take a few minutes to familiarize yourself with them before taking off this summer. And keep your comments rolling in to drive improvements in the months ahead!

GPS Jamming in Alaska: Maybe not as bad as it looks

Along with the return of waterfowl to Alaska, there is another sign of spring: the start of the military training exercise season.  This year’s lead off exercise is Northern Edge, scheduled from May 1-12, including an extended plan for GPS jamming.  An overview of the jamming activities was presented in a briefing to the Alaska Civil Military Aviation Council (ACMAC) recently. These are becoming an increasingly important part of the exercise. Our military uses of GPS, as well as the development of jamming devices by foreign powers, make it an essential component of the “train like we fight” nature of these exercises.  Of course, at the same time civil aviation is becoming reliant on GPS for navigation, and as a key component of the ADS-B system, for surveillance by Air Traffic Control.

Civil Impacts of GPS Jamming
When the military is “testing” their jamming systems, what is the impact on civil aviation?  At the ACMAC meeting, we were informed that the equipment used during the Northern Edge exercise is ground based, operated at two location:  R-2205 east of Eielson Air Force Base, and at Chena Hot Springs.  The jamming will be highly directional in nature, focusing on targets to the north east of those locations.  But be prepared for a shock when you look at the NOTAMs issued regarding these activities.  Even though the plans for jamming are directional in nature, the FAA requires that the NOTAM cover the impact as if jamming was taking place in any direction. Consequently, we end up with projected impacts having a radius of several hundred miles at altitude.

Diagram of the predicted impact of jamming in all directions from the ground locations at R-2205 and Chena Hot Springs. Jamming is planned to take place only to the north east of those locations

Map of potential impacts from GPS testing from NOTAM JFAK 17-01. Please check current NOTAMs before you fly.

The NOTAM issued to warn civil aviation when these exercises are being conducted shows a huge “circle” of airspace that may be impacted, intended to represent an absolute worst case. The actual plans confine the highly directional jamming activities to the north east from the ground locations.  The figures above represents this omni-directional worst case.  At the briefing, FAA advised us that ATC plans to continue to use ADS-B, and to issue clearances for GPS routes and GPS approaches, after cautioning pilots about the activities scheduled during their flight.

Provisions to Cease Jamming
Since the jamming activities can interfere with aircraft navigation, provisions have been made to cease operations should an emergency arise.  ATC will have a direct line of communications to stop jamming and confirm the jammers are off within 60 seconds of receiving the request, in the event of a safety-of-flight issue.  Pilots finding themselves in trouble should contact ATC, in the event of an emergency.

In addition to JPARC airspaces, Northern Edge operations will take place in the Gulf of Alaska, using a corridor between FL220 and 260 to transition between areas

Northern Edge
This exercise is massive in scale.  Over 150 aircraft, launching from bases at Eielson, JBER and Anchorage International Airport are scheduled to participate.  The MOAs and Restricted Areas in the JPARC, along with an offshore airspace over the Gulf of Alaska will see action.  While the exercise runs Monday through Friday for the first two weeks of May, no flying is scheduled on the weekends.  There is a daily pattern to the exercises, with the most intensive flying activities taking place from 10 am to noon for the morning mission, with a second window from 5 to about 7:30 pm. Aircraft departing before and recovering after the mission will extend those times by up to an hour on either end of the day.  Please check NOTAMs carefully during these days, as plans sometimes change in response to weather and other factors.

Getting it right
This training is obviously important to maintain our military readiness. Yet it feels like we still need to find a better balance between communicating the potential impacts of the GPS jamming, without interfering with ongoing civil operations in the National Airspace System.  Please pay close attention during these exercises (there will be more to come later in the season) and tell ATC or Flight Service about any problems you encounter with GPS or ADS-B usage that might relate to this activity.  Please also drop AOPA a message at [email protected].

Alaska Backcountry Airstrip survey: Do you use them?

Backcountry airstrips serve an important role in Alaska’s aviation system.  Over the past couple years, a Backcountry Airstrips Working Group, led by the Alaska Department of Transportation & Public Facilities (DOT), has been exploring this topic, and just released a survey for pilots to weigh-in on their use of this often-unnoticed component of our aviation infrastructure.  If you use back-country airstrips, please take a few minutes to share your thoughts, and identify any concerns you may have on this topic.  Here is a link directly to the survey, which runs through May 10th. https://goo.gl/forms/6aPBJ7h3BbzS7oxq1

What is a backcountry airstrip?
While the international, regional and community airports are familiar to us, there is another network of “facilities” scattered around the state that is often overlooked.  These are airstrips that were built to provide access for some purpose, often a mining claim or mineral exploration project, which has since gone away—but the airstrip remains.  Depending on the other resources in the area, given Alaska’s vast size and lack of road system, these airstrips typically serve other needs, generally to access public lands. Uses might include establishing a camp, in support of a hunting trip or other recreational activity. Depending on the adjacent land ownership, it may provide access to remote cabin sites.  On a river, it could be the transfer point to drop off or pick up people from float trips.  When the weather turns bad, or in any other kind of emergency, having a place to land is a safety consideration.  Finally, backcountry airstrips can also serve as staging areas to support access for more distant off-field landing sites.

Backcountry versus Off Field landing areas
Defining what a backcountry airstrip is might seem like an easy task, but it has taken quite a bit of discussion.  The working group definition includes landing areas that are “improved” although they may have little or no maintenance routinely performed.  It is important to differentiate between backcountry airstrips, and true off-field landing areas—which means a gravel bar, hill top, or other terrain feature that one is able to land on.  From the air, there wouldn’t necessarily be noticeable features, such as trees cleared to create a safety area, or modification of the natural landscape to make it a landing area.  Fortunately, in Alaska we are allowed to perform off-field landings on most public lands, unless regulations have specifically been adopted to declare the area off-limits.  The working group is not addressing off-field landing areas, but does recognize that one of the potential uses of a backcountry airstrip is to serve as a staging area to reach off-field landing locations.

Kansas Creek, in the central Alaska Range, has provided access for hunting and other uses for about fifty years. In the context of this discussion, it would be considered a backcountry airstrip.

 

This off-field landing area, along the Ivishak River on the north side of the Brooks Range is an un-improved piece of tundra that just happens to be flat and firm enough to land on. It would not be defined as a backcountry airstrip in this discussion.

Case Study: Gold King Creek
While every airport has its own story, Gold King Creek (AK7) is an case worth examining.  Located 40 nautical miles south of Fairbanks, in the foothills of the Alaska Range, the 2,500 foot airstrip was originally built at the site of a microwave communications station. The facility connected the military radar station at Clear with the Cold War era “White Alice” communication system that linked Alaska to the lower 48.  Fuel for the generator that powered the relay site was flown in, from Delta I believe, to keep the facility operating around the clock.  When the relay site was no longer needed, it was shut down, and years later the tower removed, but the airstrip remains. Miners, hunters, seismologists, berry pickers and others continued to use the airstrip, which is on stable ground, and doesn’t require much in the way of maintenance.

The federal government eventually transferred the land to the State of Alaska’s Department of Natural Resources (DNR), who later allocated recreational land parcels near the airstrip, some of which have inhabited cabins today.  The property containing the airstrip was transferred from DNR to DOT, more recently. Prior to that happening, we almost lost Gold King off the charts completely.

An aerial view of Gold King airstrip, with cabin sites off the edge of the runway.

Charting history of Gold King
When owned by the federal government, the airstrip was charted as a Private Use facility (see figure below).  After the military use ceased, for a while it disappeared from the charts completely.  With the transfer from federal government to State of Alaska ownership, it was again charted, initially shown as closed, and with no information about the length or elevation of the airstrip.  In the late 1990’s, a Military Operations Area (MOA) created that covered this area.  Because Gold King was a known entity, a MOA exclusion area was defined around it, up to 1,500 ft agl. The cut-out helps prevent an aircraft just lifting off the runway from coming nose to nose with a high-speed jet on a training exercise.  Today, the airstrip is charted with more complete information for pilots, including a CTAF frequency.  Charting is one of the issues that needs to be considered for other backcountry airstrips in the state.

This figure shows the charting history of Gold King, from its time as a communications support facility, to when it disappeared from the charts completely, and slowly back to having more complete information today, including a cut-out under a Military Operations Area.

 Gateway to Public Land
While most back-country airstrips are remote, it doesn’t necessarily mean some of them might not be on the road-system.  A notable example is the airstrip at Happy Valley, some 65 nautical miles south of the Deadhorse Airport (SCC) at Prudhoe Bay.  This 5,000 foot airstrip was built during construction of the Trans-Alaska Pipeline in the 1970’s to support the construction camp located there, along the Sagavarnirktok River, and on the haul-road that today connects the oilfields on the north slope with the rest of Alaska. After the construction, the camp was removed, but the herc-strip sized runway remained.

Today, it serves as an important staging area in the northern foothills of the Brooks Range. Far enough inland to often avoid coastal fog, yet distant enough from the peaks of the Brooks Range to escape some of the weather conditions associated with the mountains.  It’s location on the haul road, which is maintained year-round, makes it a critical jumping off facility for guides, scientific studies, game surveys, as well as a key emergency strip when weather precludes getting to the coast, or through the mountains.

I have personally experienced the benefits of the Happy Valley airstrip.  Late one fall, the weather was deteriorating to the point we couldn’t make it through the Brooks Range to return to Fairbanks.  After tying up a pair of Super Cubs at Happy Valley, we had to hitchhike in what became a ground-blizzard to Deadhorse, and catch the jet back to town.  Many days later, we drove up the haul-road to pre-heat and fly the airplanes back south of the range.  Yet this airstrip is not listed on a flight chart, nor is any information provided about it in the Alaska Chart Supplement.  While not advocating that all back-country strips should necessarily be charted, this is one that needs to be on the charts so pilots can find it, when needed.

Happy Valley Airstrip. Not what we normally think of as a backcountry airstrip, this former pipeline camp on the Dalton Highway is used today, and should be recognized as an airstrip.

Backcountry Survey
Backcountry airstrips are an important, and often neglected component of our airport system.  Now that DOT has started looking at this segment of our airports, it is important that the people that use them speak up.  The online survey provides an opportunity to identify the issues you think are important when it comes to these landing areas.  Under current budget conditions, we can’t expect the State of Alaska to devote a lot of resources to them, but recognizing they exist and perhaps taking the first few steps to protect them, could make a great deal of difference in the years to come.

Please take a few minutes to take the survey! https://goo.gl/forms/6aPBJ7h3BbzS7oxq1

Follow your Lead, and then perhaps later you will lead.

Planning, Precision, Performance: how formation training can help us all be more proficient pilots.

I used to think that formation flight was dangerous for the average pilot. When asked by Mooney Caravan formation pilots why I didn’t partake I would say something like, “I don’t want to fly so close to someone I don’t know.” In July of 2016, I attended my first formation clinic held in Chino California. Later that month I flew right seat in the Mooney Caravan arrival into Oshkosh/AirVenture. Before those experiences, I suppose I had a certain amount of naïveté that allowed me to hold the belief that non-military G.A pilots would not be safe to fly formation. Boy was I wrong, on so many levels.

I have just returned from the sixth annual Gunfighters Formation Clinic at Yuma International Airport/MCAS. The three-day multifaceted event had something for everyone and gave us an opportunity to improve formation skills, demonstrate proficiency for mass arrivals to AirVenture/Oshkosh and socialize with the other, now hopelessly addicted, formation pilots.

For the second year, the Gunfighters Formation Clinic included training opportunities with the Red Star Pilots Association.  The Red Star Pilots Association is a federal 501(c) (3) non-profit whose mission is to promote and preserve the safe operation, display and enjoyment of all aircraft — jet to prop, aerobatic, sport, war bird and utility — especially those originating in the current and former communist block nations. They are a signatory with national Formation and Safety Team [F.A.S.T.] This allows them to train, qualify, and manage civilian formation pilots in the United States and Canada for the safe conduct of formation flight displays in the US and Canadian air show industry. Several of our attendees were awarded their wingman or lead cards at the training.

Our FBO Host was Million Air FBO.  James “Curly” Combs the General Manager of Million Air gave us an incredible experience.  The facilities and staff were top notch. The food from their Jet-a-Way Café was down-home and delicious. Yuma International Airport is a large airport facility that shares runways with the Marine Corps Air Station. I assumed that perhaps the FBO might reflect a larger more corporate feeling. My assumption couldn’t have been further from the actuality. Once arriving I immediately felt like part of the family.

Any aviation volunteer knows that there is a lot that goes into the planning and execution of a formation clinic, or for that matter, any  flying event.  The behind the scenes work that starts several months prior to the event is extensive.  Safely and effectively mixing a full range of formation pilots, IP’s and safety pilots is a daunting task that requires a dedicated Air Boss with a substantial  background.  Airspace planning, ingress/egress routes, altitudes, sector frequencies, and publications take a great deal of thought and effort.  Not to mention training materials, and standardization of instruction/mentoring. Kudos to organizer Chuck Crinnian, Air Boss Larry Brennan and all the others.

Just over forty airplanes came in for the weekend. The Thursday night ground school covered numerous topics including:

  • Ground Operations
  • Element Takeoff
  • Interval Takeoff
  • 2 Ship Formation Procedures
  • Fingertip Position
  • Fingertip Maneuvering
  • Route Position
  • Turns in Route
  • Cross Under
  • Echelon
  • Close Trail
  • Formation Recoveries
  • Element Approach and Landing
  • VFR Traffic Pattern Recoveries
  • Overhead Pattern
  • Taxi and Shutdown
  • Formation Maneuver and Rejoins
  • Four Ship Formation Procedures

Then our challenge was to actually fly those procedures on Friday, Saturday, and Sunday. We began each exercise with an extensive brief. For me, this led to an increase sense of security knowing there was a procedure in place. I was paired with a seasoned CFI or Mentor pilot both days. The weather and landscape were beautiful in Yuma. Unfortunately, while flying formation I had my eyes glued to Lead and couldn’t see the majesty. The second day I got to fly Lead in a two-ship formation. I got a better look at the scenery that day.

All missions ended with detailed debrief covering negative and positive elements of the flight. Psychologically, the flying is challenging not only because of the proximity of other aircraft, but of the new nomenclature to be learned and maneuvers. I always find it interesting to be a “learner.” As a professional psychotherapist, aviation writer, and presenter, I am most comfortable leading and being an expert. Being a newbie was an exercise in patience with myself as I learned and grace when I made a mistake.

As is often typical with training of any sort, my abilities the second day were better than the first. The formation flying itself was very mentally and physically challenging. Taking off and landing in elements is a thrilling experience. I pushed myself to fly as precisely as possible and to increase my comfort level flying close to Lead. My level of focus was so intense that I found myself fatigued at the end of the day. Both nights we had a chance to share dinner as a group and to establish bonds of camaraderie.

Overall, the training experience was excellent. With focus, perseverance and encouragement the skills were all within my reach. I feel strongly that my formation training has made me a safer and more precise pilot. I would encourage all pilots to investigate formation training in their regions. I also left Yuma feeling like I had made some life-long friendships. I look forward to attending at least one more clinic before Oshkosh, then on to the mass arrival. We also learned the two most important rules in formation flight. #1 Don’t hit Lead, and #2 Refer to #1.

For more information on formation training and arrivals to OSH17:

Mooney Caravan: http://www.mooneycaravan.com/

Bonanzas to Oshkosh: https://www.b2osh.org/Web/B2OSH/Pages/Training/TrainingRegional.asp

Cessnas to Oshkosh: http://www.cessnas2oshkosh.com/920home.aspx

Cherokees to Oshkosh http://www.cherokees2osh.com/index.asp

Formation Flying Inc.: http://www.ffi.aero/

 

 

Jolie Lucas is a Mooney owner, licensed psychotherapist, and instrument rated pilot. Jolie presents aviation seminars around the country including Sun n Fun, EAA Oshkosh and AOPA. Jolie is the Vice President of the California Pilots Association. She is the 2010 AOPA Joseph Crotti Award recipient for GA Advocacy. Email: [email protected] Web: www.JolieLucas.com Twitter: Mooney4Me

Alaska Pilot Reports Are Increasing!

When we pick up the mike and file a Pilot Report (PIREP) with Flight Service or ATC, we add an observation that helps the entire aviation community.  If weather is questionable, the first aircraft out in the morning is often the “weather ship” that reports conditions back to other pilots waiting to make their decision to fly. When we are that pilot sitting at the airport, with a forecast that could go either way, it can be very frustrating to wait for that first report along the route, or from the other side of the mountain pass.  Fortunately, a lot of attention has been given to PIREPs in the last couple of years, which I am cautiously optimistic to say is starting to produce results!  I would like to share with you some of the efforts that have brought us this far.

Lack of PIREPs concerning

Aircraft at the 2015 Valdez Fly-In, but no PIREPs in the system. Photo by Russ Ingram.

Aircraft at the 2015 Valdez Fly-In, but no PIREPs in the system. Photo by Russ Ingram.

The Valdez Fly-In, that takes place nominally the second weekend in May, is the largest event of its kind in the state. When the weather allows,  several hundred aircraft fly in to participate in the short field landing contest or other competitive events, or pilots may want to observe, socialize and simply enjoy aviation.  For the past couple of years, the weather has been a little dicey flying into Valdez, and yet both in 2014 and 2015 there were almost no PIREPs filed by those that did make it in.  This would have been a tremendous tool to help those flying behind decide if it was good idea to fly into what can certainly be considered some challenging terrain.   When I shared that observation with our friends at the Alaska Flight Service Program, they were interested enough to stand up a small working group to dig into the problem.  A number of industry organizations, including the Alaska Airmen Association, Alaskan Aviation Safety Foundation and the Alaska Air Carriers Association have been meeting with FAA, the FAA Weather Camera Program, National Weather Service, National Institute of Occupational Health and others to explore issues regarding how PIREPs are collected and distributed — as well as look at ways to encourage pilots to file more of them.  Based on the work of this group, Flight Service has been more actively training their staff to solicit reports beyond the generic request normally received when pilots open a flight plan.

NTSB joins the party
Separate to this Alaska based activity, the National Transportation Safety Board (NTSB) had seen a number of cases nationally in which PIREPs — had they been shared in a timely fashion — could have averted several accidents.   We learned that the NTSB was undertaking a special investigation into PIREPs, which prompted AOPA to conduct a national survey on the topic.  Many hours went into designing, conducting, promoting and evaluating the results. Last May, approximately 700 pilots took the time to respond to the survey—thank you to those who participated!  The survey revealed some interest results, here are a few highlights:

  • 83% of the pilots said PIREPs were “very” or “extremely” important for aviation safety
  • 71% indicated the emphasis on PIREPs during initial flight training was “little” to “none.”
  • While three-quarters of the respondents said they filed reports, 84% said they did so “sometimes” or “rarely.”

There are more results from the survey, but I will save that for another time.  A couple of interesting perceptions came out of the study. There is a general feeling that ATC isn’t interested in recording PIPEPS, with one respondent stating, “I have little confidence my PIREPS are going past their ears.” It was also felt that the reports are mostly a high-altitude feature.  The chief problem expressed was a shortage of reports, especially at lower altitudes: “Too few PIREPs are available for my route of flight to be useful” and “For flying lower than 5,000 feet, there just isn’t much PIREP information available.”  There were many complaints about difficulties in filing PIREPs, some of which are related to procedures in the lower 48 states rather than here in Alaska.  The feature that pilots wanted to see the most was an automated filing ability through applications such as Foreflight.

The NTSB held a two-day PIREP Forum at the end of June in Washington, DC where these and other results were shared with an impressive mixture of industry and government aviation stakeholders.  We are expecting to see what the NTSB gleaned from their investigation, due out in a report any day now.

The graphic display of PIREPs make it easier to access during flight planning (courtesy of SkyVector.com)

The graphic display of PIREPs make it easier to access during flight planning (courtesy of SkyVector.com)

Access to PIREPs has improved
It has become easier to access PIREPs in the past two years.  In addition to getting them via phone from FSS, or in a DUATs briefing there are now several websites that have either added or upgraded their capabilities to include graphic displays of PIREPs.  The National Weather Service’s Alaska Aviation Weather Unit has featured PIREPs for years, but now has a more dynamic zoomable map.  The FAA weather camera website has added PIREPs as a feature that the user may select to view, and SkyVector.com added reports with a graphic symbol that gives pilots a clue to the nature of the report as you plan your flight.  More details on these systems and features may be found on an earlier blog post (http://blog.aopa.org/vfr/?p=2737).

Comparison of PIREPs filed with the Alaska Flight Service Program for three months in 2015 to 2016

Comparison of PIREPs filed with the Alaska Flight Service Program for three months in 2015 to 2016

Results are encouraging
The good news is that the Alaska Flight Service Program reports some dramatic increases in PIREPs filed this summer in contrast to last year.  The figure below shows reports received by Flight Service for the months of July, August and September.  The graphic is a little complex, but shows a combination of the total number of 2016 PIREPs and the percent change from the same months in 2015. A third variable is the change in “traffic” for those months. By traffic, we mean the number of radio contacts FSS had with pilots that month.  For example, in July of  2016 there were over 3,000 PIREPs filed with Alaska FSS.  That was a 39% increase over July, 2015 while there was only 1.3% more traffic over the past year.  August saw a 26% increase in the PIREPs, while the number of calls to FSS was actually lower than the previous year. September was the lowest number of PIREPs received at just under 2,500, which still represented an 8 percent increase over the previous year.  I am still puzzling over whether September was such a good weather month that fewer pilots felt the need to file, but it is still very good news overall.

Comparison of PIREPs filed with the Alaska Flight Service Program for three months in 2016 in comparison to 2016

Looking ahead
It is easy to look at a single set on numbers and get excited, but there is still work to be done. One thing that was clear from the NTSB Forum—there are more audiences for PIREPs than just pilots. The weather forecasters say they rely on them heavily to create and validate their forecasts.  Atmospheric scientists archive and use PIREPs to develop and test new forecasting models.  ATC uses them to decide when to change arrival and departure routes during dynamic weather situations, and of course the pilot behind you who hasn’t yet entered the mountain pass is waiting to hear what conditions are like today.

Please be sure to file a PIREP or two as you fly, even if it reporting flight good conditions. The weather forecasters are also interested in reports that confirm the lack of turbulence, or other conditions that might be better than the forecast.  They will change the extent of an AIRMET or create a SIGMET, sometimes on the strength of a single report.  If you want to contribute to improving safety in the aviation community, but feel you need to bone up on how to give a PIREP, the AOPA Air Safety Institute offers an online PIREPs Made Easy class (https://www.aopa.org/training-and-safety/online-learning/online-courses).

The real test will be to see how many PIREPs are filed leading up the Valdez Fly-In next May!

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