I was speaking with a pilot a few months back who was not instrument rated. He was telling me of his flying experience while continually speaking fondly of scud running. He told me several stories, most of the time with a smile on his face, about scud running to his destination while staying clear of clouds. While he was talking, my mind was cycling through the numerous accident reports I’ve seen where a scud running VFR pilot has crashed into terrain or an obstacle. Needless to say, scud running is not a very good idea.
This pilot’s stories got me to thinking, how common is the practice of scud running amongst VFR only pilots? As an instructor, I always teach my private students about personal minimums and making that no-go decision when clouds are below those personal minimums. The act of scud running falls under several of those dangerous pilot mindsets, get-there-itis, invincibility, and macho-ism, to name a few.
To bring everyone on the same page, let’s define scud running. Wikipedia has a very good definition:
Scud running is a practice in which pilots lower their altitude to avoid clouds or instrument meteorological conditions (IMC). The goal of scud running is to stay clear of weather to continue flying with visual, rather than instrument, references. This practice is widely accepted to be dangerous, and has led to death in many cases from pilots flying into radio towers and high tension wires; however, even instrument-rated pilots sometimes elect to take the risk to avoid icing or embedded thunderstorms in cloud, or in situations where the minimum instrument altitudes are too high for their aircraft.
To put some numbers with that definition, a scud running VFR pilot would takeoff with a 1200-1500 foot ceiling and stay 700-1000 feet above the ground, right in the area where towers, hills, and rapidly rising terrain reside.
How do we change this mindset? Well, if someone has been scud running for years without incident, the practice becomes normal, like the pilot I mentioned above. The mindset of invincibility sets in and the practice continues. This particular pilot can also lead other pilots to adopt the same practice, encouraging them that nothing will happen to them, since we all know that our pilot peers know better than our flight instructors (insert heavy sarcasm here).
In order to change this mindset, instructors need to emphasize personal minimums from day one. This includes ceilings, visibility, and winds. For a seasoned pilot, a review of accident statistics might help the process.
Scud running is not a safe practice. If you’re a scud runner, you need to rethink your attitude. Is getting there really worth it?
In the fall of 2021, Garmin announced the long awaited confirmation that the Garmin GFC 600 autopilot is now certified for the Piper Meridian. The Garmin GFC 600 autopilot has been certified for all other types of the Piper PA46 line of aircraft, but the Meridian was last in line. The airplane has to have been manufactured prior to 2009 and have Avidyne avionics, Meggitt, or have been retrofitted with a Garmin G500 (no G1000 aircraft since those already have the GFC 700 autopilot).
The Garmin GFC 600 autopilot is the ultimate digital autopilot. The integration with the Garmin G500, GTN 750 and GTN 650 units is a beautiful thing. The autopilot communicates with all the heading and altitude bugs, flies approaches smoothly, and even has a level button.
In the latest technological marvel from Garmin, Garmin Safe Glide, the GFC 600 autopilot is critical in reducing pilot workload in an engine failure situation. It flies the airplane for you and takes you to the nearest airport, reducing the stress and allowing the pilot to troubleshoot the situation.
Texas Top Aviation recommends Abilene Aero in Abilene, Texas for any and all avionics installs. They have worked with several of our customers in the last year, are extremely knowledgable and do excellent work. Call them for a quote on a new Garmin GFC 600 autopilot in your Piper Meridian.
I was recently clued in to a really cool (and very cost efficient) iPad yoke mount.
It’s called a PopSocket and you won’t find it on any aviation website (I have to credit Joe Casey of Casey Aviation with this nifty find).
It’s very simple. You take the mount (see right) and stick it to your yoke. Then you pick one of a ton of designs from PopSocket and stick it to the back of your iPad (you can even create your own design! B2 Bomber anyone?).
It’s low profile, doesn’t get in the way of anything, and is easily removable. The PopSocket mounts are $10 apiece (depending on the size of your iPad, you may want to get 2). The PopSocket is $10, so at the most, you’ll be in $40 plus tax and shipping. Most mounts on Sporty’s are upwards of $50 and require a lot of installation, are big and bulky, and usually require lots of juggling to get the iPad in and out of the mount.
Type Clubs Lead By Example with Standard Operating Practices
This article appeared in the May 2019 edition of EAA’s Sport Aviation Magazine. It is used with permission. For other articles by Charlie Precourt, please visit EAA.org and join for a full subscription.
Imagine a year when there are no fatal accidents in general aviation. Does that seem impossible? The airlines achieved that many years ago, and so can we if we focus on the right things in our safety pro- grams. In fact, the overall trend in GA accident rates over the last few years is very encouraging. AOPA’s Air Safety Institute published its annual GA Accident Scorecard recently (see www.EAA.org/ extras), revealing fatal accidents from 2008 to 2017 are down more than 30 percent. Nevertheless, there were 185 fatal accidents in 2017, so we still have a long way to go. But, there are many developments in safety programs across GA that can keep the trend going.
One such development that I’ve advocated through a couple of type clubs is establishing standard operating practices (SOP). When I flew for both the U.S. Air Force and NASA, we had what we called standard operating procedures. They were the law for our flying. That is, we had to follow them procedurally because the folks that paid our salaries said so. The objective was to ensure we all used the same playbook, minimizing the risk that one of us might develop a bad in-flight habit that increased risk to the organization.
One way to think about SOPs is to recognize the difference between procedure and technique. For example, you have to follow the manufacturer’s pilot’s operating handbook (procedure)where it says to lower the landing gear before landing. If you don’t, you are in for a bad day. However, it does not tell you exactly when to lower the gear; that’s left to technique.
In the middle, between procedure and technique, is a best practice. In this example, lowering the gear just before the final approach fix is a “standard practice.” It is the generally accepted “best” place to lower the gear. In GA, however, aircraft owners don’t generally answer to a boss, so I prefer the term practices instead of procedures.
However, whether or not someone is paying us to fly, following best practices just makes sense. If you have a good set of practices, they enable you to do things the same way every time, leaving lots of brain cells to manage the unusual, the things that might go wrong. The safest approach to accomplishing a flight task is one that leverages consistency. On the other hand, if you are inconsistent, doing flight tasks differently each time, you’ll always be struggling to keep up. So, in my involvement with the safety committees for both the Malibu Mirage Owners and Pilots Association and the Citation Jet Pilots Association, there has been broad acceptance of recently developed standard operating practices.
The good news in this development is that a culture of safety is growing broadly across most sectors of GA through these type club initiatives. Perhaps more importantly, there is much to learn from each other about the effectiveness of these various initiatives. EAA has seen a four-year drop of 47 percent in fatal accidents among homebuilts! So, there must be something right going on there — a major focus on appropriate transition training before flying a new homebuilt (as a standard operating practice) is paying off.
So, what is covered in the SOPs these type clubs have developed? The following outlines the kinds of standard practices other type clubs have set up and represent SOPs you could establish for yourself regardless of the type of aircraft you fly. You just have to fill in the blanks for your particular type and commit to sticking to them in your flying. These are notional and are practices (not mandatory procedures). They don’t tell you how to fly your aircraft; they give you things to think about when you do. If you take a bit of time to set your own SOPs and then stick with them, you’ll be a far safer pilot. Here are some ideas:
Duty Day
Set the maximum number of hours of flight time during a calendar day and rest hours off between flying days. One example is a maximum of eight hours in the air and a minimum of 10 hours off until flying again.
Cargo
Establish best practices for what you will carry as cargo. One example is no lithium batteries in the baggage compartment.
Flight Planning and Preparation
What are your limitations for the types of flight you’ll take on? Consider SOPs such as designating a suitable alternate airport for all flights. Another might be for first flights after significant maintenance, such as no flight at night or in IMC until a day-VMC functional check flight has been done.
Runway Field Length Guidelines
Establish an appropriate minimum field length for your aircraft and commit to not going into shorter fields. Consider sea level operations and high-altitude airports as well.
Surface Operations
What should be your maximum wind conditions for taxi, takeoff, or landing? Maximum acceptable crosswinds on landing? Set them in your SOP and stick to them.
En Route
Consider establishing practices like no non-operationally necessary conversation below 10,000 feet MSL, during any segment of an approach procedure, or during the last 1,000 feet before leveloff during climb or descent. Also consider declaring “minimum fuel” when the fuel state becomes less than fuel to destination plus 45 minutes at current burn, even if flying day VFR.
Approach and Landing
Consider establishing personal minimums in your SOPs for things like visual approaches. Perhaps use a 1,500-foot ceiling and 3 miles’ visibility for day and 5 miles for night, even though these exceed the FAA’s requirements.
Pilot Limitations, Training, & Currency
FAR Part 91 rules allow us to fly with pretty marginal levels of currency. Consider setting your own SOP to something more appropriate for the kind of aircraft you fly and the kind of flying you do in it. For example, consider these ideas as SOPs:
If you have less than 100 hours of time-in-type or have not flown at least 15 hours as pilot in command in the last 90 days, use a minimum planned fuel reserve of one hour.
Also, if flying IFR in this situation, use a minimum visibility for takeoff of 1 mile.
On instrument approaches, increase the published minimums by one- half mile visibility and add 200 feet to the decision altitude or minimum descent altitude.
Perform landings at a weight that allows a full stop in 60 percent of available runway length.
Consider an SOP that establishes you will fly with a CFI on a refresher flight before flying as pilot in command if you have not logged at least an hour of flight time and one takeoff and landing in an aircraft of the same type within the preceding 45 days.
Maneuver Standards
Wherever there are “techniques” associated with things like takeoffs and climbs, cruise, use of autopilot, power settings, and approaches and landings, you can write down your preferred technique as your own SOP. Describe each maneuver in enough detail (speeds, altitudes, power settings, configurations, etc.) to define a routine you will use each time. This ensures you fly consistently each flight and leverage the power of the standard operating practice, that is, to give you the bandwidth you need should you encounter an unexpected event or an emergency.
SOPs are among the exciting concepts underway to make safety programs work for us. Hats off to type clubs like MMOPA and CJP and many others that are taking the initiative. But even if you’re not in this kind of group, you can still set up your own SOPs. Let’s all look forward to our first year in GA without a fatal accident — and let’s make it soon! Fly safe!
Charlie Precourt is a former NASA chief astronaut, space shuttle commander, and Air Force test pilot. He built a VariEze, owns a Piper JetPROP, and is a member of the EAA board of directors.
Thank you to everyone who made the 2022 Texas Top Aviation Fly In at the Hilton Santa Fe Buffalo Thunder Resort a success!
We had 22 attendees and 12 airplanes make it out to beautiful Santa Fe, New Mexico for the week.
After 2 days of very competitive golf, Chris Travland was our 2022 Texas Top Aviation Fly In Golf Tournament Champion.
While you are out in Santa Fe on your next trip, go check out the Rancho de Chimaya restaurant. It was excellent and a true New Mexican experience.
Mark your calendars for the 2023 Texas Top Aviation Dallas Fly In at the Westin Stonebriar Resort in Frisco, TX. McKinney National Airport (KTKI) will be our host airport. The event will be April 12th-April 14th, 2023. Hope to see you all there!
In the realm of buying airplanes, navigating through the complexities of the market can be as challenging as piloting through turbulent skies. Whether you’re a seasoned aircraft owner or a new pilot looking to acquire your first aircraft, enlisting the expertise of an airplane broker can significantly streamline the buying process. Here are some compelling reasons why engaging an airplane broker is a smart move for buyers:
Expertise and Experience: Aircraft brokers are seasoned professionals with in-depth knowledge of the aviation industry. They understand what aircraft models fit different missions (you don’t want to have an expensive jet for 200 mile trips for 2 people), market trends, airplane values, and technical knowledge to help avoid “lemon” airplanes before even the inspection begins. Leveraging broker expertise can help buyers make informed decisions, avoid pitfalls, and secure the best deal possible.
Access to a Vast Network: Airplane brokers have extensive networks comprising sellers, manufacturers, and maintenance facilities. This network gives buyers access to the experts on the aircraft they are wanting to buy. Whether you’re in the market for a brand-new aircraft or a pre-owned gem, brokers can tap into their connections to make sure the airplane selected is a well maintained aircraft.
Time and Resource Efficiency: Searching for the right aircraft can be a time-consuming and labor-intensive process. From researching available options to arranging pre-buy inspections and negotiations, the tasks can quickly pile up. By entrusting these responsibilities to a broker, buyers can save valuable time and resources. Brokers handle the legwork, allowing buyers to focus on family, life and work while still staying informed and involved in the decision-making process.
Objective Guidance and Advocacy: When emotions run high during the aircraft buying process, having an impartial advocate can be invaluable. Airplane brokers act as trusted advisors, offering objective guidance and a high level of knowledge about different airplanes. That knowledge comes in handy when evaluating aircraft specifications, assessing market value and negotiating terms. Brokers provide valuable insights and ensure that buyers make well-informed decisions aligned with their goals.
Streamlined Transaction Process: Purchasing an aircraft involves navigating a complex web of legal, financial, and logistical considerations. Brokers are well-versed in handling these intricacies and can streamline the transaction process from start to finish. They coordinate with legal experts, financial institutions, escrow companies, maintenance shops and regulatory authorities to ensure a seamless and hassle-free experience for buyers, minimizing potential delays and complications along the way.
Cost-Effective Solutions: While some buyers may be hesitant to engage a broker due to concerns about additional costs, the reality is that brokers often help buyers save money in the long run. By leveraging their industry knowledge and negotiation skills, brokers can steer buyers away from airplanes that are potential money pits and toward airplanes that have excellent maintenance pedigrees. Brokers are often able to secure favorable pricing and connect buyers to other experts in maintenance, insurance, and other essential services.
Peace of Mind: Perhaps most importantly, working with an airplane broker provides buyers with peace of mind throughout the buying process. From the initial search to the final closing, buyers can rest assured knowing that they have a dedicated professional by their side, guiding them every step of the way and ensuring a successful outcome.
While purchasing an aircraft can be a daunting endeavor, enlisting the services of an airplane broker can turn the journey into a smooth and rewarding experience. With their expertise, industry connections, and commitment to client satisfaction, brokers empower buyers to make informed decisions, secure the best possible deal, and embark on their aviation adventures with confidence. So, whether you’re in the market for a single-engine propeller plane or a luxurious corporate jet, consider partnering with an airplane broker to navigate the skies of aircraft acquisition with ease.
Texas Top Aviation, LLC has 10 years of experience helping our customers purchase amazing airplanes. We specialize in TBM, Piper PA46, Cirrus and Columbia aircraft, but have extensive knowledge about a wide variety of piston and turbine aircraft. Contact us today to discuss our services for your next airplane.
There is truth in the old adage that 99% of flying is routine while the remaining 1% holds the potential for events that cause those who fly to hold themselves above mere ground-bound mortals. My 37 years of military flying might have distorted that ratio a fair bit given the complexity of high-energy fighter aircraft and the uncertainties of combat, but rest assured we all earn our right to be proud of our wings every time we fly.
The requirement that a single-seat fighter pilot be able to handle rapidly evolving emergency situations and complex systems diagnosis sets a high bar for any who join that group. However, the lessons we learned and techniques we developed for making fighter aviation significantly safer than in yesteryear have direct applicability to general aviation.
Prioritization and compartmentalization are two important skills that every pilot should have. These skills amount to the ability to look at a complex problem, quickly determine the most critical elements, and mentally set aside those things that can wait so as to deal with highest priorities first. While this does not sound like rocket science, the art is in the doing!
The technique for dealing with the immediate onslaught of information, such as when that caution tone or caution light presents and different gauges or displays go haywire, provided the title for this piece.
All flight training will, at some point, involve what is called situational emergency procedures training, know to military aviators as SEPT. We do this type of training in a simulated cockpit that has all the dials and switches for our particular aircraft. None of the switches and dials do anything, some are just decals on a wooden dashboard, but the presentation allows the SEPT victim to reach for the appropriate switch or lever, while telling the instructor what and why they are doing so.
One of the most common mistakes new trainees make is that of trying to act too fast, before they have fully and correctly analyzed the situation at hand. Herein lies the titled technique. After blurting out a quick and incorrect answer, the instructor would admonish with: “rather than try to react instantly, maintain aircraft control, analyze the situation, then take appropriate action. The best thing you can do is to reach up and wind the clock. This will give your nervous energy some place to channel itself, while your brain takes in the full situation.”
Winding the clock might seem like an archaic notion, but, amazingly enough, even our most modern aircraft have the same clock we flew with as far back as the 1960s. The Waltham A-13A aircraft clock and timer is a wind-up device that only uses power to light up at night. Unless your emergency involved some type of catastrophic impact to the instrument panel, you could count on at least your clock to be functioning normally. Thus, reaching out and winding it was unlikely to cause any worsening of your evolving emergency and would distract your brain from the need to take some poorly-thought-out action, too quickly.
Now, in most aircraft there are a few emergencies that will require immediate, reactive actions. In fighters, we call these Boldface Emergencies. For each type of fighter, we memorize, to the letter, the few key actions that have to be instinctive, to prevent disaster. For all other emergencies, there is time to reach out and wind the clock while assessing all instruments and lights to fully understand your situation.
For your aircraft, know those Boldface or Critical Action Procedures, but for all other emergencies, take the time to maintain aircraft control, “wind the clock” while you analyze the situation, then take appropriate action.
Mike Hostage is a retired USAF pilot with 37 years of experience, flying a wide variety of aircraft. An instructor pilot for more than half of his 4800 flight hours, Mike is currently qualified in a Cirrus SR-22T and regularly flys his two homebuilt sailplanes.
