For a VFR or an IFR pilot, an unusual attitude can be one of the most dangerous situations to get into. That is one reason so many new autopilots are being developed with a level button. The concept behind the level button is if the pilot gets into a disorienting situation, press the level button and the autopilot comes on, holding the airplane in a straight and level pitch attitude.
What about all those planes without autopilots that have a level button? That’s who this article is for.
First off, what is an unusual attitude? The Airplane Flying Handbook on page 4-17 gives the following definition: “An unusual attitude is commonly referenced as an unintended or unexpected attitude in instrument flight.” The AFH also goes on to say that an unusual attitude in training has no defined bank and pitch parameters, but “for training purposes an instructor could place the airplane in a 30 degree bank with a nose up pitch attitude of 15 degrees and ask the student to recover and that would be considered an unusual attitude….”
We now have a basis from the FAA. VFR Pilots are now saying, “Oh, instrument flight, that doesn’t apply to us.” Not so fast. The Private Pilot ACS (and before it, the PTS) has a requirement for Basic Attitude Instrument Flying, including unusual attitude recoveries. Why? Because VFR pilots still inadvertently fly into IMC conditions and can get into an unusual attitude. Plus, a private, non-instrument rated pilot has a higher chance of not recovering from an unusual attitude since he isn’t used to relying on his instruments.
At each training event I do, whether it be private pilot training, a flight review, IFR training, transition training, or pretty much any kind of recurrent training, I like to do unusual attitude recoveries with my customers. It’s one of those things that the recovery procedure wanes over time since it isn’t routinely practiced solo (for good reason!).
I see people have the most trouble with the nose high unusual attitude recoveries. Let’s start with the recovery procedure, then I’ll discuss the common errors (notice that the nose high unusual attitude recovery procedure mirrors a stall recovery). Remember, this is in IFR conditions:
Breathe
Pitch Down to a level pitch attitude on the Attitude Indicator (or lower if the stall warning horn continues to go off)
Simultaneously add full power
Roll wings level
Flaps up and recover to a level pitch attitude if not there already
The order is important, especially the breathing part. What happens if a pilot goes straight into a recovery and doesn’t pause for a second or two to absorb what’s going on is the recovery isn’t executed properly.
Our brains see the wings banked and set off all kinds of alarms to roll the wings level first before doing anything else. Adding any kind of aileron input with the nose close to the critical angle of attack is a bad idea. You are adding adverse yaw (since you probably won’t be coordinated) and load factor which increases the stall speed. Then we all know that Stall + Yaw = Spin. That’s something that is best avoided in IMC.
We have to teach our brains to ignore the bank angle until the pitch and power come in. Once the airplane is far away from the critical angle of attack, then the bank can be rolled to neutral.
Let’s look at the nose low unusual attitude recovery. The order is still important on this one too:
Breathe
Power Reduce (to idle if necessary)
Roll Wings Level
Pitch up to a level pitch attitude
Add Power back to cruise
The theory with the nose low unusual attitude is your speed is accelerating. By reducing the power first, that helps reduce the load factor experienced when the pitch is increased. Same with rolling the wings level. Neutral bank is a lower load factor than some kind of a bank angle. We are trying to prevent overspeeding the airplane. The lower the load factor, the less of a chance we have to rip the wings off.
The most important step in either recovery procedure is to breathe first, allowing the brain to process exactly what is happening. That way, the proper recovery can be executed.
Whenever I get in an airplane with a pilot for recurrent training, I can assure myself that I will mention rudder usage more than once during the flight. If it is in a tailwheel (or if the pilot is doing tailwheel training), I’m going to mention the rudder a lot. How do I know this? Because basic rudder skills are actually one of the most difficult things to master in flying.
Let’s start simple. What does the rudder do? The dictionary definition is it controls the movement about the vertical axis of the airplane. If you stick a pole down through the CG of the airplane and rotate the airplane around that pole, this is the vertical axis. Looking at it another way, the rudder moves the airplane’s nose left and right. Keep this in mind as we move on.
Every pilot thinks about the rudder during the takeoff roll. Because of the torque effect, the pilot must add right rudder during the takeoff roll to stay on the runway centerline. Depending on the airplane’s horsepower, more rudder pressure is needed in higher powered airplanes. The problem usually shows up once the airplane gets in the air.
In the worst situation, after takeoff, the pilot will set both feet on the floor and completely disregard the rudder. Torque effect and now P-factor are continuing to cause the airplane to yaw left, causing the need for right rudder. With his feet on the floor, though, the pilot is allowing the airplane to yaw. It’s not terribly noticeable for him in the front seat, but the back seat passengers (especially in a six seat or larger airplane) are certainly feeling it.
One particular problem spot on the climb is the climbing left turn. In a climbing left turn, training says to add left rudder since it is a left turn (see below for the reasoning). But, since the airplane is climbing and therefore experiencing left yawing tendencies due to the aforementioned effects, the pilot needs to continue pressing the right rudder, though the pressure won’t be as much as in a straight climb. Watch the ball the next time you make a climbing left hand turn and it’ll make a believer out of you.
I find only a handful of pilots are this egregious. Most pilots have rudder problems in turns and in turbulence. We’ll tackle turns first. As we all learned when we first started flying, due to adverse yaw, a pilot must add rudder in the turn’s direction. Again, this isn’t usually where the problem shows up. During the rollout is the problem area.
Let’s take a turn to the left. The pilot rolls in, adding left rudder, arrives at his heading, then begins to roll out with the ailerons. Left adverse yaw is now being experienced and right rudder is needed to smoothly transition back to level flight. Need some visual assistance? Watch the nose the next time you make a turn. If you are working the rudder properly, the nose will pivot on one point in the horizon. If you aren’t using the rudder properly, the nose will draw a U shape on the horizon. Try making some turns without rudder, see what it looks like, then use the rudder properly. You’ll notice a big difference.
Finally, let’s talk turbulence. As we all know, turbulence in the hot summer afternoon is quite pronounced. When the airplane experiences a bump, it usually doesn’t bounce straight up in the air. There is usually some kind of rolling motion involved. As the pilot corrects this rolling motion by moving the ailerons, adverse yaw is experienced (just like rolling into and out of a turn that we talked about above), so rudder is needed. There isn’t a need to stomp on the rudder or you’ll cause the airplane to severely yaw in the other direction, but rudder pressure is needed.
Final approach is where this gets most pilots. By controlling the nose and not allowing it to move around on final by using the rudder, this will make your approaches a little more stabilized leading to a more successful landing.
Feeling lost when it comes to the rudder? Ask your instructor the next time you go fly to do some rudder exercises. Most instructors don’t emphasize these basic stick and rudder skills which leaves pilots lacking as they move on in their aviation lives. So make it a point to do some basic rudder work the next time you fly with your instructor.
Whenever I get in an airplane with a pilot for recurrent training, I can assure myself that I will mention rudder usage more than once during the flight. If it is in a tailwheel (or if the pilot is doing tailwheel training), I’m going to mention the rudder a lot. How do I know this?…
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.
Give the PopSocket a try.
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…
Figuring out the pattern altitude at an airport should be pretty simple, right? But, in this day of helpful technology, most pilots actually get it wrong. How can you always get it right? Well, it just takes about an extra 15 seconds. Here’s how.
John Wayne Airport Traffic Patterns
As outlined in the Aeronautical Information Manual, section 4-3-3, “traffic pattern altitudes for propeller-driven aircraft generally extend from 600 feet to as high as 1,500 feet above the ground.” Further, in the Pilot’s Handbook of Aeronautical Knowledge on page 13-10, it states: “1,000 AGL is recommended pattern altitude unless established otherwise.”
Okay, so for piston driver’s, we’ve got it narrowed down to 1,000 AGL (Above Ground Level for those who don’t like acronyms). But wait! There’s that very important phrase at the end of the last quote: “unless established otherwise.” That means not all airports have traffic pattern altitudes of 1,000 AGL, or else they wouldn’t put that line in there!
How do you find out what the TPA (Traffic Pattern Altitude) is for a certain airport if it’s not 1,000 AGL? Great question! Your first guess is probably to look on Foreflight. Though this is a good start, it is not the full answer.
Let’s use an example. Look up KAQO, the Llano Airport on Foreflight. At the top of the page, the airport elevation is stated as 1,101′ MSL and the pattern altitude is stated as 1,902′ MSL. From what we just learned, 1,902′ MSL is not 1,000 AGL, so is 1,902′ MSL otherwise established?
On the Airports page with KAQO pulled up, tap the A/FD tab, second to last on the left. Scroll down to Llano Muni. Read the whole entry. Does it state in the entry that pattern altitude is different than 1,000 AGL? It sure doesn’t. So, because it is not otherwise established, pattern altitude at KAQO is 2,102′ MSL not 1,902′ MSL.
Where did Foreflight get that? I have no idea. Too often, though, pilots look at the Foreflight pattern altitude and don’t actually check the Airport Facilities Directory (A/FD). Then, they get the pattern altitude wrong.
What does it look like when pattern altitude is otherwise established? Look up KSGR, Sugar Land Regional, on your Foreflight app. Foreflight states the elevation as 82′ MSL and the Pattern Altitude as 1,000′ MSL. Is this correct? Well, tap that A/FD button again and let’s find out.
On the second line of the A/FD entry, it says TPA-See Remarks. Down in the remarks section, we find the following:
TPA-1000 (918) single engine piston acft, TPA-1500 (1418) for twin and turbojet acft, TPA-500 (418) for helicopters within 2NM.
Foreflight got it right this time for single engine pistons, but if you are in a twin, the pattern altitude is different. What’s the lesson here? Always check the A/FD and don’t always go by what Foreflight says. The A/FD is always right and usually has a little more detail to help set you straight.
One last thing. Both the AIM and the Pilot’s Handbook of Aeronautical Knowledge, when talking about pattern altitude, state, “When operating at an airport, traffic pattern altitudes should be maintained unless otherwise required by the applicable distance from cloud criteria in…section 91.155.” 91.155 defines basic VFR weather minimums. So, to fully interpret what the AIM is saying, we have to take into account the type of airspace we are in to determine if we can safely and legally operate at pattern altitude at a particular airport.
For example, let’s say we are at KCVB, the Castroville Airport. Pattern altitude there is 1,602 feet, which is 829 AGL. CVB is Class G airspace up to 700 AGL, then Class E above that. Let’s say there is a 700 AGL broken cloud layer. Pattern altitude is 829 AGL, so you won’t be able to get up that high with a broken ceiling. What altitude can you do pattern work at to stay legal?
Class G VFR weather minimums during the day below 1,200 AGL is 1 SM visibility and clear of clouds. So, legally, you could fly at 699 AGL (which at CVB would be 1,472 MSL) while in the pattern and be legal. Safe? Maybe, but probably not if you are skimming the base of the clouds. Is 1300 MSL a safer pattern altitude in this example? Well, that is 527 AGL, so probably not, since towers tend to stick up that high sometimes.
Let’s go back to KSGR and put a 1,000 AGL overcast ceiling there. SGR is Class D airspace and we already determined pattern altitude there was 1,000 MSL for piston singles. VFR visibility and cloud clearance requirements in Class D airspace are 1,000 feet above clouds, 500 feet below clouds, and 2,000 feet horizontally from the clouds with 3 SM visibility. In order to stay 500 feet below the clouds, you would be flying a 582 MSL pattern. Safe? Probably not, though it is legal.
To summarize, don’t take Foreflight’s word for pattern altitude. Cross reference the A/FD (it only takes 15 seconds at the most) to verify. If it’s cloudy, it’s really best to stay on the ground, but if you want to find out your legal pattern altitude with a cloud deck, cross reference 91.155. I don’t recommend flying below pattern altitude because it is there for a reason.
Figuring out the pattern altitude at an airport should be pretty simple, right? But, in this day of helpful technology, most pilots actually get it wrong. How can you always get it right? Well, it just takes about an extra 15 seconds. Here’s how. As outlined in the Aeronautical Information Manual, section 4-3-3, “traffic pattern…
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.
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…
As far as I knew when I woke up, October 26, 2016 would be an ordinary day for me. It was a Wednesday, and I was scheduled to fly our Company’s BE58 Baron on a charter from Wings Field (KLOM), a non-towered airport just north of Philadelphia, to Pittsburgh International Airport (KPIT) and spend the day there waiting for my 3 passengers to finish up their meetings. The plan was to fly them back to Wings that evening and then make the short hop back to home base at Lancaster, PA. (KLNS).
It was a flight that I had done countless times, and I was comfortable with the airports, the passengers, and the airplane. Everything went smoothly that morning and my short flight from Lancaster to Wings was uneventful. I even made it there in time to spill coffee all down the front of my pants before my passengers arrived. The weather was clear, calm and beautiful as we loaded into the Baron and the sun was just starting to come up as I taxied toward runway 24 for departure. I was departing VFR and had an IFR plan on file which I intended to pick up with Harrisburg Approach once we were airborne. According to my calculations, I was on schedule to be drinking my coffee at the Pittsburgh FBO right around 8:30.
At 7:05, I advanced the throttles for departure. A few moments later, I received a very unpleasant surprise. I was quickly approaching rotation speed when 2 deer ran onto the runway directly in front of the aircraft. It was still dark enough that I was relying on my landing/ taxi lights to illuminate the runway for take-off. As a result, I was unable to see the animals before it was too late. I don’t remember making a conscious decision to pull back on the yoke, but it was that or plow directly into them at about 85 knots. I pulled up as quickly as I could and the airplane rotated immediately. A fraction of a second later I heard and felt a sickening THUD.
There was no doubt that I had hit one of them, but, somewhat unbelievably, the airplane was climbing as though nothing had happened. I put the nose down to get the airspeed back up and began to try and piece together what damage the airplane had sustained. Based on the noise and the feeling of the impact, my suspicion was that I had hit the deer with the left main landing gear. A review of the instrumentation showed no abnormalities and the airplane was behaving normally, so I didn’t suspect any damage to the airframe/ flight controls. I couldn’t see anything out the windows that looked unusual, and somewhat unbelievably I still had 3 green lights.
After gaining a safe amount of speed and altitude, I turned around and told the passengers that we had hit a deer. It was obvious that we had hit something and I was sure that they wanted to know what was going on. Then, I checked all my indications again and satisfied with what I was seeing, tried to bring up the landing gear. No dice. When I pulled the gear lever to the up position, the master “GEAR UP” warning light came on and I got a horn. There was never any change in the 3-green indication and the gear motor never came to life at all.
At this point it was obvious that, minimally I was going to have to divert to Lancaster and have the maintenance guys look at the airplane to see if anything was broken. I figured that they would either give me the green light to continue or I would just jump into one of our PC12s and complete the trip while they worked on the Baron.
The landing gear’s refusal to come up was my first indication that there was substantial damage. I set course for Lancaster and called our Chief Pilot. After explaining the situation to him, we agreed that KLNS was the best option and that he would let the maintenance guys know that I was coming.
The logic was that proceeding to Lancaster would allow a visual check of the landing gear by maintenance people as well as the tower and result in the safest outcome if an emergency landing were required. Lancaster would likely have better services available in terms of emergency responders and, not to mention, I was fairly certain that there was a dead deer on the only runway at Wings that I didn’t feel like hitting for a second time. In addition, the relatively long runway at Lancaster combined with light traffic at that time of day made it the ideal option to divert to.
I again turned around to brief the passengers. I told them that we were going to have to make precautionary landing before continuing to our intended destination and that I would be performing a few low passes for the tower.
Due to the drag from the landing gear, the flight to Lancaster seemed to take forever. The long cruise home, however, gave me time to try and reach someone on the ground at Wings in hope of having the runway inspected and cleaned off before other traffic tried to use it. After several attempts to raise anyone on the Unicom/ CTAF frequency, I called Philadelphia Approach for help instead. Philly answered right away and I explained to them what had happened. I requested that they call over to Wings on the phone or send someone out to check the runway. They told me that they would get it done and asked if there was any other way that they could assist me. I told them I was headed to Lancaster and that I appreciated their offer, but didn’t require any further assistance. I then switched over to Lancaster Tower and let them know that I was about 15-20 minutes out, but I would need to perform a couple of passes to have them check my gear. The tower cleared me for a low approach over runway 26.
I arrived at LNS at about 7:30. I performed my first low pass by the tower, not really expecting anything to appear out of place. I figured I had bent something or damaged the squat switch, but not much more. I climbed to pattern altitude and awaited the good word. Shortly after the fly-by, Tower reported that the left main gear didn’t appear to be down and locked. They suggested that I make another pass. The airport maintenance personnel chimed in, reporting the same. We had just started discussing whether cranking the gear a little by hand might help when Philly approach called the Lancaster tower on the phone.
Philly informed Lancaster that someone had inspected the runway at Wings and found the left main strut and wheel in the grass. I quickly concluded that cranking the gear down probably wouldn’t help!
This was found in the grass by the runway at Wings Field
The gear door and strut after the accident.
If you think about the fact that I hit the deer with the wheel, but it didn’t hit the gear door, it becomes apparent just how close the airplane was to clearing the animal completely.
Andrew Robinson is an airline pilot for Piedmont Airlines. He is a former 135 Charter Pilot and flight instructor who lives with his wife and 2 daughters in Pennsylvania. He instructs in Beechcraft Bonanzas.
As far as I knew when I woke up, October 26, 2016 would be an ordinary day for me. It was a Wednesday, and I was scheduled to fly our Company’s BE58 Baron on a charter from Wings Field (KLOM), a non-towered airport just north of Philadelphia, to Pittsburgh International Airport (KPIT) and spend the…
MMOPA announced the location for the 2022 MMOPA Convention. The 2022 Convention will be in Tucson, Arizona and will take place September 29th-October 2nd, 2022. The JW Marriott Starr Pass will be the host resort.
Thursday, September 29th will kick off the convention with a safety event for pilots and companions, lunch with exhibitors, and the return of the charity golf tournament.
Friday, September 30th and Saturday, October 1st will be when all the classes and seminars that make the MMOPA convention great are held. The Friday dinner will be at an aviation themed spot in Tucson while the annual auction and black tie affair will be Saturday night.
Stay tuned to the event details page on the MMOPA website to see when registration is opened.
MMOPA announced the location for the 2022 MMOPA Convention. The 2022 Convention will be in Tucson, Arizona and will take place September 29th-October 2nd, 2022. The JW Marriott Starr Pass will be the host resort. Thursday, September 29th will kick off the convention with a safety event for pilots and companions, lunch with exhibitors, and…
