Scud Running

ByHank Gibson

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.

Scud Running

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?

Still not convinced?  Read this pilot’s experience from AOPA.

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  • Determining Pattern Altitude

    ByHank Gibson

    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.

    Traffic Pattern
    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.

  • A Flying Car in the Future?

    ByHank Gibson

    EAA Airventure at Osh Kosh always draws great innovators every year, leading the aviation consumer to discover something new and different.  Flying cars have always been a dream for the everyday pilot.  Why not fly to work?  Why not park the plane in the parking lot?  Why not drive from the runway onto the freeway?  All excellent questions!

    Samson Switchblade Driving

    Well, Samson Motorworks is trying to make those dreams a reality.  Samson’s Switchblade flying car is in the (hopefully) finally stages of development this summer.  The company expects to be able to conduct test flights early next year, then begin selling the experimental kit.

    The Samson Switchblade will be in the Experimental category, but Samson has a builder assist program that only adds $20,000 to the final cost of the kit.  The total price of the kit, which comes 49% completed and only takes 3 weeks to complete with the builder assist program, comes in at $140,000.  That includes the engine, avionics (it’s equipped with Dynon’s 7″ Skyview glass panel display, a Dynon radio and transponder, a Dynon intercom, a Dynon AOA, an iPad mini, and an ADS-B GPS), and the builder assist program.  Similar to a Cirrus, it is also equipped with a Ballistic Parachute Recovery system.

    The Samson Switchblade has several different engine options, including a supercharged, liquid cooled, V-4 similar to a Corvette engine that will produce 190 HP.  Max cruise in the air should be around 170 knots.  The Switchblade will hold 30 gallons of mogas, burn 9 GPH in the air, and get 35 mpg on the ground.  The gross weight will be 1,750 pounds.

    How does the car to plane transition happen?  Samson has developed a fly by wire system to retract the rudder down while the car is in drive mode.  The wings use a mechanical linkage to fold up into the belly.

    Samson Switchblade Flying

    There are several different packages for the Samson Switchblade:  the Snowbird, the Aurora, and the Trek options.  Details can be found on Samson’s website.

    I, for one, will be keeping an eye on the freeways next summer to keep an eye out for cars sprouting wings.  No more traffic jams!

  • Dallas Airspace Changes

    ByHank Gibson

    As was the case with the Class B Airspace around Houston several months ago, the Class B Dallas airspace has been overhauled as well.  These changes were implemented at the last database update on September 18th.  If you’ll be flying into any of the Dallas airspace airports IFR, make sure you have current charts and your GPS databases are updated.

    According to AOPA, 14 SIDs and STARs were deleted, a number of new procedures were added, and changes were made to most of the other remaining procedures.  The new procedures in the Dallas airspace consist mainly of RNAV procedures for turboprops and jets, so most GA aircraft won’t be affected by those.  The legacy procedures that remained in place over went changes, including new frequencies, so piston aircraft going into the Dallas airspace are still affected.

    From AOPA, departures from Dallas Love (KDAL) that file their flight plan with special equipment /G in their flight plan will automatically be given an RNAV departure procedure.  This does not appear to affect piston aircraft as all the new RNAV SIDs in the Dallas airspace are for turboprops or turbojets.

    The reason for the changes to the Dallas airspace?  Similar to the changes in Houston, these airspace changes are meant to streamline departures and arrivals in the Dallas airspace area, reduce controller workload, and give continuous descent angles for arriving high altitude traffic.

    Don’t be surprised the next time you are in the Dallas airspace area if you receive a clearance that states:  “Descend via the arrival.”  In that case, just check the chart and aim for the appropriate altitudes at the appropriate fixes.  As we move closer to the ADS-B requirement, I believe we will see more and more of these terminal procedure overhauls, so be prepared and keep those charts and databases up to date.

  • Have You Got Your FAA WINGS?

    ByHank Gibson

    The FAA started their Pilot Proficiency Award Program (commonly known as FAA WINGS) in 1996.  It is run by the FAA Safety Team, or the FAASTeam.  The intent of the program was, and is, to “improve the nation’s accident rate by conveying safety principles and practices through training, outreach, and education” (taken from faasafety.gov).  The FAA WINGS program, free of charge, encourages pilots to pursue recurrent training to enhance their overall knowledge of all the aspects of aviation.

    FAASTeam Logo FAA WINGS

    The FAA WINGS program has evolved over the years, but with the current structure, pilot’s accomplish tasks, both knowledge and flying, for credit that adds up to the equivalent of a flight review.  Pilot’s must accrue three knowledge credits and three flight credits to complete a phase, and each phase acts as a flight review.

    FAA WINGS has three levels, the basic, advanced, and master level.  Under each level, you accomplish different phases.  The basic level is “designed for pilot’s [desiring] a higher level of proficiency than … a normal flight review” (faasafety.gov).  The flying tasks in the basic phase are based on the private or commercial pilot PTS, depending on the airman’s certificate level.  The knowledge courses revolve around many different areas, all of which can be viewed on the FAASafety Team’s website.    Most are free, but there are some courses that have a cost associated with them.  In the advanced and master phases of the FAA WINGS program, the tasks have higher standards, challenging pilots to hold themselves to those higher standards.

    One unique aspect of the FAA WINGS program is the opportunity to attend a safety seminar for credit. Throughout the year, there are many different safety seminars that take place in the different FSDO areas. The FAA WINGS seminars range from a study of accidents, to GPS usage and anything in between.  You can even get FAA WINGS credit for attending the Bonanza BPPP or the Cirrus CPPP programs.

    As an instructor, I highly recommend to all my customers to enroll in the FAA WINGS program and use it. This keeps pilot proficiency at a high level, which in turn keeps safety at a high level as well.  Plus, you get to learn a lot too!

    If you’d like to enroll in the FAA WINGS program, visit faasafety.gov to create an account.  Then, find a good instructor and start working on those phases!

  • Flying the Hudson River Corridor

    ByAndrew Robinson

    Ever since I moved out to the Philadelphia area, the Hudson River corridor in New York City has become one my favorite places to fly. It’s hard to overstate the beauty of the city from low over the river. Every time I have a family member or friend come to visit, I try and take them over to see the city from the air.

    Each time I fly up the river I can’t believe that we are actually allowed to do so, flying below the tops of the buildings and close enough that you feel that you could reach and out touch them. The draw back to the Hudson River Corridor is that it can be busy, intimidating, and confusing. However, with some reading and preparation, the Skyline flight is easy to do and extremely rewarding.

    Having the right weather is an important first step. The second step is try to arrive during ideal lighting conditions. If possible, select a smooth, calm day to make it easier to maintain a track down the correct side of the river. I always try and target arrival at the city around sunset. The view is spectacular any time of day, but having the lights from the city while the sun is just setting gives the best viewing. I’ve also flown over and done the whole flight after dark, which is always spectacular.

    View of the World Trade Center

    The first method of flying the river is to utilize VFR flight following. If the controllers aren’t too busy, they will provide advisories to aircraft that request the Skyline. The nice thing about doing it this way is that the controller will clear you into the NY bravo airspace and keep you above the traffic flying the Skyline in the VFR corridor below. This is the method that I have always preferred as I enjoy the added benefit of the traffic advisories and it’s nice not to worry about position reporting on the radio.

    If you want to get flight following, head toward the corridor and request the Skyline route with NY Approach. (Remember to stay clear of the Bravo until you’re cleared in!) Once you’re cleared into the Bravo and approaching the corridor, they will hand you off to Newark/ LaGuardia Tower for traffic advisories over the river. I like to approach from the south and ask for a 180 over the George Washington Bridge. This allows me to fly past the city a second time before exiting the corridor over the VZ (Verrazano Bridge) and heading back toward home.

    In red is the path I typically fly. I descend to 1400’ and fly toward the APPLE intersection picking up the shoreline around Staten Island and hugging it until crossing the middle of the VZ. Newark normally clears me into the Bravo at 1400’ or 1500’ to fly up the corridor.

    Pros:

    • Better traffic Awareness
    • No position reports

    Cons:

    • Flying slightly higher reduces the view
    • If the controllers are busy, they may deny your request for advisories  
    • Can be intimidating to talk to NY Approach/ Newark/ LaGuardia 

    The other option is to fly in the VFR corridor. If you want to do it via this method there are just a few things you need to make sure you’re familiar with before you go. When in the VFR corridor you’ll need to make required position reports on a CTAF frequency. Make sure that you have the proper charts and have studied pictures of the landmarks so that you know what you’re looking for. I tend to plan on this as a backup in the event that the controllers won’t give me advisories.

    Pros:

    • Doesn’t require talking to controllers/ class B clearance
    • More freedom to select altitude and routing as desired

    Cons: 

    • Less traffic awareness
    • Required position reporting

    All the requirements and guidelines for flying the corridor can be found on the back of the NYC TAC chart. Any pilot flying the river is required to have one of these or a NYC helicopter route chart on board. If you’re using Foreflight, look in the Documents section under FAA Fly Charts and select the NYC TAC chart in order to read the back of page.

    Below you’ll find examples of the diagrams/ instructions printed on the back of the NYC TAC charts.

    You can see the traffic flow requires northbound airplanes to hug the east side of the river, while the southbound traffic stays on the west side. The VFR reporting positions (listed from North to South) are: Alpine Tower, George Washington Bridge, Intrepid aircraft carrier, Goldman Sachs (clock), Statue of Liberty, VZ (Verrazano Bridge). Each position report should include aircraft type, position, direction, and altitude.

    Other things to be aware of:
    NYC is always a hotspot for TFR’s. There are often TFR’s for baseball games or presidential movements so make sure to check before you head that way. Additionally, there is a speed restriction in place of 140 kts, though I’m not sure why anyone sightseeing would want to go that fast anyhow.

    I realize that all of the procedures and restrictions can be overwhelming, but with the proper preparation, the Hudson Skyline is one of the most incredible places in the world to operate an airplane. There are a lot of things that are easy to get excited about that don’t live up to expectation, but this isn’t one of them. I’ve never taken anyone to the river that wasn’t impressed by what they saw and that’s why I plan to keep going back.

    About to cross the VZ looking north toward the city

  • AOPA’s Emergency In Person Seminar

    ByHank Gibson

    Courtesy AOPA.org

    We spend time training for them, but real-world emergencies are rare enough that it’s easy to get complacent. They don’t always happen to “other pilots,” though, and preparation can make a big difference when things don’t go as planned:
    • What if you lose 500 rpm during takeoff, but the engine is running smoothly?
    • What if the ammeter drops to zero during a flight in IMC?
    • What if your left aileron develops a strong vibration in flight?
    Our new seminar is full of expert tips on handling those “up here, but wishing you were down there” scenarios. We focus on how to keep abnormal situations from becoming full-blown emergencies, offer advice on keeping critical problems under control, and give our best advice on off-airport landings.

    Find an AOPA Emergency Seminar near you!

    • Monday January 11, 2016-The Woodlands Waterway, 7pm-9pm
      • 1601 Lake Robbins Drive, The Woodlands, TX 77380
    • Tuesday January 12, 2016-Wyndham Houston West, 7pm-9pm
      • 14703 Park Row Blvd., Houston, TX 77079
    • Wednesday January 13, 2016, Holiday Inn San Antonio Airport, 7pm-9pm
      • 77 NE Loop 410, San Antonio, TX 78216
    • Thursday January 14, 2016, Omni Austin Hotel at Southwark, 7pm-9pm
      • 4140 Governor’s Row, Austin, TX 78744

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