AircraftOwner Online

 

You’ve just enjoyed a relaxing day at the beach with your family and are preparing for the flight home in your winged SUV. You arrive at the airport just as the sun is beginning its descent toward the horizon, highlighting shafts of rain falling from dark clouds in the western sky. Eager to get airborne before things get hairy, you forego a visit to the weather computer in the pilot’s lounge, and instead pull your cell phone out of your pocket and dial Flight Service for a briefing as you load the lawnchairs and sump the tanks.

 

While such multitasking may be efficient and prudent in certain preflight situations, a smart pilot should never miss an opportunity to look at the weather picture online, especially when there is any chance of encountering conditions that exceed your personal minimums. Flight Service specialists can provide you with the information you need to make an educated launch decision, but the fact remains that a telephone briefing involves one fallible human being viewing, interpreting, and verbally describing data to another. Unless the briefer is a particularly talented communicator and the pilot is a sharp listener who is able to develop a mental picture of what’s being said there are plenty of opportunities for critical details, such as the location and relative movement of weather systems, to get lost in translation.

 

The key to obtaining a legal and smart briefing is to first use available Internet resources to develop a three-dimensional understanding of what to expect during the trip. Then, a Flight Service specialist can supplement your online briefing and help you make decisions by discussing any questions you may have about what you see on the screen and by providing local area knowledge if you’re traveling in an unfamiliar region.

 

Briefing Basics

Before we explore how to get a weather briefing online, let’s review what a briefing is and what’s required of the pilot. Title 14 Code of Federal Regulations section 91.103 states, “Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight.” All available information, a wide swath of data, must include weather reports and forecasts for an IFR flight or any flight “not in the vicinity of the airport.” This regulation does not state specifically how the pilot should obtain this information or from what source, but the FAA’s Aeronautical Information Manual (Chapter 5, Section 1-1, Preflight Preparation) provides pilots with guidance.

 

FAA Order JO 7110.10U, Flight Services, describes the FAA’s responsibility for providing official weather briefings to pilots. In this context, a briefing is “the translation of weather observations and forecasts, including surface, upper air, radar, satellite, and pilot reports into a form directly usable by the pilot or flight supervisory personnel to formulate plans and make decisions for the safe and efficient operation of aircraft. These briefings shall also include information on NOTAM, flow control, and other items as requested.”

 

The FAA has established agreements with three private companies that are authorized to provide official briefings to pilots: Lockheed Martin Flight Services (AFSS, via telephone at 800-WXBRIEF); Data Transformation Corporation, or DTC (via the Internet at www.duat.com); and Computer Sciences Corporation, or CSC (www.duats.com). The term Direct User Access Terminal Service (DUATS) refers to either the DTC or CSC product, both of which allow a pilot to access FAA data (via HTTP or Telnet) to obtain weather and aeronautical information and to file, amend, and cancel domestic IFR and VFR flight plans.

 

Getting Weather Online

To get an online weather briefing, sign up for a free user account on either the CSC or the DTC DUATS Web site, or try them both and see which one you prefer. Because they are independent companies, their Web sites each have a unique look and feel, but they offer the same required information. There are also many commercial products and Web sites—even a few iPhone applications—that can access DUATS electronically to obtain an official weather briefing, and display the information in both text and graphical form. Some of these Web sites may charge subscription fees, but as the old saying goes, you get what you pay for—and sometimes, you may get less. The choice is yours.

 

The Aviation Digital Data Service (ADDS) Web site (http://adds.aviationweather.noaa.gov), maintained by the National Weather Service, does not offer an official pilot-briefing product but does provide an excellent way for pilots to view current weather conditions and forecasts, pilot reports, radar and satellite images, and icing probability graphics. The ADDS online tools serve as an excellent supplement to the textual weather information delivered by DUATS. You can, however, view “unofficial” graphical versions of each of the standard briefing required elements at http://aviationweather.gov/std_brief. One of my favorite features of ADDS is the interactive METAR Java tool (http://aviationweather.gov/adds/metars/java). Use your mouse to draw a box around the section of the map that you’re interested in, and the page will reload with a new

map based on your selection with METARs plotted for each airport. It’s a quick and easy way to see where VFR conditions exist, as well as the strength and direction of the surface winds. You can also click on the TAFs box to overlay Terminal Area Forecasts on the map.

 

When your briefing includes an AIRMET for icing along the route, check out the Supplementary Icing Information products on ADDS, which include the Current Icing Product (CIP) and Forecast Icing Potential (FIP) product. These color-coded maps can provide additional clues about the likelihood of encountering icing conditions at various altitudes. Pilots can use this site in concert with the upper air temperature and dew point plots available at http://rucsoundings.noaa.gov. This Web site can seem a bit daunting if you’ve never used it before, so, if you’re a newbie to the Web site, scroll down to the bottom of the home page and click on the link for the tutorial.

 

Needling Through NOTAMs

Depending on what sort of mood you happen to be in at the moment, reading through the pages of NOTAMs that are included in a typical DUATS standard briefing can either be an opportunity to learn or the catalyst for a headache. Most people within the aviation industry agree that the NOTAM system is badly in need of an overhaul, and the good news is that the FAA is actively working on a better solution.

 

Meanwhile, pilots who use DUATS to get a briefing online need a strategy for filtering out the nuggets of NOTAM that are potential deal breakers for a flight—such as NAVAID or GPS outages. Here’s what I do. I cut and paste the entire text of my standard briefing output into a text editing document, and then do a search for the names of the airports, NAVAIDs, and airways that define my route of flight. This method reduces the likelihood that I’ll miss something in a straight visual scan of the text, and also allows me to delete NOTAMs that I determine are irrelevant. Remember that you can also limit the number of non-applicable NOTAMS by tailoring the width of the route when you request weather-briefing data.

 

Another way to get the same information in a more user friendly way is to visit the FAA’s NOTAM Web site, PilotWeb (https://pilotweb.nas.faa.gov/PilotWeb). PilotWeb is an official FAA Web site, but it does not provide a complete briefing including weather (though there are links to weather sites including ADDS). While the PilotWeb information may be considered reliable, the Web site does contain a disclaimer pointing pilots to Flight Service for official data.

 

I normally visit PilotWeb the day before I plan to depart on a cross-country flight to find out if any NAVAID or other facilities are unusable, or if any Temporary Flight Restrictions (TFR) are expected along my route. If I see something potentially problematic, it gives me extra time to develop an alternate route or, in the case of a large TFR, to modify my departure time. You can also visit the FAA’s Graphical TFR Web site (http://tfr.faa.gov) to read the textual description of a TFR, and view its lateral limits overlaid on a sectional chart or custom map.

 

Bringing It All Together

Flying was arguably much simpler back in the days before the Internet, GPS, multifunction cockpit  displays, and roaming presidential TFRs. With information comes complexity, but also choice and, if used properly, increased safety. The FAA’s increasingly broad use of the Internet to disseminate weather and other information is an indicator that the days of the teletype machine are long gone. Pilots should know how to get a weather briefing online and how to find supplementary information on trusted Web sites. Still, sometimes there is just no substitute for a one-on-one conversation with a trained and experienced human being—so make sure AFSS is programmed into your cell phone’s speed dial.

 

Meredith Saini is a flight instructor and active general aviation pilot in the Washington, DC, area.

     Sometimes you find reminders and lessons in the natural world which provide lessons or reminders for you in your own life. Such was the case with me and a family of Robins just last month.

 

    The Robins have found the prefect place to build their hangar home on a protected ledge on the front porch of our house. I enjoyed watching the hangar construction progress and subsequent growth and development of four new flyers. They began their flight training just two weeks after hatching. This set me to pondering just how much flight training was necessary as a percentage of their life expectancy.

 

    My curiosity thusly piqued, I began my research. Turns out, the life expectancy of your typical Robin is roughly 6 years (in case you are curious, the oldest know wild Robin lived nearly 14 years). The flight training for the fledgling Robins on my porch was just under two weeks. That was from their first solo until they did a self checked out and left the hangar area for good.

 

    Assuming the average American has a life expectancy of 80 years, converting the Robin-to-human years, the fledgling pilots’ training took the human equivalent of just under six months – a surprisingly comparable number – and those Robins were born to fly. Six months is a very reasonable time period to earn a private pilot’s license so it seems we were also born to fly.

 

    After coming to that conclusion, I also came to the realization that once a Robin solos, practice comes pretty much automatically. Flying around the yard, they reminded me that the summer flying season is here – and that I needed to get out and do some practicing myself.

 

    So, this weekend was dedicated to getting some practice and training in preparation for some serious flying I plan to do this summer. I pulled three aircraft out of the hangar and dedicated Saturday, Sunday and Monday to flying. Saturday was tail dragger day with several hours of flying in the Fairchild PT-23. This included numerous landings in crosswinds on both grass and concrete. After that, I could not resist pulling out another PT for some fun flying with my
wife Suzanne, and fellow pilot’s Jim Obowa and Paul Hodapp.

 

    That Sunday, I pulled the Husky on amphibs out and did takeoffs and landings on several lakes and a fast running river. This practice also included docking, sailing, step taxing, turning on the water in the wind and the like. On Memorial Day, I was ready for some serious training.

 

    Last month, while the Robins were growing, I purchased a used Beech Barron. My good friend and veteran flight instructor, Nickoli Pontecorvo has just come up from Key West to ANE on a ferry flight. Nick has thousands of hours in the Baron and agreed to give me a day of dual and a checkout, including my BFR and Instrument Proficiency Check in the Baron. It went well, but with Nick running me through the ringer, I sometimes felt like one of those newbie Robins flapping around in the air.

 

    If you fly several different types you know how important it is to be competent in each of them. Systems vary, techniques vary and knowing how to finesse each one also varies. The only way to stay up to speed is to get out and fly the aircraft and be constantly practicing. I would also be remiss if I didn’t add – and use a checklist. Everyone forgets something now and then and it is no different in the cockpit.

 

    Every summer I pledge to do at least as much flying, if not more, than the summer before. This summer is no exception. I hope to get to more fly-ins and more aviation events than ever. Hopefully I will get to see you there. In the mean time, let’s get out there, practice our techniques and fly somewhere – there are only so many Robin years to go!

 

It’s often said, “Imitation is the sincerest form of flattery.” When it comes to improving rotorcraft safety, this is certainly true. The model followed is the Commercial Aviation Safety Team (CAST); the follower is the International Helicopter Safety Team (IHST).

 

The helicopter community came together in 2005 to form the IHST, whose sole purpose is improving helicopter safety. The seminal meeting was the first International Helicopter Safety Symposium (IHSS), hosted in Montreal by the American Helicopter Society International (AHS), Helicopter Association International (HAI), and AHS Montreal/Ottawa Chapter. At this meeting, participants made a compelling case for change. For instance, the worldwide number of helicopter accidents has remained relatively constant at around 600 per year. The United States, which comprises about half of the worldwide fleet of rotorcraft, accounts for about 40 percent of the annual accidents—or about 180-200. Based on these numbers and the desire to do better, participants achieved agreement to form the IHST.

 

Early on, the IHST membership strongly agreed that work to improve helicopter safety must follow three basic tenets that are so successful with CAST:

 

- Solutions must be data driven, i.e., based on actual accident data.

- Helicopter community stakeholders must perform the analyses.

- Performance of recommended safety improvements must be measurable.

 

The key to success is examining and understanding accident data. For example, two thirds of the 2001 U.S. accidents were in part 91 operations. The majority of these accidents occurred during personal/private flying and instructional/training operations, with EMS operations in a not-too-distant third place. Based on the data, we know the top accident categories were loss of control, auto rotations, and system-component failures. The main causes were attributed to poor pilot judgment and actions, lack of safety management systems, and inadequate pilot situational awareness.

 

This tells us we can do better. IHST, which includes international partners and members from helicopter operators, manufacturers, maintenance organizations, as well as regulatory and accident investigation agencies, set an ambitious goal: Reduce all helicopter accidents by 80 percent by 2016.

 

The IHST approach is working. Here’s how. IHST has one group that analyzes accident/incident

data and another group that develops prioritized interventions based on the data analysis. The worldwide data reviewed includes the full range of helicopter design types—from small reciprocating engine helicopters to large multi-engine turbine types. The analysis team also addresses the varied missions flown by helicopters in conjunction with the wide spectrum of operators, from single helicopter operators to large companies with complex organizations.

 

We’re finding common themes across the community. We are close to developing the ten top accident causes/causal areas, which, in turn, will help us focus our intervention strategies. Here’s an example. We already know there are too many accidents involving helicopters that provide emergency medical transport. Yet, further study shows that the accidents are more frequent during the repositioning of the helicopter, not during the actual transport of the patient to the hospital. This is a crucial piece of information in designing the intervention that will make the biggest difference for safety. For one, it focuses our attention on the existing regulations and the need for implementing a safety management system and risk management procedures for large and small EMS helicopter operators.

 

In another example, we know that leading factors in accidents—especially for helicopters operating under part 91 in personal/private flying and in instructional/training flying—are loss of control and the inability to control the helicopter during an autorotation. This guides the workgroup as it develops interventions that could take us back to the basics: Reviewing Practical Test Standards, knowledge test questions, and advisory material. This could lead to changes to training and testing standards with a sharpened focus on autorotations and loss of control, aeronautical decision-making training, and improved access to helicopter

simulators and flight-training devices.

 

Yes, knowledge is power. The knowledge that the IHST is gaining about the “whats” and “whys” of helicopter incidents and accidents is going a long way to inform safety professionals on how to more effectively prevent accidents and save lives. It doesn’t get any more important than that.

 

Mark Schilling, acting manager of the FAA’s Rotorcraft Directorate, co-chairs the IHST with Matt Zuccaro, president of HAI.

I can’t wait.  This coming weekend we will be flying again to AirVenture Oshkosh!  

As I write these words I am trying to come up with what it is I like the most about this great annual gathering – I can’t name one thing because such a flood of many things come to mind.  

These include seeing friends, many of whom I have not seen since the same time last year. Then there is Brent Blue’s Rubber Chicken Party, all sorts of the aircraft displays, vendor booths, a huge variety of entertainment and the list just goes on and on.  

We are planning to take the Ford Tri-motor over on Sunday along with the Fairchild FC2-W2. The Ford will be on loan to the Ford Motor Company for their display in AeroShell Square.  

The FC2 will be on loan to the National Park Service and will be parked in the Federal Pavilion.  This particular Fairchild was the first aircraft owned by the National Park Service. Before that it was the first airplane purchases NACA, the predecessor to NASA. When they were finished with it, they gave it to the USNPS.  It’s black and yellow. Be sure to stop by the Park Service exhibit and say hello!  

I have talked with several people who are thinking of flying into Oshkosh for the first time. They are a bit concerned about it because of the traffic. Personally I have not had any problems flying in. The only caveat is that you need to have your witts about you. Read and follow the NOTAM, pay attention to airspeed and altitude and Fly The Airplane.  

Here is the link for the NOTAM: http://www.airventure.org/flying/2010_NOTAM.pdf   

If you have any thoughts on flying into OSH please feel free to post them here.  

We are planning to leave KANE at the North edge of Minneapolis mid-morning Sunday and be in AeroShell square by mid-afternoon.  See you there!

   Once again, live tower chatter is resounding within the old control tower of the famous Bader Field general aviation airport of Atlantic City, NJ.

    How’s that? No, Bader Field, also known as Atlantic City Municipal Airport, hasn’t reopened for business. Just its control tower. Thanks to the efforts of the Naval Air Station Wildwood Aviation Museum at the Cape May Airport, in New Jersey, and anonymous donations to the tune of $50,000, that once worn, rusted radio control tower circa 1949, has been fully restored and outfitted as a key addition to the museum’s interactive educational arsenal.

    “What better way to explain what an air traffic control tower is than taking people up to a real air traffic control tower?” asks Bruce A. Fournier, educator for NAS Wildwood Aviation Museum www.usnasw.org.

    The Bader Field Tower is now housed within the museum’s giant wooden hangar along with a multitude of classic flying machines and displays. The tower is equipped with radar and weather scan computer capability as well as live radio feeds from airport towers across the country.

    To boot, within a month or so, Fournier says, the museum will have installed a wireless radio communication system in the tower that will enable patrons to communicate with other museum goers in one of four different aircraft in the museum’s hangar -- including a couple of Huey helicopters.

    “The tower will be a lot of fun,” continued Fournier. “Kids love simply walking up to the top to check out the view. More importantly, we will have displays below the tower to teach the history of air traffic control and the significance of the Bader Field (Atlantic City, NJ) Tower. “

    Both the Bader Field airport and tower had seen better days. The control tower had been shut down in the mid to late 1980’s, according to reports. It would be nearly another 20 years before the historically significant airport closed up for good in September of 2006. Bader Field of Atlantic City, which opened in 1910 and was first commissioned for passenger service in 1911, was an integral part of this country’s aviation record.

    Bader holds the distinction as this nation’s first municipal airport to serve both land and seaplanes. And every U.S. President from Theodore Roosevelt through Gerald Ford, at some point in their administration, flew into Atlantic City’s Bader Field. Charles Lindbergh flew his famous custom-built, single engine monoplane, the Spirit of St. Louis, into Bader. And for decades, Bader field was part of the well-known Powder Puff Derbies.

    Other famous names are linked with the airport, as well. Admiral Robert E. Perry, who discovered the North Pole, was a member of the committee that sponsored the airport. In 1941, one week before Pearl Harbor, this country’s first Civil Air Patrol (CAP) was founded at Bader Field.

    Fortunately, before the tower could be trashed or forgotten, it was salvaged by Dr. Joseph E. Salvatore, founder and chairman of NASW Foundation, which operates the museum. About a year an half ago, the tower arrived at the museum on a flatbed truck, disassembled. A catwalk and steel girders were stacked separately from the control section. Earlier this year, the museum unveiled the fully-restored Bader Field control tower, cleaned up, painted and sporting a red and white checkered body.

    “We realize that students today learn differently than years ago,” said Fournier. “Children want to be active, hands on learners. They want to see, hear, touch and feel what is going on. The tower will be a great addition to our interactive area.”

    During the waning days of May, 2nd graders from Pilgrim Academy in Galloway Township, just north of Atlantic City visited the museum on a class trip. Some students enjoyed playing air traffic controller and maneuvering the old controls that are no longer functional, but fire the imagination. “Wow, this is awesome,” said a second grader as he got a look inside the control tower.

    Some 2nd graders were surprised by the height and stayed close to the tower on the inside of the “cat walk” while others enjoyed the view and took pictures.  

    “It’s hard to get the older students to come down, but we have to give others a chance to see what is up there,” commented Fournier, who did his best to keep the future aviators moving along. “They want to know what each piece of equipment is, what it does and how to operate it!”

    I was shocked to hear that I was only one of two physicians in the small community of Jackson Hole that admit their own patients to the hospital. The other doctors admit to the “hospitalist” which means the patient is taken care of by someone they probably have never met and that person changes every day.

    Now why is that important in an aviation medicine article? The biggest problem is these dedicated “in hospital” physicians have no vested interest in your privileges to fly. Plus, once you are discharged, you are no longer their problem.

    Since the hospitalist never knows your detailed history, they also order more testing and imaging studies than you probably need. The problem with more tests is the risk of false positives which are frequent.

    So let’s say you have pneumonia with some chest pain—not an uncommon associated symptom. The hospitalist, in the name of being complete (and liability, and easy, and produces money for their hospital employer), orders an echocardiogram. They echo comes back with a “hypodynamic wall motion” abnormality which is not an uncommon finding in normal folks but “could” mean a cardiac problem.

    When you go for your next FAA medical and report the echo results, regardless of whether you are a competitive 30 year athletic or a 70 year old smoker, you are going to have to show the FAA you do not have a heart problem which will involve more testing. And the cycle goes on. Trying to unravel false positive results can be an expensive and time consuming proposition.

    Although physicians will imply that you do not, you do have a choice. You can refuse testing. You can ask for a second opinion. You can call your primary care doctor. You can call your Aviation Medical Examiner (AME).

    Over diagnosis and over prescribing is rampant in profit driven medicine. Aside from the inherent problems with this medical culture, it can wreck havoc with your medical certificate. It is not unusual to have pilots come in on high blood pressure medications only to find that their blood pressure was high normal and the doctor “just wanted to make sure it did not go higher.” There is no data to show this is appropriate medical care and will force you to provide information to the FAA to show you are OK!

    Sometimes, even explaining why a person had a specific test can be problematic. A classic scenario is the person who has stomach problems that gets a cardiac cauterization to “prove” it is not a heart problem. Then you get into explaining to the FAA the abdominal pain which was stated as “chest” pain in the medical record to justify the cauterization to the insurance company.

    Modern medicine can be a valuable tool in preserving health and prolonging life. It also can cause side effects and premature death with unnecessary treatments. Being a discerning user of the health care system is extremely important. Asking the question “why?” and “what are the options” and “what if I do nothing?” will produce valuable information. If a doctor ever refuses to answer those questions, change doctors.

    The more informed you are, the better but beware of where you get your information. The Internet has lots of information and much of it is tainted by the pharmaceutical industry and other vested interest. Just because it is on line, do not trust it as fact.

    To pilots, our medical certificates are very close to our heart and soul. Obviously our health is primary but there is no reason not to consider both when making health care decisions.

            One of the things I like most about aviation is the opportunities for adventure that if offers. Certainly there is the flying itself, but I also take a great deal of interest in other aspects of our art form.  

            For example, this past weekend I was flew to Tarkio, Missouri to hang out at the Wing Nuts flying breakfast. Tarkio is the home of congressman Sam Graves. Sam is not only a great pilot, but he serves on the Aviation Subcommittee of the U.S. Congress. He is a great proponent of aviation and works tirelessly on the behalf of General Aviation.  

            I had the chance to sit down and talk with Sam about a number of GA issues including through-the-fence and 100LL Avgas.  Access through-the-fence at local airports is a “no-brainer” which will hopefully get resolved sooner rather than later. The issue of 100LL aviation fuel is more complicated.  I am not going to begin to address that issue in this blog but I am making it a point to educate myself on that issue in greater detail starting today. We should be paying attention to this because there is a lot going on with various special interests starting to take positions that may or may not be in everyone’s best interest.  But that’s something for a subsequent blog.  

            I guess it’s the intellectual stimulation that aviation offers that I have been pondering recently. Inquiry and curiosity add to the fun of flying.  I am talking about not only the political issues, but the history and physics that come in to play.  

            For example, tomorrow my friend Rich Hornbeck and I are getting on a flight to Juneau, Alaska. From there we will take a 5 hour ferry trip to Skagway. Then we will rent a car and drive two hours to Carcross in the Yukon. There is a gravel strip in Carcross that I want to visit. Why? Because it is there that Ford Tri-motor, NC-1077 was based. And it was there that it last flew before it was abandoned for many years.  1077 was rescued years later by Gene Frank of Caldwell, Idaho. I purchased and restored the aircraft. Today it is the oldest flying metal aircraft in the world (see: www.FordTri-motor.com for the notes on the aircraft). 

              Anyway, a Canadian friend is going to help me get access to the hangar office where company records of the aircraft may be stored. My understanding is the office has been locked and abandoned perhaps for decades. While I may show up and find an FBO operating out of it, at the moment I feel a bit like Geraldo Rivera opening a sunken safe. It’s adventure in the quest of knowledge; in this case of the history of an historic aircraft I happen to own.  

            It’s the immersion and involvement in aviation that I enjoy so much. I am certain that you can find the same sort of excitement in other pursuits but for myself, I can’t imagine anything I would rather be doing.  Perhaps you feel this way too.

    Last month, I told you about my flight from Wickenburg, AZ to Georgetown, CA, which is in the Sierra Nevada foothills, not far from Sacramento. I spent a few days with my friends and taking care of business. By Saturday, it was time to go home.

    I’d left Zero-Mike-Lima at Placerville after giving rides to my friends, Rod and Liz, and some of their family members. After breakfast, they brought me up to Placerville’s ridge top airport. It was about 11 AM by the time I was ready to go and a beautiful clear day was quickly filling with puffy clouds. After much hugging and many thanks, I cranked up, warmed up, and took off.

    The first stop was Mariposa, to take advantage of the “cheap” fuel there. On the way, I passed over Columbia again. There was a parade in town and I altered course just a little to take a look before going on my way. When I landed at Mariposa, I was the only one at the pumps. I took my time about arranging the awkward platform ladder and filling both tanks. A biplane was parked nearby and after a while a couple came out and stood by it. I assumed it was their plane. They didn’t talk to me and I didn’t have anything to say to them, so there was no conversation between us.

    “When are you going to get fuel?” the woman asked the man.

    “Well, when she’s done and she hovers away, I’ll move the plane over,” the man said.

    The conversation ended. The woman walked across the ramp to one of several V-tail Bonanzas parked there. I began to get the idea that they weren’t flying in the biplane. She came back and continued to hang out with the man. A woman who worked at the FBO came out and chatted with them. She didn’t talk to me either. I was starting to feel like a social outcast. I don’t think I’d ever been at a less friendly airport.

    I finished fueling, put the receipt in my Hobbs book, and went inside to use the bathroom. I was about halfway to the building when I heard the woman say, “For Christ’s sake. We’re never going to get out of here.”

    She obviously knew exactly how I’d felt only a few days before when two airplanes took their time fueling while I was waiting for them to finish, spinning my blades 100 feet away.

    I left a short while later. I was following the same flight plan I’d used earlier in the week, but in reverse. It was all programmed into my GPS, so it was easy enough to do. The weather was still nice, clearer than the day I’d flown up but with big puffy clouds. Mountains gave way to farmland that stretched out as far as the eye could see. Then, at Porterville, the foothills began and I started climbing again. It was after 1 PM and the clouds seemed to be descending faster than I was climbing. I was 30 miles away from Tehachapi when I listened to the Bakersfield ATIS and learned that the clouds were scattered at 3,600 with a ceiling of 4,200. Tehachapi was at 4001 feet.

    Soon I was flying around clouds, following valleys and ridge lines. Scud running. I’d approach a ridge at about 100 feet above it and, if I could see the next ridge, I’d cross it. If not, I’d follow the ridge line down toward the valley until I could see the next ridge. I did this for about 15 minutes, venturing far to the west of my course. Soon, I wasn’t getting any closer to Tehachapi and I wasn’t climbing. I reached the valley where a highway and railroad track climb up to Tehachapi and followed it with my eyes. I got about 2 miles before the road disappeared beneath the clouds.

    Damn.

    I punched the NRST (nearest) button on my GPS and learned that Bakersfield Municipal was 15 miles to the northwest. I changed course and descended. A while later, I was on the ground, parked in a transient parking space conveniently located beside the self-serve fuel island, at Bakersfield Muni. It was sunny there, but back in the direction I’d come from, the sky was full of low clouds. The tops looked pretty high, but not high enough to be convective. The bottoms blended into a white haze that shrouded the mountains.

    I used my cell phone to call Flight Service. It connected to Prescott’s FSS. Not what I wanted. I hung up on the recording.

    I pulled out my Airport/Facilities Directory and tried an after-hours phone number for Tehachapi Airport. The idea was to get a report of weather conditions from someone on the ground there. No answer.

    I called the AWOS at General Fox in Lancaster. Clear skies, 10 miles visibility. Winds 10 miles per hour. It was less than 40 miles away as the crow (but obviously not the helicopter) flies, but it could have been in another world.

    Then I spotted a pay phone. I dialed Flight Service’s toll-free number and was connected to the Rancho Marietta FSS. I pushed the appropriate buttons and went on hold. Instead of music, they played a recording of a current AIRMET. Mountain obscuration, it said. Duh. Really?

    I was finally connected to a briefer. I gave him my N-number and told him I was a helicopter trying to get from Bakersfield Muni to Apple Valley over the pass at Tehachapi. I told him it was socked in and that I’d tried to cross but had turned back. “If a helicopter can’t make it,” I told him, “you know it must be bad.”

    He laughed. He then consulted the info he had. “When the wind blows from the northwest through that Central Valley,” he told me, “The clouds sometimes get piled up in the southeast corner.”

    “That’s what it looks like,” I told him.

    “Let me look at the satellite images,” he said. There was a pause, then, “Oh yeah, that looks like a mess. But over by Gorman, it isn’t so bad. You might be able to make it that way.”

    “I’ll have to check my chart,” I said.

    “Well, if you’re steering about 110 degrees for Tehachapi, you’d be steering about 160 for Gorman. You’d be following I-5 through the Grapevine.”

    I’d heard of Grapevine and told him.

    He described the road up to the pass, which was at 4200 feet. “There’s a flat grassy area at the top,” he said. “If things are dicey, you could always fool around there for a while.” He meant that I could land, but he wasn’t about to say that. “Just be careful for the power lines.”

    I’d heard about the power lines. We talked a bit more and I thanked him for his help. He reminded me that they always welcome Pilot Reports, then hung up.

    I went into the FBO, used the bathroom, then went back to Zero-Mike-Lima and topped off the tank closest to the pumps. When you’re heading into weather, you can never have too much fuel. I already had enough for at least another 90 minutes of flying time, but wound up putting another hour’s worth in. Why not?

    I consulted my charts and decided on a route that would take me to route 99, which intersected with I-5 a bit further south. I’d follow that up to the pass. With my plan made, I started up, warmed up, and took off.

    I flew over route 99 at about 500 feet AGL. Movement to my right caught my eye. It was a crop duster, painted bright red, yellow, and green, coming toward me on the west side of the road. It let a bit of smoke loose and rocked its wings as I diverted to the east a bit to give him room. He was flying about 200 feet below me. That’s something I’m not accustomed to: a plane flying below me.

    When I hit I-5, I started climbing. The road climbed up the mountains and I climbed with it. The clouds closed in, but always remained above me. At the highest point, when I was about 4500 feet MSL, the clouds were still at least a few hundred feet above me. I managed to snap a photo of the pass. I saw the flat area the briefer had told me about -- it was the same spot I’d decided to make my turn to the east. I turned, crossed the area, and began my descent.

    I hit some nasty turbulence as I descended. The wind was coming over the mountains there, causing mountain waves or rotors. I got bumped around quite a bit and had to reduce power and speed. My descent rate at one point was about 1500 feet per minute. Then I was off the mountains, in the valley beyond, heading toward Rosamond, listening to the controller at Fox (Lancaster) try to direct a half dozen planes that didn’t seem very interested in acknowledging his instructions.

    It was a perfectly clear day on the south side of the Tehachapi Mountains. The clouds were stuck, but were trying to overflow down into the valley. I snapped a photo to document the sight. I realized that there was no way I’d ever be able to get through the mess sitting on top of that pass.

    The rest of the flight was uneventful, if not downright boring. I had a 15-20 knot tailwind most of the way and averaged about 120 knots ground speed. At Apple Valley, the restaurant was closing early, but the manager had the cook make me a turkey sandwich. It was about 4 PM.

    I ate, topped off the tanks with fuel, and headed out again. I was now on the home stretch, with only two waypoints between me and Wickenburg. Then one. Then just Wickenburg, 157 nautical miles away.

    I was exhausted by the time I got to Cunningham Pass, but got my second wind over Aguila. I dropped down to about 300 feet AGL and sped across the desert. The wind had died down and the flying was smooth again. After the power lines at Forepaugh, I followed 60 at about 200 feet AGL for a while, racing the cars below me. I set down on the ramp at Wickenburg at 6:20 PM.

    It had been a good, long trip. Just what I needed to get flying out of my system for a few weeks.

GOVERNOR GENERAL’S CUP

CARIBBEAN AIR CHALLENGE

 

By Catherine Tobenas & Mark Helseth

Photos: Robert Sirdey

 

 

In  2009 the International air Rally record crossing of Canada’s 10 provinces and three territories marked a new beginning for the Governor General’s Cup upcoming events

 Promoting  general aviation across the continent and beyond,  the Governor General’s cup knows no borders: from the Arctic to the islands of the Caribbean, reaching South and Central America and two ambitious projects on the drawing board: the New York to Tokyo and flight across Atlantic…..

 

Flying with a group of professional flyers and passionate people from around the world; bringing aviation  to small communities, making local kid’s dreams a reality, is a unique   opportunity to demonstrate that aviation doesn’t only serve the needs of a small group of privileged individuals but is also a pretext to reach out to the people and more so bring joy to the young in each and every visited destination.

 

International Air Rally organizers had their share of challenges since 2003. April 2010, opening the borders of 4 Caribbean countries in 10 days to a group of eexhilarated pilots from 7 different countries was again a major accomplishment and a total success !!!

 

Indeed! The pictures do not testify of any type of challenging situation. Indeed it was a heck of a fun relaxing and full of pleasant surprises type of rally ! even a couple of busted tires, mostly Canadian  rubber exposed to unexpected heat… or the last diversion due to severe storms –forcing ??-- all to enjoy one more day at the Peace and plenty Resort,  couldn’t take away those smiles from participants faces. Pilots flew VFR enjoying the astounding continuously changing scenery.

 

Again this year it wasn’t about the plane you fly or the experience. From the slowest PA28-140, Wag Aero, Cessnas and pipers, Cirrus and Beach, etc… to the  Pilatus PC12   from age 20 to age 75,  it was about great wonderful people looking to live an exciting and rewarding friendly experience and an opportunity to visit the islands like no one has ever before. Some pilots added to the challenge by crossing the USA from North to South or daring to beat the volcano dust while flying cross Atlantic.

 

Planes regrouped into categories building a “buddy type” loose formation flying technique Pilots would share position and information on a set frequency.  

Many will say, what about the eAPIS? What about custom clearance? Yes what about it ?

No big deal at all when you are prepared. Might have been a bit hairy for eAPIS first timers but surely isn’t anymore…. As far as customs, the collaboration from our partners and customs officers assigned especially to our group and the manifests sent ahead of time by the committee made the operation smooth and hassle free. A diversion to Port au Pprince was made possible thanks to the collaboration of Airport authority and the Mayor’s assistance.

April 17  Ft. Lauderdale, Florida - Exuma Island, Bahamas

Today is assembly day at Banyan Air Services, Fort Lauderdale,  jumping point for  21 airplanes and 54 excited individuals from all over the globe as we prepare for a 10 day – 2000 Nm journey across the islands of  the Bahamas, Hispaniola, Puerto Rico, Turks and Caicos. Banyan FBO provided generous discounts on fuel, life rafts and life vests as well as a charter service and gathering room for the group

Canada was well represented this year with 5 crews. One of them sponsored by NAV CANADA.  Participants have flown from Ontario, Quebec and Nova Scotia (Canada), California, Michigan, Minnesota, Nevada, New Jersey, North Carolina and Pennsylvania (USA) Overseas teams included pilots  from Australia,  Slovania, Croatia, France and Switzerland.  Europeans rented aircraft from Florida to the exception of one team who flew straight from Geneva to Exuma intl onboard a Pilatus PC12, the Challenge starting point. Five different Caribbean countries visited by pilots from 7 different countries, it was no doubt an International event.

Following a safety briefing highlighting the challenges of over water flight and the frequencies that we were to use departing US airspace, we loaded the planes and the first aircraft taxied out for departure at 10:30am. Steve and David, Committee members flying a Piper Seneca were to be the last to take off on every departure making sure everyone was in the air.

Flying at 5,500 feet above the ocean on our easterly heading and about 30 minutes off the Florida coast, we got our first glimpse of the turquoise,  powder royal, sapphire, indigo, teal,  aqua, azul, and azure (whew) coloured waters of the magnificent  Caribbean seas. The range of colors is truly breathtaking. It is the kind of scene where the mind is so overwhelmed with the explosion of color  one is content to let the eye wander from hue to hue and just enjoy the raw beauty.

 

 

Welcome to Exuma ! Exuma International: George Town:

Beautiful weather, warm welcome and beautiful smiles set the tone of the two day visit to Exuma and a layover in Inagua..

Sharmain and Leonard, Bahamas Tourism coordinators greeted all on arrival.  Customs declarations and paperwork were quickly expedited for 54 entries with the help of lovely ladies using the customs list of aircraft and full passenger information provided ahead of time by air Rally organizers (same procedure every destination) most got to taste    Bahamas beer “KILIK” at the bar across the street before embarking on the bus  to  “Peace and Plenty” our new “home” for the next two days.

The name says it all: Plenty of peace and Plenty of fun !!! Plenty of everything we can expect from the Bahamas… Neville, the owner and manager was the perfect person to undertake with great calm the crowd that invaded his lobby at one time. He also was ready. No wait at the counter, the pool bar overlooking the beautiful azure water was calling.

Pilots and crews looked forward to enjoying every minute of a two day stay. Rooms overlooking peaceful lagoon, a couple of sailboats anchored in the bay, a coconut tree by the window, a hammock on the balcony… Caribbean music, friendly locals  and refreshing punch it was simply paradise…

Prior to supper, Sharmain escorted the  group  into town.. Searching for Captain William Kidd the famous pirate memorabilia we   run into Ken. Ken Nixon is a historian  the man who knows it all! said Sharmain. Ken was invited to join us for supper and give  a lecture about the famous pirate Captain William Kidd who favored Exuma’s Elizabeth harbor to anchor his ship. A cove was named after him: Kidds’ cove. Ken told the story of how the slaves were freed and received rights to the land.

After encountering many obstacles including the smoke from the Groenland volcano, the   Swiss/French Pilatus team of Aurel, Simone, Andre and Christine finally arrived at the hotel during supper and were greeted with applauds. Crossing the Atlantic, stopping in freezing St-Pierre and Miquelon and then proceeding through the Bermuda “triangle” was no doubt a great accomplishment from the start. Though it was Aurel and Simone’s their fifth participation to the International Air Rally event..

Today is a day “off” from flying. We get to enjoy the white sandy beaches, ice cold refreshments and tropical sun.

Water Taxi to the Chat n Chill

The next day we awoke to the same beautiful blue colors No alarm clock no luggage no bus to airport today !  After full breakfast of bacon, eggs, toast and strong coffee, yes indeed just like at home. Some followed the church bells and joined the locals  for  prayers  before meeting Sharmain, Leonard and the group at the pier to jump in the waiting water taxi.

Located just across the bay from our hotel is a small private island that we could call a “day resort”. Transient sailboats and yachts and  seaplanes stop at the island to eat, explore and mingle. The island is called “Chat n Chill”. The name says it all.

The day ended  enjoying the band and  rum punches.  Pilots and crew bounded  into one of the largest group of friends I have ever seen in any rally. 

19 April 2010, Santo Domingo, Dominican Republic

We left for Santo Domingo in the Dominican Republic stopping in Inagua for refueling and lunch.

The distance from Exuma to Haiti or Santo Domingo is too far for most of the aircraft’s fuel range. This was a great opportunity to stop in Inagua for lunch. George Harris and I spoke many times about having the locals and especially the children come to the airport to see the planes and meet the crews, however what was prepared for us once we got there was beyond expectations. Junior high school children took the afternoon off. Music teacher and director assembled their best dancers and musicians for a show right outside the small terminal building. The dancer’s costumes rivaled a Las Vegas show with colorful and elaborate headpieces and accessories which I believe to be used for the yearly Junkanoo (carnival). Great Inagua’s resident population is around 1,000 Bahamians however the island has the largest concentration of West Indian Pink flamingos reaching 80,000 in certain times of the year.

Children in uniform were proudly singing  “Inagua is Bahamas best kept secret” though the temperature reached around 38 degr cent.   they kept singing and dancing with a high Bahamian tempo provided by the school band accompanied by the teacher’s electric piano. They received outstanding applause. When the show was over we understood what was in their mind all along ! They rushed to the planes. Pilots opened the aircraft. The boys wanted to become pilots, the girls were shy to admit it also.

We will be back but this time to fly with the kids !

Thank you Mr. Harris, Music teacher and school director for such an outstanding effort! We hope our visit pleased the children and by the way congratulations to the teachers and the parents, these kids are so well brought up and educated!

Enroute to Santo Domingo, out of 21 only 5 volunteered to fly into  Port-au-Prince, Capital of Haiti (Tom Schrade, from Reno Nevada - Camil, Catherine rally organizers and media, Don and Pat, from California Matthew and Victoria, from south Carolina and Adam Carney from New Jersey)

Along the way to P-au-P the first thing we noticed as we crossed the coastline was the desert-like sage brown landscape on the Haitian hills and mountains. I understand that for over 300 years the entire island’s tropical forest has been systematically clear cut first for sugar cane then for lumber and finally to heat homes. There is almost nothing left of the original forests. Without the vegetation to stabilize the soil, the top soil is being stripped away – with disastrous results to the agriculture and economy.

We continued our flight over the barren countryside on course for landing at Port of Prince. Approaching the urban outskirts of Port of Prince; we started noticing a random pattern of telltale blue traps indicating roof damage. The closer we got to the airport the tarps lost the random isolated pattern and became neighborhood tent cities. The airport was crowded with military equipment helicopters and trucks

Mayor Jean Yves Muscadin Jason and right hand Paulson Pierre-Philippe  had arranged to host a press conference to present to the local media the person behind the impressive donation of  3 circus tents totaling 34000 Square feet fully equipped with washrooms, AC and furniture. Since February 2009, Catherine served as coordinator and liaison between all parties involved: Mayor Jason, Paulson Mayor’s representative and members of the Clinton and Hilton foundations who brought the financing for trucking and shipping 13 x 40 ft containers from Reno Nevada to Port-au-Prince Haiti. Tom’s donation will serve as hospital and shelter before it becomes a public center to showcase Haiti’s art and culture.  Mayor Jason and his beautiful wife kindly accepted to receive the media from Australia and France for an interview under the beating sun.

Haitian TV, radio and press were eager to interview Tom and Catherine about the reasons surrounding our presence and the initiative to Include P-au-P in the Caribbean air challenge list of destinations. Catherine assured the media that The Caribbean Air Challenge will continue to visit the Capital bringing hope and encouraging the people of Haiti to look up to the future. After the tents are up and in service, the project for building two schools using the containers  will become a priority in  Aviation Connection’s agenda(donations are welcomed 450-969-2247).

After the interview we bid farewell to the mayor and his staff and boarded our five aircraft to join the rest of the group in Santo Domingo. As we crossed mountain border between Haiti and the Dominican Republic the landscape turned from a barren brown vista to a rich green carpet of jungle. Seeing the dramatic scenery change, my heart goes out to the Haitians as it may be generations before the land can heal.

When we got to Santo Domingo we were pleased to learn that the balance of the group was treated to a reception at the airport and had the honor to meet the Minister of Tourism while enjoying DR hospitality with traditional music and drinks.

Dominican Republic Tourism treated us to a wonderful reception and show at the hotel and night tour of the city. We enjoyed the comfort of the Hotel Santo Domingo  a classic Spanish colonial style, with impressive high ceilings and immense door ways decorated throughout with rich mahogany native woods and tropical foliage. We dropped into bed exhausted from the travel, heat, humidity, night tour and dancing.

 

April 20- Mi Cabana Resort - Constanza Aguas Blancas expedition

The awaited “adventure” at last! We departed early the next morning for the short 45 minute flight to Constanza in the mountains of Dominican Republic.

Few pilots adventure to this destination as most group flying leaders prefer the Punta Cana airport connected to a all inclusive resort which provides  high levels of security within the resort perimeters.

 

Constanza’s airport is located at 4,000 ft in a valley surrounded by lush mountains towering to 7,000 ft. The government recently formed an airport commission to promote the airport and region. In our honor; they assembled members of the government and media who flew from Santo Domingo to make the official proclamation of the commission and new airport administrator who happened to be our host  in Constanza, Sr. Raphael Collado. A fanfare was playing at the airport as the aircraft landed and the local population was assembled. Interesting point the 4000 ft runway runs in the middle of the Town.

 

Back at the lovely resort of Mi Cabana, the proclamation was read and members sworn in

 The GGC Caribbean Air Challenge participants received the official title  of “distinguished visitors of the glorious region of La Sabina”  this title was bestowed in the official documents delivered to all during the ceremony.  The festivities continued in town with a community supper offered by the City of Constanza. We enjoyed a typical dish and what a surprise a Santo Domingo show: Tourism DR had flown a complete group of professional dancers and musicians to entertain us during supper. The local young dancers joined in and we all got a go on the dancing floor !What an honor and what a reception !!!

April 21 Another day off to enjoy local hospitality and the countryside.

The adventure into the mountains started with boarding four small open-sided trucks (Daihatsu Deltas) modified with two parallel bench seats and a blue trap shade cover over the back of truck. When boarding a modified vehicle like this, one might ask why the modifications? We soon found out that the little trucks were perfect for the job ahead. Before the  caravan started a slow climb into the mountains, Manuel, one of the few English speaking locals and guide suggested a stop at the liquor store in town. After loading with what was needed in terms of “beverage” and DR cigars  we were ready for anything..

The truck  open sides allowed uninterrupted 360 degree views of the incredible valleys and hillsides and handled the narrow dirt road with aplomb as they negotiated the ruts, tight turns, switchbacks, donkeys and wide variety of farm vehicles using the road.

Anthony, eleven or so… had taken place in a corner of  the truck. Holding his precious shoe shine box he seemed to be perfectly at his place.  Our guides disapproved of his presence however many of us needed to have their shoes cleaned… and the Governor General’s Cup needed a good professional cleaning so we insisted in keeping him around..

Our destination was the 300 foot waterfall Agua Blanca hidden in a tight river gorge only accessible by our vehicles, four-wheel drive trucks or off-road motorcycles. It was well worth the trip. Before departure, the tourism staff mentioned that swimming at the base of the falls would be a refreshing break. Refreshing is right! The mountain fed stream was a bit nippy, but most of the group braved the cool water to enjoy a drip.

Reboarding the Daihatsus for the journey back down the mountain, the caravan stopped a short distance from the waterfall for lunch at Paul Temple’s restaurant. Paul is a displaced Londoner who fell in love with the Constanza area and built his restaurant completely by hand out of native materials many kilometers from the nearest settlement.

The food was excellent served by a chef dressed in the full CHEF attire that included the  tall white hat. Once more we boarded the trusty Daihatsus for the ride down the narrow dirt road into town. However, our destination in town turned out to the airport and not our hotel.

Prior to arriving in Constanza, Camil president organizing Committee had gathered a group of volunteer pilots to offer airplane  rides for the local high school students. Twelve of the top students, ages 14-17 lined up for their first airplane flight as a reward for high marks. But guess who got the co-pilot seat ? Anthony ! After the twelve students got their rides over their home town, the Air Rally pilots gave rides to anyone (kids got preference over adults) who wanted a ride. We had four planes doing multiple flights for over an hour. I couldn’t tell who enjoyed the flights more; the pilots or the kids. Both had ear-to-ear grins after each flight.

 

After a quick shower and rest at the hotel, all gathered at the terrace by the pool for supper. Juan Belliard, director of air transport operations and helpers joined us from the first day to take care of  aircraft security and flight coordination.

That evening, all the information for flight plans and customs to exit Constanza the next day had to be provided. Clearing customs in Constanza was a unique privilege granted by the Minister of Air Transportation. Constanza airport turned international on April 22^nd 2010 exceptionally for the Caribbean Air Challenge group..

22 April 2010, San Juan, Puerto Rico

Leaving Constanza after two wonderful days was bittersweet. We longed for the cool mountain temperatures and yet knew that another completely different but just as thrilling experience was ahead.  This Caribbean Air Challenge was about experiences that were far from the ordinary.

No one was to depart Constanza without undergoing the absolute necessary briefing.  DR pilots provided us with precise instructions alerting the pilots to the unique requirements of takeoffs at a 4,000 foot mountain airport. For those of you not familiar with aircraft and high altitudes; aircraft act the same as people when trying to run at high elevations. They don’t breathe very well due to the lack of oxygen molecules.

As such, the takeoff ground runs before liftoff, require more runway than normal and the climb performance after takeoff is degraded.

As I indicated in an earlier post; there are 7,000 foot mountains surrounding the Constanza airport. This means that after takeoff, the aircraft have to circle over the airport for a bit in order to gain enough altitude to clear the mountains.

Glancing up after the first group departed; it looked like the flock of birds riding thermals as the Air Rally planes circled before departing to the east and San Juan.

Luis Luhring owner of Tropical Aviation, San Juan, who had joined us in Constanza the first day was leading the group onboard his Socata. Trinidad

The cloud cover and thickness enroute was such that our aircraft (“The Piperazzi” – nicknamed because it is a Piper with a couple shutter clicking camera types on-board) stayed high almost all the way to San Juan.

 

What was ahead was a sight that only private pilots and commercial airliners could truly appreciate.  On approach to San Juan airport, ahead of us stood majestic and impressive the  1539 Spanish Fortress built by Charles the fifth King of Spain to defend San Juan Fort San Felipe del Morro located at the peninsula.  70 acres of green grass covered the grounds.  Amazing sight…  Denis, Qantas Captain and co-pilot of the PA-32 couldn’t help sharing his excitement: ”Kathyyyyyyyy!!! Loooook!” as we circled around at low altitude to get the right picture.  Morro means muzzle and this is what it looked like from a distance:  The muzzle of a frightening monster scaring away the invader.

The interesting item that both Dave and Steve (piperazzi plane) noticed  was the proximity of the downtown buildings to the airport. They seemed somewhat close after landing at island airports in the middle of the ocean with nothing around them.

After expediting Customs clearance thanks to our appointed lovely Puerto Rico customs coordinator  aircraft were pulled on to the Topical Aviation parking area.

What a reception!!!  Tropical Aviation rolled out the red carpet for the Air Rally.  The Civil Air Patrol cadets were on hand emblazoned in red safety shirts directing and moving aircraft on the parking ramp with typical military precision.  On the counters, cold refreshments including the famous Puerto Rican rum and Coca Cola along with water and soda.

Two beautiful ladies in colorful clothes welcomed us at the door . Tropical Aviation is an elegant and sophisticated top of the line facility built to provide everything pilots on the move need. The spacious building was the perfect place to receive all the 54 members of the Air rally with a  steel drum Calypso band. The music took over as we walked through the doors. It was  nearly impossible to stand still with the infectious  drum rhythm coursing through the room. Many of us found themselves tapping feet or swaying to the Calypso beat.)

After enjoying the hospitality of Luis Luhring,  we loaded the copious amounts of luggage into the waiting buses for a stop at the hotel. Nora was ready for us and check in was quickly expedited. She knew every minute of our stay was counted  so we could just drop our bags and get on the bus heading to town the Old San Juan that is !

Rather than touring with the bus, many requested to be dropped off so they could freely wonder around and get a chance to visit the fortress before closing time. . A visit to  the six-level citadel is  like walking through a military history of Puerto Rico from the 1500s to the 20th Century. cannons still facing the ocean, we really get  the right idea about  how the soldiers used to live in colonial times,  The Town of San Juan is incredibly similar to a Spanish Town with narrow streets colorful houses, iron balconies, paved streets with the old stones brought by the Spaniards. The stones had a beautiful blue colour to them, We learned these same stones were offloaded the Spanish ships and replaced by gold cargo for the return.  We were surprised to learn that Pina colada was created in one of the Old San Juan taverns we stopped to see..

We meandered down the narrow streets visiting the small shops set in  historic buildings, sat on the public “plazas” found in many parts of the City.

Soon it was time to meet at the  Latin Roots ! Famous club where people like us can, for a few hours get into the skin of professional salsa dancers ! With the help of Salsa professionals or not! We enjoyed the music, the dance and the atmosphere.

It was amazing how the Caribbean islands so close to each other offered such a diversity of cultures, flavours, rhythms, and history! San Juan was definitely a place to return for more. Too short too little! It was time to go…but we knew that we would be back. A Pilot from New Jersey said: I cant  believe I made it to San Juan ! But now I know I can do it  I will return with my family and friends..

We learned from our hosts, that besides the great San Juan ambiance some of the reasons we must return is to enjoy five of the most exciting and beautiful Caribbean attractions: the Vieques Island, Vieques Biobay is one of the most bioluminescent bays in the world. El Yunque,  home to the only tropical rainforest in the U.S. National Forest System.  Culebra Island (culebra means grass snake), off Puerto Rico’s eastern coast,  well known for its unspoiled beauty, Playa Tortuga (“Turtle Beach”), appreciated by nesting turtles and the Camuy Caves on  Río Camuy close to the awesome Arecibo radio telescope  offers some seriously adventurous trips . The Camuy cave system is the third largest in the world. The tour through the caves goes through subterranean ravines to the edge of caves over 600 feet deep, as well as an underground river. The more daring will adventure down the mouth of one of the caves.  There certainly are many small typical and rustic towns we should investigate to enjoy the hospitality of the Puerto Rico people and local traditions and culture as we did in Constanza.

I am sure you can imagine what a contrasting experience was ahead of us the next morning on our way to the island of Grand Turk. In Turks and Caicos.

We thank Luis Luhring of Tropical Aviation and Vanessa from the Tourism company for coordinating the event and making our visit to San Juan an unforgettable experience !

23 April 2010, Island of Grand Turk Capital of Turks and Caicos Islands

Leaving San Juan we did a couple circuits of the El Morro fortress still standing guard over the city before heading north to Grand Turk.

Our route to Grand Turk will be a bit of a backtrack as we skirt the northern coasts of Puerto Rico and the Dominican Republic before turning northward. Along the route there is a Dominican Republic national park called the Parque Nacional Los Haitises. Robert Sirdey and Mark hoped to get some quality aerial shots of the park’s mountain cliffs as they thrust out of the sea. Steve and Dave kept the aircraft low along the coast so we could get some nice shots. Unfortunately, we directed Dave to wrong area on the charts and were “only” able to get the gorgeous palms and white beaches of the northern coast.

If you  imagined what the islands of the Caribbean look like; Grand Turk is it.This small 6 mile long by 1 mile wide island bathed by quiet and unspoiled beaches is  bursting with  Caribbean charm. As we walked into the airport lobby a local steel band dressed in traditional clothing was  playing ripsaw music. Accompanied  by an array of instruments, including maracas, triangles, box guitar, conga drums, goat and cowskin drums,  and most amazing and unique the carpenter saw.. I couldn’t help picking up the maracas……

Our hotel, the Osprey Beach Hotel, was 10 steps from the water’s edge and a refreshing ocean breeze constantly cools us on the beach on the veranda and in our rooms. There was even a fresh water pool that overlooked the water we could use for a rinse cycle after swimming in the ocean. In celebration of arrival and to cool off, a couple of participants even jumped in the pool fully clothed!!

We spent two days  in Grand Turk working on the tans, sailing, snorkeling, scuba diving and believe it or not some went horseback riding on the beach !. This island is one of the top five dive sites in the world with a 7,000 foot deep shelf a couple hundred yards off the coast – right in front of our hotel!!

Osprey Beach owned by Jenny, a wonderful lady, was total heaven.  Decorated with great taste with the touch of blue curtains decorating the beach side restaurant patio, the high post beds in the large rooms overlooking the beach.

Part of the group went for a visit of the salt museum. Founded by Bermudan Salt Rakers some three centuries ago, salt was for a long time the primary industry. Today Donkeys, horses and cattle the means of transportation during the salt industry period are still wondering the streets and countryside of Grand Turk.

Grand Turk Cruise ship pier hosts about 28 cruise ships per month during the high season. It is quite an extensive facility that can handle the 6,000 guests that disembark from the ships everyday. Unlucky for them they tend to  remain at the Cruise Center rather than explore the island during their short 5-6 hour visits.

We all had the honor to share dinner with the newly appointed British Governor, His Excellency, Mr. Gordon Wetherell and his lovely wife at Jimmy Buffet’s Margaritaville restaurant located in the Cruise Ship Center.

 

The next day was again to relax.  Bohio resort offered free snorkeling all day . At night we all gathered at the Bohio bar  by the beach enjoying the band and a great BBQ, ending up dancing and having great fun with locals.

 

Grand Turk is a Caribbean jewel and we hope to return soon. The next day brought us to Providenciales Turks and Caicos most developed island.

 

 Provo, as it is nicknamed, is only a short 45 minute flight from Grand Turk – but it is a world away regarding accommodations and tourism.

Highrise condominiums and hotels populate the coastline and large scale tourist activities abound.We lodged at , The Alexandra Resort. An  amazing; four separate 4-story buildings facing a pool with two walking bridges over the pool and a poolside restaurant with a sunken bar at water level amongst tropical landscaping and curved walkways.

Jetskis, sailboats and other water sports are available for rental across the island. Some of us opted for a combination snorkeling and sailing trip on a large catamaran. We boarded the “Arielle” and set course for the outer reef. Anchoring at a permanent buoy (to avoid damaging the coral with a standard anchor) we donned masks, snorkels and swim fins for some underwater exploration. The fish were decked out in all their brilliant colors of iridescent blues, greens and yellows. One of the snorkelers got to see a reef shark lazily swimming in the shallow water. A real treat.

After about an hour of exploring the reef we rendezvoused with the catamaran and set sail for home. Captain Don Eisenberg (Air Rally participant and ex-navy) took us all the way back to the beach in front of the hotel.

 

 

26 April 2010, Island of Exuma

Last day ! Taking us back to the Bahamas with a stop at the beautiful Skybeach resort for lunch, Governor’s Harbour Eleuthera and then off to the final destination Treasure Cay for the ceremony honoring the winners of the challenge. The runner up team was the team of Matthew and Vickie from North Carolina.

The normal routine for the pilots is to get up at the crack of dawn, logon to the weather service and plan the day’s flying based on winds, cloud levels and possible frontal activity. That morning the pilots got a surprise. For the first time during the trip we had weather forecast along the route that required some serious study.

A line of heavy thunderstorms was moving eastward off the coast of Florida toward our final destination of Treasure Cay. The weather briefers indicated the storm – highlighted in yellow on the radar – would arrive at Treasure Cay about the same time as the lead aircraft. This meant the slower and tail end aircraft might not be able to get in.

As the Air Rally team always does in situations like this; we launched a couple faster and better equipped aircraft to scout the weather ahead at various altitudes for the rest of the aircraft. Weather forecasts are only forecasts and sometimes the prognosticators don’t get it exactly right.

However, as the lead aircraft approached Treasure Cay, they discovered the weather forecasters were right on the money this time. Time for plan B.

Prior to launching, the pilots discussed a multitude of diversion options in case the weather forecast was correct. As the lead aircraft turned back, Camil recommended that we all divert to Exuma – our first stop on the rally. Stopping at Exuma would allow us to get far enough north so all aircraft could make the USA on the final day in one hop. It also meant that Sharmain would be there to help us out and so would Neville from Peace and Plenty.

 

 

 

 

Sharmain was already at the airport when we arrived getting transport and accommodations organized for all within an hour or so we had cleared customs and were on our way back….. home: Peace and Plenty that is. Neville (Mr. Lee) the owner  handed us back our keys,  mobilized kitchen staff to serve us a late lunch of cheeseburgers, fries and drinks. . we jumped in the pool before supper and watched the storm come in. Everyone was safe and still enjoying the last hours of being together with friends..

 

Mike and Tyra may have started a new tradition for the Caribbean Air Rally Challenge – pool dipping fully clothed. This time we had a pool full of people cooling off still attired in their Air Rally t-shirts and travel clothes.

Most of the group spent the afternoon relaxing and informing loved ones via email of our change in location.

At the end of each rally, we have a final awards dinner where the Caribbean Air Rally Challenge winner is announced. The winning team will have the honor of getting their names permanently engraved on the decades old 30” tall silver Governor General’s Cup.

The Caribbean Air Rally Challenge consists of Camil handing out navigation, aeronautical and ETA questionnaires to teams at various times during the rally. Participants work on the questionnaires during the daily flight or sometimes at night with a time limit imposed.

For little change this year, Camil picked the top three scoring teams for a Jeopardy style Q&A contest about everything we had learned on our journey across the 4 different Caribbean Countries.  None of the teams knew this was coming and it was fun to see their expressions when announced.

Steve Weaver (AKA Alex Trebek) asked the contestants the nine Final Jeopardy questions while Dave Schrader watched for signals that they knew the answer.

Team Bonanza; Raj, Don and Bill drew first blood with two quick correct answers, Team Cirrus; Mike and Tyra were next, closing the gap with a correct answer. Then Team Comanche; Matt and Vickie started taking control. They got a couple Double Jeopardy questions right and surged into the lead.

 

2010 Caribbean Air Rally Challenge winners – Matt Hayduk & Vickie Pinkham

When all the questions had been read, Camil confirmed that  Matt and Vickie, the leading team,  had won the 2010 Caribbean Air Rally Challenge. Bravo!!!

After the victory photos and congratulations, everyone drifted off to enjoy time with each other for the last time.

Mark and I, have enjoyed sharing this experience with you, this story is alive in our minds and will remain in our memories adding to all  the unique and memorable experiences we enjoy every year.

We hope you will join us to experience the magic of the international Air Rally.

Upcoming event:

Caribbean Air Festival November 2010 taking place in the beautiful club med Resort in San Salvador and the neighboring island of Rum Cay Bahamas.

 

Don’t miss the 2011 Governor General’s Cup Caribbean Air Challenge for more information please visit www.airrally.com or write ctobenas@airrally.com

 

 

 

 

 

    The pilot of an older twin jet Aero Commander recently learned a hard lesson about the use of the NASA form. The facts of the case were pretty simple. The pilot, one of two crewmembers, took off from Henderson Executive Airport in Henderson, Nevada on an IFR clearance with one passenger aboard. Departure cleared the flight to 7,000’. The flight was handed off to Las Vegas Center which cleared the flight to 11,000’. The weather at that point in the flight was stormy, with clouds and ice. There is a dispute about what happened next.

    The pilot and the second-in-command testified: that they leveled off at 11,000’, that a cross-check of the two altimeters confirmed that, and that they remained level at 11,000’ for 20 to 30 seconds before receiving their next clearance. The FAA had evidence which showed that the aircraft climbed from 10,900’ to 11,100’ in two seconds, and then to 11,200’ two seconds later. Another five seconds later, the aircraft was at 11,500’. Fifteen seconds later, the aircraft shows to be at 12,000’ and appears to remain at 12,100’ for several sweeps of the radar. The aircraft climbed to an altitude of 12,300’ at which point it was in conflict with a Jet Blue flight. The Center controller instructed the pilot to climb his aircraft “expeditiously” to 13,000’. Immediately after this transmission, the aircraft’s transponder stopped showing a radar return. The case does not indicate whether Center advised the pilot of the Jet Commander that there was a conflict with another aircraft. The radar return from the transponder reappeared 90 seconds later when the aircraft was at 16,300’.

    The FAA brought an action against the pilot seeking to suspend his ATP certificate for 45 days because, it alleged, he had deviated from a clearance without authorization.

    The pilot claimed that he believed that he was level at 11,000’ the whole time, and that, when he was given instructions to climb expeditiously to 13,000’, he did so, and that he did not believe that he had departed from that altitude until he was instructed to climb to 13,000’. The pilot indicated that he felt that, since the radar tracking seemed to confirm the FAA’s version of the vertical profile of the flight, what must have happened was that there had been a failure of the aircraft’s Air Data Computers, which had caused the altimeters to read incorrectly.

    The pilot filed a report under the Aviation Safety Reporting Program (the “NASA Form”), and felt that this report would save him from the FAA’s requested sanction of a 45-day suspension of his ATP certificate. But he didn’t bargain on how the rules regarding the benefits of the NASA Form are interpreted by the FAA and the NTSB.

    The Aviation Safety Reporting Program was set up to encourage pilots to report safety problems to the FAA in such a way that they would not be punished for having come forward. NASA was chosen as a neutral agency which would receive and process the reports. Among the things that NASA does when it receives a report is to remove the data that identifies the pilot (or other certificate holder, for instance Controllers) who filed it. As an incentive to certificate holders to participate in the program and to file these reports, even when the safety issue might have involved a violation of the FAR’s, a provision was inserted that provided that “the Administrator may waive the imposition of the sanction, despite the finding of a regulatory violation, as long as certain other requirements are satisfied.” As usual, the Devil is in the details, and those “certain other requirements” are the details that are the problem.

    There are four exceptions to the “waiver of sanction” provision, although the FAA treats them as if there were actually five: (1) the violation was inadvertent and not deliberate; (2) the violation did not involve a criminal defense, accident, or action found at 49 U.S.C § 44709; (3) the person has not been found in any prior FAA enforcement action to have committed a regulatory violation for the past five years; and (4) the person completes and mails a written report of the incident to NASA within 10 days of the violation.

    In this case, as in many of the cases, the question was whether an unintended climb past the clearance altitude was both “inadvertent” and “not deliberate”. Although it might appear that these words and phrases are merely synonyms being used for emphasis, the FAA has interpreted them to be two, separate items which the airman must prove in order to qualify for the waiver of the sanction being sought. In this case, the Administrator found that the airman had failed to prove his defense that the violation was both “inadvertent” and “not deliberate” (because of some confusing language in the way the Judge recited his reasoning, the case was sent back to the Judge by the NTSB – sitting as an appellate panel, but the result will most likely be the same).

    There were some facts that will make it very difficult for the airman to continue to show that this was strictly an instrument problem. For instance, almost immediately after ATC requested an expeditious climb to 13,000’, the aircraft suddenly stopped squawking its Mode C altitude on its active transponder for 90 seconds. The crew did not report a problem with the transponder, however, nor did they switch to their number two transponder. The aircraft had been in IMC and yet there was no squawk on any records of either an ADC failure or a transponder failure entered in the logs or in any other record.

    Additionally, the FAA was able to show that, although the aircraft’s avionics had experienced numerous problems in the past, just six days prior to the incident, the aircraft had been in the shop for its pitot static certification. The notes on the repair card showed that there were two separate Air Data Computers in the aircraft, one feeding the pilot’s instrument panel and the other feeding the co-pilot’s instrument panel. Both instrument panels were tested for altitudes up to and including 30,000’ and checked OK. The transponders were also checked and found OK. The system was certified and approved for return to service.

    There was also a question raised about the potential to have noticed the climb by crosschecking other available instruments and possible visual cues. The crew was not able to demonstrate that they lacked the ability to have noted the continued climb.

    Here, the Administrative Law Judge clearly did not believe that there had ever actually been an instrument problem (a “mechanical”) at all. But, he noted that, even if there had been such a mechanical problem, the crew failed to carry its burden of proving that there was some reason that they could not have noticed it and either complied with their clearance or reported the instrument problem and requested assistance. Therefore, while the Judge found that instrumentation problems are “not deliberate”, there was no showing that the violation which resulted was due to “inadvertence”. The Judge said that, if there are unruly passengers in the back which distracted the pilot from his duties, it might have constituted “inadvertence”, but that mere inattention does not constitute inadvertence. The case is Babbit v. Ricotta, NTSB Order EA-5519 (April 19, 2010).

    The Aviation Safety Reporting Program is a very valuable program which has led to many advances in safety. It is also a great benefit to pilots who stumble into safety and regulatory traps that were not of their own making. But it is not a cure-all. Just because you file a NASA form does not mean that you will have a penalty waived. You must file within 10 days of an event – don’t delay. But, if you know that someone is likely to report you for a violation, and you have the time, you really should talk to an aviation attorney to help you fill out and submit the form, and to alert you to whether or not the form is likely to be of assistance to you in any eventual prosecution.