Technique

Recently, a reader asked about a puzzling approach at Chatham, MA (KCQX). The RNAV (GPS)-B is perfectly aligned with Runway 24 and the descent angle is a routine 3.05 degrees, yet it has only circling minimums. Approaches most often just have circling minimums if the alignment to the runway exceeds 30 degrees (for most procedure types) or the descent angle is greater than 3.77 degrees (for Category C and below). So, whats up at Chatham?

Each year we pause in the quest for aviation excellence to examine those whove boldly gone where others with a mere dram of sense wouldnt. This review covers 2012, the most recent year for which the NTSB offers probable cause to improbable silliness. Only non-fatal events are covered because we assume its bad form to ridicule the dead. Contestants are limited to the USA, because, hell, we invented flight, even though France claims the naming rights. Plus, few other countries offer our freedom to fail.

On a musical note and for enjoyment of all the Parrotheads, Palm Beach International Airport (KPBI) recognizes avid pilot and aircraft owner Jimmy Buffett in the BUFIT ONE RNAV DEPARTURE which has waypoints JIMEY and BUFIT. Luca F Bencini-TiboWeston, FL Flying IFR southbound from a private airstrip near Sudbury, Ontario, I had the following exchange with Center: …

If your aircraft’s instrument landing system cannot go below half a mile, you will find trouble with Jeppesen charts, which measure runway visible range by one-eighth of a mile increments.

It makes perfect sense that Santa Claus would employ freight aircraft to help him with his Christmas duties. Here’s an account of what a real cargo pilot goes through at the most wonderful time of the year.

Youre basking in the glow of your high-tech primary flight display and make a slight attitude correction to level the wings. The bank hadnt even resulted in a heading change because you caught it so quickly.

Meadows Field in Bakersfield, California (KBFL) lies at the southern end of the San Joaquin Valley. For purposes of instrument flight, we call this area a huge temperature inversion waiting to happen. And when it does, the minimal visibility means well want to know exactly where we should squeak the tires at the landing end of a precision approach. At KBFL, its not where youd expect at first glance.

To paraphrase Sir Walter Scott: Breathes there a pilot with soul so dead who never looking skyward and watching the Thunderbirds hath said, I wish I could fly with that kind of precision?While few are selected for prestigious precision flying teams, we can all strive for precision in our flying. Its simply a matter of discipline and shows that youve got the right stuff. Lets explore a typical flight to find areas for excellence. It starts with taxi out.

You can do a lot with an instrument rating and appropriately equipped aircraft-slice through clouds, take-off zero-zero and fly VOR, ILS, GPS and even (if you care) NDB approaches. None of these operations require special qualifications beyond the instrument rating. For example, many of us got instrument ratings before GPS, yet were authorized to fly GPS approaches. But, there are things an instrument-rated pilot cant do, even with certified equipment. Wanna fly a CAT II approach? Sorry. How about an ILS CAT I SA or RNAV (RNP)? Nope, cant do those either. What gives?

Of the many tens of thousands of FAA employees, most are conscientious hardworking folks who want to do a good job. Nonetheless, the FAA has a reputation for overly aggressive, yet seemingly arbitrary enforcement action by certain individuals in positions of authority over pilots. A quick read through 14 CFR Part 91 offers a near-infinite number of ways a pilot can run afoul of the FAA with little to protect us. About our only defenses are a legal assistance plan like the AOPA offers and the wholly pilot- and safety-focused Aviation Safety Reporting System (ASRS). (If you dont know about ASRS, download, read and study AC-0046E. Now. My meager words here can wait.)