|
IT’S UP TO YOU TO
FLY AWAY! by John Bouck
Okay, so we’d like to spend a weekend at a favorite place, and it just happens to have an airport…or, maybe you know the coming weekend will be great, weather-wise. It’s time to make plans to go somewhere. Rather than a specific destination this month, I thought I’d provide some travel suggestions, as many writers ask me practical and logistical questions, rather than about a destination.
As I have previously suggested, now is the time to get out your favorite road map, scale a string to represent 300 miles, or whatever distance you want to fly in a weekend, pin it to your home airport, and scribe a circle around that point. It will show all the area accessible with your aircraft, in the time you have allotted.
Another option is…simply go on-line, to www.freemaptools.com/radius-around-point.htm. This site will measure out the distance for you from any point on the map. After accessing the site, go to the “options” portion. Type in the name of the city or airport you are going to be departing from in the “Place radius by location name” section. If you happen to know the latitude and longitude of your place of beginning, you can use that as well for a starting point (That’s a little complicated for me, but maybe it isn’t for you!).
Next, scroll to “Radius Distance”. The default has been set at 1,000 kilometers, but you can simply reset the distance by typing in the kilometers or miles you want to travel (the other box will automatically recalculate). After that, just scroll back up to “Draw Radius” and click on the box. The program will calculate the radius for you and fill it in, in the color of your choice! You can zoom in or out by a few clicks on the + or – signs at the left. The radius provided is the distance directly to your destination, which is the way you will most likely be going. You’ll probably be amazed at the number of terrific destinations within easy flying range. While driving to those places might take an impossible amount of time because of winding roads, lakes in the way, etc., that won’t be the case if you’re flying.
Okay, you’ve decided on a destination for the weekend. Let’s look at the practical aspects. Pull out your latest AOPA Airport Directory, or go on line to their website. I find their information invaluable. The directory will list the airport(s) at your destination, as well as the local FBOs, and their phone numbers. It will also advise you of rental cars typically available at the airport (However, I also ask the FBO for their recommendations, as they sometimes have a special rate for local hotels, as well as rental cars). I always call the FBO ahead of time, just to see if they have any local information I should be aware of, from tie downs, to airport conditions, to local places to eat.
If you intend to remain overnight, you’ll need someplace to sleep. If you simply Google your destination, you’ll normally find all kinds of information, including official Chamber web sites that list motels, bed and breakfasts and other lodging, including campsites, if that’s your bag. In booking reservations, you are able to scroll through the information for each of the motels/hotels, find the type of room you are looking for, and the best deal, or package, for that weekend. If you are looking at larger hotel chains, such as Hyatt’s, Holiday Inn, etc., I would also recommend you go to Priceline or Expedia, and bid on a room. You are often able to find a much better price. Otherwise, call the place directly, and see what may be available. Remember, though, if it’s the height of the prime vacation season, your chances of any kind of deal are about nil. You may have to try a number of different places just to find a room. The earlier you are able to make reservations, the better. Same holds true if you are interested in going to any local restaurants or the theatre in larger cities. Do it on line. It may save you waiting IN line after you arrive!
How about the flight itself? Obviously, make certain of the basics…full fuel and oil, weight and balance calculations based on what you are actually carrying, and plan the route ahead of time. Sound basic? You would think so, but it doesn’t always take place.
Whether IFR or VFR, do you have a clear understanding of the navaids along the route, any mountainous terrain, airport conditions at your destination, and MEA? I’m not going through the basics you learned while earning your license, but this is the place to put the information to use. I’ve witnessed all sorts of problems crop up for pilots (and their luckless passengers!) when inadequate planning is completed for the trip itself.
I happened to be a passenger myself on an erratic trip from Central New York to the Washington, D. C. (Fredricksburg) area. Two other pilots were flying in the front seats, so I ASSUMED someone had done their homework. They had filed IFR, with a copy of the DUAT’s flight plan snapped to the left seat yoke. As we proceeded into Pennsylvania, ATC came on with a pretty typical “change of routing. Advise when ready to copy.”
Well, okay. Hmm. Instant confusion in the front seat. “Okay. Yep. Ready to copy”.
Because of weather, as well as additional traffic, a complete change of routing was relayed. My guys in the front seat copied and read the instructions back fine, but I sensed the unease. Still, I remained quiet until I heard the words, “Okay, what do we do now?” quietly spoken. A little more fumbling in the front, and finally, I had to ask, “what’s the problem?”
“Well,” stuttered our guy in the left seat, “we just got this change in our route…”
“Okay.” Again, “What’s the problem?”
“Well (for the 3rd time), not exactly sure where they want us to go. We just have the DUATS and we, um, don’t, ah, exactly have any other charts for the trip.”
“O…kay.” No charts? By now, I was scrambling over the back seat to find my own flight bag, meanwhile, mumbling to them, “plug the first intersection they gave you into the GPS, and head for it.” Just then, ATC came back with their second surprise. Of course, by now we were completely IMC.
“Fredericksburg just went below minimums and the airport has been closed. What are your intentions for an alternate?” That’s simple, I thought. It’s in the flight plan. It’s always in the flight plan.
“Um. What’s above minimums now, and open?” Could I be hearing correctly? Its decision time and decisions can’t be delayed. ATC also doesn’t like being used for an information service. Now fuel, declining weather, and time, dictate that you know your game plan.
Next…another surprise. In a flurry of activity from the front, I soon discovered that my pilots, both of them, were tossing around approach plates they had run off from a website. Know what though, they were all for the intended airport, and not a single approach plate for another airport! For the second time, I heard the words, “Now what?!” from the front seat. By then I had jumped, not crawled, over the back seat, to retrieve my own flight bag from the luggage area. I gave them my suggestion for an alternate that was almost below us, threw the charts into the front seat, folded to our route, and handed them my book of approach plates for Pennsylvania.
I know! I know! Even though I was flying as a passenger, I am a knowledgeable passenger, and should have reviewed our flight, and planning, with them, even though they were moderate time pilots with instrument ratings. At that point, I was truly pissed, and roundly criticized them for their laziness, or their “I know it all” attitude. They should know, from the basics of their training, that they, and you, are REQUIRED to carry ALL appropriate charts and material. There’s a reason for that. A failure to be familiar with your route, and to have everything you need for that route, and flight, is asking for trouble…if not on this trip, it will happen on one of your trips. It’s dangerous to you…and your passengers, who may not always have the correct charts in their possession. There’s a valid reason for most of our rules. Learn from history. As coach John Wooden said, “Failure may not be fatal, but failure to change may be”.
One more thing, there’s one piece of equipment that I would insist on using, if anyone plans an extended flight, or plans on flying often. Almost everyone now has a GPS on-board, or a hand held. If it isn’t already Nexrad capable, I would absolutely subscribe. While it’s important to obtain a complete standard briefing prior to the flight, Nexrad weather provides you accurate enroute capability. Much is said about the fact that weather text may be 3 to 6 minutes delayed on Nexrad, versus the real time of weather radar. However, weather radar isn’t practical, and certainly isn’t economical, for many small planes. Properly used and understood, Nexrad is an absolutely wonderful tool in your aircraft. A G-1000 would be nice, but I just use a small Garmin 396, and it is great!
However, I NEVER use our Nexrad information for playing tag with the weather. It’s used for advance tactical information. It will generally show me, ahead of time, where I should or shouldn’t be going, and it is constantly changing, which alerts me to changes I may have to make in my flight. It enables me to make rational decisions. It should not be used for fine-tuning your ability to fly around and between storm cells, or icing conditions! That ill advised use simply generates statistics.
Departing New York City during the summer last year, Flight Service advised of numerous thunderstorms in Northern New York, near our destination. They also indicated that the storms were moving east and could be out of our way in a few hours. I decided to launch, proceed toward Syracuse, and as we got closer to the storms, land at one of the airports on the way to wait things out, as the storms were not affecting that part of the route. Shortly after takeoff, we could observe the cells at our destination, but we had the option of several open airports within 40 miles of Syracuse, to land. Amazingly, as we flew further north, we could actually watch the cells moving easterly and dissipating rapidly.
I called Flight Watch to confirm, and they did. Also, we could scroll to the METARs on the GPS, and watch the changes in weather (wind, visibility and cloud bases) at our destination. We continued all the way, with a smooth flight, and virtually clear visibility, right through touch down. This was absolutely a case where, if we had been able to only receive an advance weather briefing, we would not have attempted a flight home, into possible thunderstorms activity. To install Nexrad on your GPS is a monthly cost of only about $50. It’s a lot to pay if you only fly around the pattern and don’t venture any distance. It could be cheap for you, if you plan to utilize your flying license and your aircraft the way it should be used.
Among the important items you should pack, make certain your camera is at the top! We have made a photographic record with our digital camera, of each trip. From take-off to touch-down, we snap away. After returning home, we upload to “Shutterfly.com”, and, voila, we have a great little book we can snuggle up and read on cold nights at home in front of the fireplace! The memories of our trips are almost as wonderful as being there. We’ve flown to so many great places that I’ll share with you in coming issues. However, your safety, and the safety of those traveling with you should always be of paramount concern. Pilots can’t afford to become lazy, or overconfident. It’s amazingly fun to be at new, interesting destinations, but your flight there and back is serious business.
John Bouck lives in upstate Auburn, N. Y. He is a commercial and industrial real estate broker, licensed in New York and Florida. John flies a Cessna 210, as well as a Cessna 180 on amphibious floats. With over 2,000 hours of flight time, he holds a commercial license, with instrument rating, as well as seaplane rating, and is a CFI. He can be reached at: jcbouck@verizon.net
|
