November, 2008 Vol. V, No.
10 |
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Welcome
to the
Over the
Airwaves
aviation journal. This complimentary e-publication
is prepared monthly for pilots and aviation enthusiasts around the
world. Its aim
is to promote
flight safety, encourage students and new pilots, and to build
enthusiasm for aviation in general.
The Danger Zone! While stationed at U.S. Army headquarters in Long Binh, Vietnam, I well remember a large billboard warning military personnel leaving the relative safety of the compound. It said, "Warning, you are about to enter the most dangerous combat area in Vietnam." No, this sign wasn't referring to the Viet Cong and North Vietnamese Regulars surrounding our military compound. Instead, it referred to the vehicular risks of driving along the Highway 1A, a twisting, two-lane expressway leading into Saigon! Such a paradox. We stood a better chance of surviving an enemy ambush than a head-on collision with another vehicle on this two-lane highway!
No joking here . . . I spend close to six hours a day, six days a week shepherding flight students into and out of non-towered airports throughout Western New York, Northwestern Pennsylvania, and Southern Ontario, Canada. What I observe daily is enough to cause male pattern baldness in days rather than years. Let's take a look at some of the types of pilots who operate in today's traffic patterns.
Okay, you get the idea. The non-towered airport traffic pattern can be a risky place to hang around simply because of the volume of traffic. It is made far worse, of course, when any one or more of the characters described above are present. So what can we do about it? First, look out the window. Second, get on and stay on the radio. Third, spend as little time in the pattern as possible. If you are training and there are other folks in the pattern, find someplace else to train that day. Lastly, master slow flight maneuvering. There will be times when we need to put on our aerial brakes. Let's be sure we can do this without falling out of the sky! While it may appear that I'm poking fun at my fellow pilots, I am. But this is deadly serious business. More accidents happen in and around the airport traffic pattern than anywhere else. There are reasons why this is the case. Let's you and
I NOT be one of these reasons! Fly safe, fly smart.
Bad Things Happen to Good Pilots, Too!
"There are those that have and those that will . . ." This classic quote, of course, refers to the inadvertent gear-up landing. Sadly, the C-210 pictured (left) belongs to a very capable pilot friend of mine here in Buffalo, NY. This event happened just several days ago. "What happened," I asked when talking with my buddy shortly after this unfortunate incident. "Simple . . . I screwed up, plain and simple. No excuses," he replied. I thought to myself, if it could happen to him, it could happen to any of us who own and/or operate retracts. My friend did note that his pre-landing check-list was interrupted by radio chatter from the tower. "I'm not making excuses here," he said. "It was my fault, pure and simple, but for some reason I allowed the radio distractions to get in the way of my flying the airplane," he added. Therein lies a valuable lesson . . . Above all . . . fly the airplane. This little piece of advice has saved literally thousands of pilots over the years. My instrument instructor also taught me to make one last audible call-out just before every landing. That call-out is "GEAR/PROP." Thus, whether flying my T-210 (retract) or any other of the many fixed-gear trainers I fly, I always call out "GEAR/PROP" just before touching down. This mantra is engrained in my aerial brain. Thus, no distraction, large or small at this critical stage of flight will likely ever result in an inadvertent gear-up landing! In summary, add the "GEAR/PROP" mantra as the last item on your pre-landing checklist. If you do, you'll not likely ever experience a gear-up landing either. The Infamous Class E Bust While seldom noticed and even less frequently enforced, we pilots likely violate the rules of Class E airspace more than in any other place in the national airspace system. Even more startling is the fact that many of us pilots have little clue where Class E airspace begins and ends! So what's the result? We have three non-towered airports here in the Buffalo, NY area that are located under or near the Buffalo-Niagara International Airport (KBUF) Class C airspace. The traffic pattern for each of these three airports is situated within a whisker of the final approach courses for KBUF's ILS 23 and ILS 32 instrument procedures.
Failing to realize that flying at pattern altitude in each of these airports puts them in Class E airspace where they must remain 500' below the clouds, their aircraft likely sets off TCAS alerts by aircraft on final approach to KBUF. Such TCAS alerts and resultant evasive maneuvers are hard on complacent airline captains and even harder on passengers whose drinks are suddenly in their laps! The resultant loss of separation can also cause additional stress to approach and tower controllers already hyped up on too much caffeine.
Class E airspace exists anywhere there is no other designated airspace. It generally begins at either 700' or 1,200' AGL and runs all the way up to Class A airspace at 18,000'. The rules for operating in Class E airspace are simple. Below 10,000', we must have 3 miles visibility and remain 500' below the clouds; 1,000' above the clouds; and 2,000' abeam the clouds. Above 10,000', we must have 5 miles visibility and remain 1,000' below; 1,000' above; and 1 mile abeam the clouds.
Most Class G airspace surrounding non-towered airport airspace tops out at 700' AGL. Thus, their TPA (traffic pattern altitude) is inside Class E airspace, where we must remain 500' below the clouds!
When you turn the key . . . what happens? It's a ritual that every piston engine pilot runs through sometime between start-up and takeoff. We run up the RPM, then switch the ignition key from "BOTH," then to "RIGHT," then back to "BOTH," then to "LEFT," then back to "BOTH." All we are really doing, of course, is confirming that each of our two independent ignition systems are performing properly. As illustrated below, the heart of each of these two independent electrical systems is a remarkably simple electrical generator called a magneto.
Unlike conventional generators that produce continuous electrical current, the magneto is designed to create a periodic high-voltage pulse that is carried to the spark plugs at precisely the right moment via high tension leads. The entire process begins by turning the ignition key to "START." This causes the starter motor to rotate the engine which, in turn, causes each of the magnetos to turn which, in turn, produces and sends a high current pulse to the spark plugs. The resultant "spark" ignites the fuel/air mixture and, voila', the engine begins to run. Having two independently operating ignition systems provides two important benefits. First, of course, is redundancy. If one system fails, the other system enables the engine to continue running. The second benefit comes from improved fuel/air burn efficiency in each cylinder. Having two simultaneous "sparks" is roughly equivalent to using two matches, each at either end of the wood pile, to light your fireplace. What are we looking for when checking the mags?
The ignition system is what enables our engines to keep turning. Checking the mags after every engine start-up and before takeoff is the key to safe flight. ALWAYS do this!
Instrument Rating in 9 Days . . . Good or Bad? Given a choice, which IFR training scenario is better from a long-term safety perspective:
Floyd Packard of the flat lands region of middle-eastern Washington State pondered this question as he was finishing the construction of his RV-7. He wanted to become a capable instrument rated pilot and was equipping his aircraft for the rigors of IFR flight. Floyd's training options were clear. His hometown CFII was willing to train him at a leisurely pace in sunny skies but was adverse to hard IFR flying. On the other hand, he could take a couple weeks off from his busy dental practice, fly the airlines to Buffalo, NY and take a 10-day accelerated IFR training course with Bob Miller Flight Training, Inc. (BMFT) where he was sure to encounter real IFR weather, lots of turbulence, and cold conditions conducive to icing. Floyd chose the latter . . . and that was what he got! Did Floyd make the best choice? There has been endless debate regarding the merits of accelerated instrument training. Do 10 day-trained instrument pilots fare better in the world of instrument flight than those pilots trained at a more leisurely pace? As with most such questions, the answer is . . . it depends. But now let's add in some variables. Do 10 day instrument pilots trained in real turbulent, icy, IMC conditions fare better than more leisurely trained instrument pilots who never get to see the inside of a cloud? Floyd began his instrument training with BMFT this past October 1 in a G-1000 glass panel-equipped Cessna 172. He took and passed his instrument checkride nine days later on October 9th. Nearly all of his flight training was conducted inside cold, turbulent clouds. "I spent nine days flying over Western New York and never saw the ground," says Floyd Packard! Unlike his sunny weather-IFR trained colleagues, Floyd had to come to terms with turbulent clouds and the ever-present threat of icing conditions as he honed his instrument scanning skills. Admittedly, life was made a bit easier for him by the simplicity of the G-1000 glass cockpit. Unlike the 2.5 inch wide round-gauge attitude indicator found in traditional panel setups, the G-1000 Primary Flight Display (PFD) afforded Floyd with a giant image of the sky above and the ground below. With critical flight instruments superimposed directly atop of the moving map, Floyd had no difficulty mastering his instrument scan.
Floyd's training began each day at 8am. Working both me and my assistant chief flight instructor, Mike Jeswald, Floyd's daily five hours aloft were interrupted by several ground training sessions. His evening time was spent working independently through our Cessna Pilot Center (CPC) "Cleared for the Approach" computer-based instruction course DVDs and text materials. As to which training scenario (#1 or #2 above) is the best, the ultimate answer will be revealed when Floyd has his first solo IFR flight in real, turbulent, cold clouds. My guess is that he will do just fine! Given either form of IFR training, how do you think you would do?
Want to abuse your engine? Start it cold! With winter rapidly approaching in the Northern Hemisphere, now is the time to begin thinking seriously about the damaging effect of sub-freezing temperatures when starting our aircraft engines. Is this really a serious concern?
Nationally
recognized engine guru, Mike Busch, A&P/AI, "AMT of the
Year," and
OTA reader,
recently had this to say about cold engine starts: In a wonderful article published on AVWEB about the critical importance of proper engine pre-heating (found HERE), Mike Busch explains why starting a cold engine causes damage. Busch points to a popular misconception held by many pilots that pre-heating is necessary to allow cold-soaked, thick viscous oil to get moving throughout the engine. While this may play a role in premature engine wear, the real heart of the problem lies in the fact that our engines are constructed with dissimilar metals with radically different expansion coefficients. The aluminum alloys that are used to make up the crankcase, pistons, and cylinder heads of our engine shrink twice as much in size when cold than do the steel that makes up the crankshaft, camshaft, connecting rods and cylinder barrels. The net effect of this cold temperature-induced unequal shrinking of these dissimilar metals is the loss of the tiny clearance between each that permits oil to flow through. Hence, we experience the damaging results of metal-to-metal when we start a cold-soaked engine. How cold is cold? Lots of studies have been performed on the effects of cold temperatures on aircraft engines, but most authorities agree that temperatures below 32d F. require pre-heating before engine start. What's the best way to pre-heat a cold engine?
Thus, no single solution works all of the time. I keep the TSIO-520 engine in my C-210 toasty warm in my unheated hangar here in Buffalo by placing a 250 watt heating lamp tucked up inside the nose wheel well along with an insulating blanket draped over the cowl. At roughly 10 cents per kilowatt hour (national commercial rate average), this works out to about $90 for our entire six month long heating season. On really cold nights, I'll keep a small, thermostatically controlled electric heater running inside my airplane on the floor in front of the pilot's seat. This offers the added benefit of keeping my instrument gyros warm as well, plus it is always nice climbing into a warm cockpit. My engine is also equipped with a Tanis Aircraft Services electric multi-point pre-heating system that when on the road I can plug into any FBO 110v AC power source via a 100' long extension cord that I always carry along in the winter. The Reiff Corporation manufactures an equally good engine pre-heating system. There are other types of engine pre-heating systems as well, including forced hot air produced either electrically or with propane or kerosene. Whatever system we use, the important thing is that we use it - EVERY time the engine block is below 32d F. We will more than pay for it in the long run . . . . and it could save our lives.
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and for pilots all over the globe. Beware of Frontal Movements! November is one of those seasonal change months in the mid-latitudes where we pilots need to keep a close eye on the movement of weather fronts. Why? In a word . . . ICE!!! In another two words . . . FREEZING RAIN!
The above illustration shows warm moist air from the left sliding up over a layer of colder air on the right. Rain forms at the frontal boundary and falls to the surface. This produces no particular risk to the pilot if the cooler air remains above freezing. As we climb, however, the temperature drops at a normal lapse rate of about 2 degrees C. for each 1,000' of altitude. Let's say the sea level surface temperature on a typical autumn day is 55 degrees F. (15 degrees C.). Now let's say that we board our airplane and climb to about 8,000 feet MSL along the above depicted frontal boundary. Here, the outside temperature should be around -1 degree C. What happens to rain falling out of the warmer temperatures above as it passes through the sub-freezing temperature at 8,000 feet? Left undisturbed, the rain droplets could remain in liquid form despite their sub-freezing temperature. This is called FREEZING RAIN! All it takes is a simple little disturbance like a passing aircraft wing or propeller to cause these sub-freezing liquid rain drops to form solid ice on impact. When this happens, the passing aircraft can turn into a virtual popsicle in seconds!
What's the solution? A freezing rain encounter is an emergency, pure and simple. We must escape immediately. The odds favor an immediate climb to warmer air above. While FAR 91.175 requires an ATC clearance to deviate from a previously assigned altitude, our emergency authority exempts us from this rule. Climb, then notify ATC (or do both at the same time). Remember, too, that freezing rain can occur in VFR conditions. VFR-only pilots have a particular challenge when encountering freezing rain as climbing into IMC is not an option for them. The best solution is, of course, prevention. Here's where a thorough pre-flight briefing earns its well-deserved credit. Traversing a front, particularly a warm front in winter is wrought with risks. Avoid them whenever possible. Aero-News.Net Features OTA in Podcasts
"Low Altitude Maneuvers" is the latest in a series of podcasts Bob Miller has been doing with Aero-News.Net's Paul Plack. You can hear, or download for later listening, these 15 minute interviews and any of the previously conducted podcasts by clicking on the titles below: Podcast Titles[Click on desired titles - several minutes may be required to download.] Titles in RED are new since the last OTA. By the way, Aero-News.Net is a FREE daily online publication that is packed with aviation related news. It is the first thing I read every morning. You can log on to Aero-News.Net and subscribe for your free subscription by clicking HERE. National Association of Flight Instructors (NAFI) . . . is there trouble in River City?? OTA readers who have been with me since the beginning of this publication likely recall that NAFI has not been one of my favorite GA membership organizations. My disdain for NAFI arose following their rather bizarre reaction to reader comments about an article on icing I published in OTA several years ago. Given the choice of allowing NAFI to censor my OTA editorial content prior to publication or surrendering my Master CFI credentials and resigning from their club, I simply chose the latter. Fast forward to today. Most NAFI members and other astute GA observers are aware that there is a big shake-up now underway within NAFI's governance. Hopefully, the resultant changes will be for the better. NAFI could lead the way to improved flight safety . . . The accident data reveals that over 80 percent of all fatal GA accidents are caused by pilot error. One way to turn this sad statistic around is to bring about improvements in the way pilots are trained. NAFI is in ideal position to help facilitate such changes, but this requires strong leadership. NAFI needs to step up to the plate and advocate for meaningful improvements throughout the flight training industry. For example, NAFI should be calling for tighter CFI qualification standards and for more rigorous oversight of those so-called flight training mills that spew out young CFIs with little or no real-world experience. In this regard, NAFI doesn't need to look very far for an example of what should be done. How much experience does it take to become an A&P? The differences between training requirements for a CFI and an A&P are appalling! "Joe the Plumber" spends far more time earning his journeyman status than we flight instructors! If they choose to, NAFI could help to re-write the 65 year-old training curriculum most flight schools still follow in training pilots for 21st century aviation. NAFI could also help to bring about regulatory reform governing the training of CFIs. Did you know, for example, that under current regulations a CFI-I certificate can be obtained without ever once flying in the clouds? Here is a real heart-stopper . . . you can qualify as a CFI with just the 20 hours total solo time! And NAFI stands right there signing these neophytes up as members! NAFI is at a change point. Now is the time for NAFI to reorganize itself in ways that will enable it to become a driving force for improved flight safety rather than continuing as a flag-waving stepchild of EAA with an ill-defined mission. It must do far more than conferring "master" credentials on CFIs based upon documented community service rather than upon demonstrated teaching skills, years of experience, and true aeronautical abilities. Whichever way NAFI's internal troubles are resolved, its mission must be re-defined in ways that address current shortcomings in the flight training industry that, in turn, contribute directly or indirectly to our chronic GA accident rates. By so doing, not only will our accident rates be reduced, the image of CFIs and the entire flight training industry will be enhanced significantly. Non-instrumented rated pilots play 'Cat 'n Mouse' with IMC conditions! The weather on the surface at McNary Field in Oregon was reported as winds from 180 degrees at 14 knots, gusting to 19 knots, 10 statute miles visibility, light rain, clouds were scattered at 2,900 feet, broken at 3,500 feet, and overcast at 6,000 feet, temperature was 42 degrees F., dew point was 39 degrees F., and the altimeter was 30.29 inches of Mercury.
Pre-Flight Planning The night before this flight, the PIC received an FSS weather briefing and was told that the forecasted weather along his route of flight would be marginal VFR conditions with conditions improving later in the morning. He was also advised of AIRMETS for icing, turbulence, and mountain obscuration. The pilot also requested cloud tops information but was told they were not available. Curiously, the pilot filed an IFR flight plan. Keep in mind that neither of the two pilots aboard this aircraft were instrument rated! According to the NTSB report, the pilot contacted the Seattle Air Route Traffic Control Center and was cleared to climb to 13,000 feet msl. The controller advised the pilot that there were earlier reports of moderate icing between 10,000 and 12,000 feet msl. No response was received from the airplane. Moments later, the pilot replied, "…nine bravo whiskey we're an emergency situation." The rest of the transmission was unintelligible. There were no further transmissions from the accident airplane. A nearby witness said that he heard an engine revving up and down repeatedly and then reported that he saw the airplane come out of a cloud layer about 2,000 feet above ground level with the right wing pitched down and turning in in a clockwise corkscrew pattern at a descent angle of approximately 45 degrees. He then heard the airplane impact the ground. The NTSB was able to download data from the aircraft's Chelton navigation system. This system revealed that the aircraft had been aloft a total of 28 minutes. During the last portion of the flight, the descent rates increased to 10,000 feet per minute. The last 45 seconds of data showed great fluctuations in the recorded data and performance numbers for ground speed, heading, track, rate of climb, pitch, bank, and vertical acceleration. The Linn County Medical Examiner completed autopsies on the pilots. The cause of death for both occupants was attributed to massive blunt force traumatic injuries. So what really happened? This is pure speculation but the facts of this tragic flight suggest that these pilots had some compelling reason to fly on this particular day. The NTSB report said that each pilot had made repeated checks of the weather the night before the flight. Conditions near the surface were, indeed, VFR. Perhaps the only thing that stood between them and their destination was higher terrain and a layer of clouds between 10,000 and 12,000 feet MSL. Was it their plan to "punch through" this cloud layer to VFR conditions on top? Were they really aware of the significance of AIRMETS for icing conditions? As for their final undoing, did they become disoriented in the clouds or did an encounter with icing conditions cause their loss of control? We will likely never know what really happened, but here's the NTSB's conclusion: NTSB Report What is it about human nature that would cause a non-instrument rated pilot to file an IFR flight plan and then deliberately climb through clouds reported to contain ice? Was it ignorance, bravado, or a secret death wish? Was it that common malady known as "Get-home-itis?" Whatever the cause, these two pilots and
their unsuspecting passenger will never fly again and
several families will never be the same.
Imagine having the piloting skills, time, money, enthusiastic spouse, and capable airplane to spend long weekends flying to romantic places throughout the Western Hemisphere. OTA knows such a couple. They are John and Connie Bouck of Auburn, NY.Not only do John and Connie spend nearly every weekend in either their Cessna 210 or their Cessna 180 on floats, they are eager to share their experiences with us via this new OTA feature. Click HERE to read their first edition of "John and Connie Bouck Travel Stories." This is particularly good reading for pilot spouses who haven't yet captured the excitement of flying!!!!! News from BMFT, Inc. Many of our OTA readers have been kind enough to ask about the latest happenings at Bob Miller Flight Training, Inc. I am pleased to say that all of the news is good . . . despite our turbulent economy and roller-coaster fuel prices.Here's the latest . . . New Flight Courses: Long time OTA readers know that I have been blathering away for years about the importance of acquiring the training and maintaining the proficiency to remain safe aloft, particularly when flying outside our normal operating envelopes. To this end, BMFT, Inc. is now offering four new courses which should be of interest to anybody who flies in the winter . . . to anybody who flies above 10,000 feet . . . to anybody who operates in the traffic pattern (which is just about every pilot) . . . and to anybody contemplating a crosswind landing. Each of these three new courses are summarized below:
Important:
For further information about any of these three new courses, please email Bob Miller at rjma@rjma.com. To learn more about BMFT, Inc., go to http://BobMillerFlightTraining.com Helpful Sponsors Please support OTA's helpful sponsors by clicking on the images below where you will find ordering information.
Note: If you have an aviation-related product or service you would like to promote and help underwrite the continued publication of Over the Airwaves, please send an email to rjma@rjma.com.
Commenting upon the loss of a close friend in the crash of a Lancair two weeks ago in Utah, my friend and colleague, Jim Campbell of Aero-News Network, effectively put his thumb on all that is wrong in general aviation. That is, our unrelenting and tragic fatal accident rate that receives little other than lip service from those who claim to represent us. That's right . . . I, again, speak of our big membership organizations like AOPA, ASF, EAA, and the host of other GA affinity and type groups. Each in its own way manages to maneuver around discussions of GA's chronic fatal accident rate like our latest Heisman Trophy winner dipping and dodging his way toward the goal line. The sad truth of the matter is that each fatal GA accident is a "tragedy of incalculable measure." It leaves behind grieving families and a questioning community. It causes all who look upon little airplanes to view them as aerial motorcycles operated by thrill seekers who have little regard for life and limb. It is little wonder why our GA numbers are not growing! Sure, we can blame gas prices, the roller-coaster behavior Wall Street, and whatever other excuses we can conjure up about why there are fewer GA airplanes on the ramps of today's airports than ever before, but the real culprit is, in this writer's opinion, the fact that each little airplane crash is a "tragedy of incalculable measure." And the sooner our big membership organizations comprehend this fact, the sooner they (and we) can take specific steps to correct it. Take the crash of Jim Campbell's friend, for example. What really happened there? Representatives from AOPA, ASF, EAA and every other organization with a vested interest in general aviation should convene on this and every other such accident to determine a "probable cause" rather than to leave it to a couple of government slugs to write it up in a terse NTSB report. Did the pilot attempt an ill-advised power-off return to the airport? Was there an oversight in the pre-flight process? Was a shortcut taken in this aircraft's construction process? Whatever the cause(s), let's talk about it. Let's turn this tragedy into an object lesson for every pilot in each GA membership organization to learn from. Okay, so there are far too many such fatal GA accidents to convene such in-depth crash investigation studies. Hmmm . . . the previous sentence, alone, speaks volumes about the seriousness of this problem! Yes, GA suffers tragedies of incalculable measure each day in the United States. It doesn't have to be this way. The sooner our big membership organizations stop dipping and dodging around this fact, the sooner our precious industry will begin to thrive.
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I would like to thank the following technical assistance
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Dan Maloney, Clarence, NY; Barry McCollom, Kerrville, TX; Thom
Riddle, Buffalo, NY; and
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We have a dangerous paradox
in general aviation as well. It's called the
airport traffic pattern. We have a better
chance of surviving hours of enroute turbulence, icing,
and aircraft malfunction than we do in spending just a
couple of minutes in the typical non-towered airport
traffic pattern!
Chatty
Kathy - My Canadian friends are particularly
fond of detailing their entire flight planned
activity on the radio. "Aaah, this is
Charlie, November, Foxtrot Bravo, white and brown
Cessna 172SP, fixed gear aircraft, just three miles
south of the 401 at 4,500 feet. We'll be
passing over the dead side of Runway 21, then
turning on the crosswind to join the downwind, with
a base turn planned about one mile east of the
airport, for a touch and go or possibly a full stop
landing, following which we'll be picking up a loaf
of bread on the drive home. All other traffic in the area, please
advise."
Mr.
Magoo - We all remember actor Jim Bacus'
classic voice-over of the cartoon character known as
Mr. Magoo. Blind as a bumbling bat, Mr. Magoo
would cross the street without looking in either
direction. We have Mr. Magoo pilots as well
who take the active runway without ever looking to
see if anybody is on short final.
Captain
Dean Martin and his B-707 - This is the guy who
was trained exclusively at the nearby Class C or B
airport. He typically flies a five mile wide
pattern, eventually turning final somewhere in the
middle of the next county. He requires one
hour of remaining fuel just to complete his downwind
to base turn!
So
what happens when some hapless VFR pilot takes off from any
of these three airports when the ceiling is barely above
pattern altitude (1,000' AGL)?
Where
is Class E airspace, anyway?
Checking
the mags before each flight tells us that each independent
ignition system is functioning properly. But what if .
. . ????
Clearly,
the best way to prevent cold temperature engine starts is to
keep our airplanes in heated hangars. But few of us
have this option, but those that do still face the problem
of pre-heating when away from home.
It
was VFR. Sure, perhaps a bit windy, but good enough
for any worthy VFR-only pilots to launch. So that's
what these two Lancair pilots and a passenger did last
February 8th.
John
and Connie Bouck Travel Stories
You
do not have to reside near Buffalo, NY to take advantage of
these and other BMFT, Inc. course offerings. Instead,
spend a couple of days or more with us. We have a
special arrangement with the nicest Bed and Breakfast inn in
the region. Located just minutes from our airport, the
