System

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?

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: …

Electric airplanes are becoming a reality. There are already electric trainers in Europe, but the Federal Aviation Administration is just now considering accommodations for electric aircraft batteries and motors. It is reasonable to think that standards for fully certified aircraft with electric propulsion is well on its way.

There are two types of radar used in air traffic control: primary and secondary. Primary is commonly referred to as skin paint. Radio waves shoot out from a rotating radar antenna, bounce off the skin of whatever they hit, and return to the antenna. These only determine a targets location via its range and bearing from the antenna. The distance that location changes in the time between antenna sweeps is used to calculate its speed.

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.

Lockheed Martin's Flight Service Stations are still open, but the services for pre-flight briefing and cockpit assistance are dwindling fast. The FSS now pushes for more pilot self-assistance as it is gradually being replaced by digital applications.

Its no surprise that many pilots go into hibernation during the winter. Winter flying has its own set of risks and operational challenges. Its cold. Theres the potential for frost on the wings and ice in the clouds. The winds are generally stronger. There are icy ramps and runways with poor traction. Oh, and did we mention that its cold?

In the sidebar section Everything You Say Can and Will… of Tarrance Kramers Fibbing on Frequency in August, he said that everything you say is recorded. I once heard that a controller can put a hack mark on the tape to mark where a discussion or a disagreement has taken place. True?

A poopy day at the airport finds you and your buddies sitting around engaged in a serious session of hangar flying. You decide to amaze the other airport bums with some interesting factoids about METARs and maybe even win a beer bet in the process.

Controllers dont just handle major factors like routings, sequencing, and altitude assignments. Threaded among those big concerns are micro situations that demand quick-thinking, tact, and fairness towards everyone involved. That objective treatment applies not just to pilots, but to the businesses on our airports.Weve got three FBOs on our own field, each busy with daily multitudes of GA aircraft coming and going. Most arriving pilots already know which one theyre using, and answer quickly when asked to, Say parking.

Although Ive never been involved in rulemaking, I can understand why it is a thorn in the side for a regulatory agency. Recently proposed changes for use of simulator time towards an instrument rating make a perfect example.

The only reason for VORs is for airways and instrument approaches. With GPS navigation taking over, its difficult to cost-justify ground-based navigation sources like VORs, many of which are nearing the end of their lives. T and Q routes are popping up, reducing the need for VOR-based airways, and many of us would prefer to fly a GPS-based approach than all the other types. Face it: GPS is in; VORs are out.A few years ago, the FAA wanted to axe half the VORs, but users have collectively pushed back. The current plan is to trim the 967 existing VORs by 300, in three phases of 100 each by 2025.But, its a chicken-or-the-egg thing. They cant get rid of the VORs until they get rid of the airways and the approaches. GPS-direct navigation is common already. So, eliminating airways should be reasonably simple. That leaves approaches as the limitation and the short-term solution. So, for now, the FAAs focus is on eliminating ground-based approaches.