Undergraduate Pilot Training – The First Checkride

During the initial portion of my USAF Undergraduate Pilot Training (UPT) known as the “Contact” Phase, each student was paired with a primary instructor pilot (IP). This provided continuity in procedures and techniques, especially important when learning new skills requiring a seamless blend of knowledge and eye-hand coordination.

But once a student reached a basic level of proficiency, flying with other instructors paid dividends to the occupants of both seats. Students learned that almost any maneuver could be performed in more than one way, and the IPs effectively provided their own quality control by comparing how students other than their own were being taught.

The Air Force referred to this function as standardization/evaluation, or “stan-eval,” and the mechanism for providing it was simple: at defined points during each training phase, students were scheduled for “stage checks” with an IP they hadn’t flown with previously. These sorties came with an extra dose of apprehension: pass the ride and continue with your training, fail it and end up in the spotlight with more scrutiny than you ever wanted.

There’s a saying in aviation that “The only thing more important than the takeoff is the landing,” and this reality was reflected in the T-37 syllabus. Most sorties called for practicing multiple “touch-and-goes,” also known as a “crash-and-dash” or “jolt-and-bolt.”

In UPT we didn’t use the standard civilian “rectangular” traffic pattern I’d learned while earning my private pilot’s license. The military “360-degree overhead” pattern begins with an “initial” approach on the runway heading at pattern altitude, typically 1500 feet above airport elevation and at a speed much higher than that used for the landing. When passing over the runway threshold, simultaneously retard the throttles, roll into a bank of about 60-70 degrees, and pull back on the control stick to begin a harder turn than ever used when landing a civilian airplane. The reduced power setting and higher “g” loading ensures that at the completion of a 180-degree turn to the “downwind” leg, the airspeed will be less than maximum for extending the landing gear.

Lower the landing gear handle, and when the indicators show “three green” (the landing gear are down and locked), lower the flap handle. Very shortly thereafter, with the flaps at the landing setting, begin the “base” turn, which is a continuous, descending turn to line up with the runway on “final” approach.

Although it looked very much different than in a civilian light trainer, flying down final to the touchdown point used the same techniques for coordinating pitch (nose position) and power (throttle position) until the landing was assured. After touchdown, rather than slowing to taxi speed, advance the throttles to takeoff power, and once airborne raise the landing gear and flaps for the climb back to pattern altitude.

To return for another toucn-and-go, at the departure end of the runway (and still below pattern altitude) begin a 180-degree climbing turn to another downwind leg. This maneuver required precise control of pitch, power, and bank angle to maintain airspeed within the proper range and avoid over- or under-shooting the specified altitude on downwind.

My E-16 stage check on February 11, 1965 involved mostly traffic patterns and landings. The next sortie in the syllabus (E-17) included three rides: “dual” (with an instructor), a solo flight and then another dual ride. According to my logbook, the second E-17D on February 17 was the beginning of a trying time in my UPT experience when I failed (“pinked”) the ride.

Suddenly, I couldn’t fly an acceptable traffic pattern and landing. It was as if everything I’d learned about doing that departed my brain. On February 18th I “made up” the pink by passing a second E-17D and was scheduled that afternoon for E-18, which I also pinked for unsatisfactory traffic pattern and landing performance. On February 24th I passed a review ride, and on the 25th failed the E-18 recheck.

To say that my stress level had risen to the danger point would be putting it mildly. After two “review” rides, I would be scheduled for E-Elim(ination). Fail that, and I’d be putting Reese AFB and the dream of becoming an Air Force pilot in my rearview mirror. With the remainder of a four-year commitment still to be met, I’d be given an assignment doing something I cared nothing about, while dealing with the personal disappointment and trying to avoid the stigma of being a washout.

My logbook indicates the first E-Rev occurred on March 2, 1965 with a change of IP, which in retrospect probably played a key role in avoiding what seemed inevitable at the time. My regular IP was a real hard-ass who didn’t like being an instructor and appeared to enjoy acting out his frustration on students.

Flying an airplane well and being tense are no more compatible than flying when relaxed. Tension can easily create “tunnel vision,” a narrowed state of perception that interferes with a pilot’s ability to accomplish effective task prioritization. Relaxation encourages ignoring tasks altogether. The key is being alert and all of its synonyms: vigilant, attentive, watchful, observant, wide awake. I had no idea what it would take to transition me from tense to alert. Fortunately, my new IP did.

During the briefing prior to the flight, he pointed out that according to my training folder, I had flown many traffic patterns and landings with no problems. He had no doubt I could do so again, and it was just a matter of me convincing myself. Then he told me that of all the airplanes he had flown, the T-37 was one of the easiest to land. To prove it, he said, “I’m going to fly a couple of patterns with my knees.”

I don’t remember my immediate reaction at the time, but it had to be something to the effect of, “Great. I’m about to washout of pilot training and they give me a nutcase for an IP.” Then he explained that I would handle the throttles while he  did everything else, and let’s go fly! We did, and to this day I can still picture it.

After takeoff, we went to the practice area to review some required maneuvers and then returned to the field. He told me to enter a normal initial approach, and when we were established, he said, “I’ve got the airplane, but you still have the throttles.” Then he put his left hand on the console between the seats and his right hand on the canopy rail to brace himself, grabbed the control stick with his knees, and flew a complete pattern all the way to touchdown.

I was so mesmerized that at one point he had to remind me that I was responsible for controlling the power setting. After two patterns, he said, “Okay. If I can do that with my knees, do you think you can do it the normal way?”

“Yessir.” And I did, on that review flight and another one the next day. On March 5th, I passed my E-Elim ride and avoided the fate worse than death for a young military aviator.

I’ve often wondered how different life would have been had one T-37 instructor pilot at Reese AFB not recognized that I was allowing my own anxiety and tension to interfere with doing something I knew how to do. And during my many years as an instructor pilot, I never forgot what he taught me: no two students are the same, and it’s my job to figure out what works with each one.

And now, almost 46 years later, I’m thankful for him and especially for the fact that I never had to use my knees to fly a traffic pattern.

Posted in Aviating | 3 Comments

The Manana Ostriches in Congress

In a recent post titled “Balancing the Budget – The Sane Approach,” I republished in its entirety an article in The Wall Street Journal titled “The Right Way to Balance the Budget” and offered a personal observation about the difficulty in trying to assimilate enough unbiased information to form an opinion about the best solution for the current fiscal nightmare in America.

A few days later I read an opinion piece that serves as a perfect example to illustrate the kind of polar-opposite thinking clouding the issue. The following is based on a NYT editorial titled, “Budget Hypocrisy.”

Let’s define something first: hypocrisy – the practice of claiming to have moral standards or beliefs to which one’s own behavior does not conform; pretense. For my purposes here, I’ll ignore the morality and belief components and deal only with behavior.

Second, let’s acknowledge that whatever you or I may think of the New York Times and how we individually might characterize its editorial bias, we know immediately with the opening of this piece where it’s going. But that’s good, right? Any editor knows to come out of the chute with guns-a-blazing (in Texas, anyway) so readers have no doubt as to the topic or the publication’s attitude toward it. To wit:

“It was not long ago that Republicans succeeded in holding unemployment benefits hostage to a renewal of the high-end Bush-era income tax cuts and — as a little bonus — won deep estate tax cuts for America’s wealthiest heirs. Those cuts will add nearly $140 billion to the deficit in the near term, while doing far less to prod the economy than if the money had been spent more wisely. That should have been evidence enough that the Republican Party’s one real priority is tax cuts — despite all the talk about deficit reduction and economic growth.”

Okay, then. If you’re an elephant-skinned conservative, you’re outa there. The tone of the paragraph will probably do that all by itself, even without addressing the mix of fact and opinion it contains. For those who stick around, we read:

“But here’s some more: On Dec. 22, just before they left town for the holidays, House Republican leaders released new budget rules that they intend to adopt when they assume the majority in January and will set the stage for even more budget-busting tax cuts.”

The Times then provides background about pay-as-you-go rules adopted by the Democratic majorities in the House and Senate in 2007, essentially creating a zero-sum relationship between tax cuts or increases in entitlement spending and tax increases or entitlement cuts. According to the Times, the new Republican rules “will gut pay-as-you-go because they require offsets only for entitlement increases, not for tax cuts. In effect, the new rules will codify the Republican fantasy that tax cuts do not deepen the deficit.”

But that’s not all. According to Congressional mandate, entitlement-spending increases must be offset by spending cuts only without raising taxes to pay for them. NYT: “Say, for example, that lawmakers want to bolster child credits for families at or near the minimum wage. One way to help pay for the aid would be to close the tax loophole that lets the nation’s wealthiest private equity partners pay tax at close to the lowest rate in the code. That long overdue reform would raise an estimated $25 billion over 10 years, but the new rules will forbid being sensible like that.”

Even worse, according to the Times, is that the new rules direct the House Budget Committee to ignore certain costs when computing the impact of future actions. “For example, the cost to make the Bush-era tax cuts permanent would be ignored, as would the fiscal effects of repealing the health reform law. At the same time, the new rules bar the renewal of aid for low-income working families — extended temporarily in the recent tax-cut deal — unless it is fully paid for. House Republicans obviously believe they have a good thing going with voters by sanctifying tax cuts and demonizing spending. That’s been their approach for 30 years after all, and it unfailingly rallies their base.”

The Times concludes with, “President Obama and the democratic lawmakers . . . need a plan for long-term deficit reduction that recognizes what the Republicans ignore: Never-ending tax cuts make the deficit worse. Prudent tax increases need to be part of the solution.”

So, what if we shred this post and the earlier one (which used historical data to justify the position that successful attempts to balance budgets rely almost entirely on reduced government expenditures, while unsuccessful ones rely heavily on tax increases), process them in a blender with some “make sense of it all” solution, and pour the mixture into a glass? We might have a best-of-both-approaches smoothie, right? Chug it down and make it all better. Or maybe not.

For me, trying to mix oil and water comes to mind. It ain’t gonna happen. We’re stuck with the status quo, which is that no one of either political party or fiscal persuasion has a clue about what to do other than doggedly pursue the same ineffective policies that have created this mess and can only keep us there. And to continue doing that, they’ll push the handy debt-ceiling reset button.

The Second Liberty Bond Act of 1917 established a statutory limit on federal debt to provide the U.S. Treasury with more leeway and allow for modern management techniques in government finance. Currently, we conduct more than 200 sales of debt by auction every year as long as the total debt does not exceed a stated ceiling. How’s that been working recently?

In the last ten years, the debt ceiling has been reset ten times, from $5.95 trillion to the most recent increase of $14.3 trillion on February 12, 2010. On Sunday, the top White House economic adviser warned lawmakers that the United States faces catastrophe if Congress does not raise the debt ceiling.

Here’s a prediction: they’ll stick their heads in the sand, push the reset button, and like voodoo magic extend the edge of the earth a bit farther to put off the day of reckoning until another tomorrow.

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Balancing the Budget – The Sane Approach

As a follow-up to a previous post titled, “RIP – The Best Available Version of the Truth” and an introduction to the complete text of a recent article in the Wall Street Journal below, I’d like to offer the following personal observation.

A few months ago, a friend and I were discussing the topic of truth, which for the purposes of this post I’d like to define as that which is in accordance with fact or reality. My position was that the average person can’t trust much (if anything) of what is fed to the public by the media because it’s all tainted with bias in one form or another. My friend responded by suggesting that I was a nihilist, a person who rejects all moral and religious principles, often in the belief that life is meaningless.

I have to admit that although I couldn’t have provided that specific definition at the time, I rejected his assertion because it’s not a matter of believing that meaning doesn’t exist, or that truth doesn’t exist, but that I can’t trust anyone else to provide it. It’s the difference between finding out for myself by going to the source (wherever that might be and with the assumption that it’s available out there somewhere), or accepting someone else’s version.

And so it is for trying to understand two diametrically opposed approaches to dealing with America’s looming fiscal disaster, divided along the lines of Democratic versus Republican and liberal versus conservative. Which, of course, begs the issue of truth, because neither end of this political and fiscal philosophy continuum has a monopoly on fact or reality.

I’m sure that someone can find reason to label the WSJ as biased one way or the other and reject the premise and background information contained in the following article. But when I consider them, only one thought comes to mind: Why is it that our great nation can’t do anything but continue a precipitous descent into the black pit of insolvency? We have no solution, and we won’t find one unless we cease the partisan bickering and try something that has a track record of positive results.

So, without editing or inserted illustrations, here is “The Right Way to Balance the Budget: The experience of 21 countries over 37 years yields a simple truth: Cutting spending works, and raising taxes doesn’t” by Andrew G. Biggs, Kevin Hassett, and Matt Jensen.

The federal debt is at its highest level since the aftermath of World War II—and it’s projected to rise further. Simply stabilizing debt levels would require an immediate and permanent 23% increase in all federal tax revenues or equivalent cuts in government expenditures, according to Congressional Budget Office forecasts. What’s clear is that to avoid a crisis, the federal government must undergo a significant retrenchment, or fiscal consolidation. The question is whether to do so by raising taxes or reducing government spending.

Rumors have it that President Obama will propose steps to address growing deficits in his next State of the Union address. The natural impulse of a conciliator might be to split the difference: reduce the deficit with equal parts spending cuts and tax increases. But history suggests that such an approach would be a recipe for failure.

In new research that builds on the pioneering work of Harvard economists Alberto Alesina and Silvia Ardagna, we analyzed the history of fiscal consolidations in 21 countries of the Organization for Economic Cooperation and Development over 37 years. Some of those nations repaired their fiscal problems; many did not. Our goal was to establish a detailed recipe for success. If the United States were to copy past consolidations that succeeded, what would it do?

This is an important question, because failed consolidations are more the rule than the exception. To be blunt, countries in fiscal trouble generally get there by making years of concessions to their left wing, and their fiscal consolidations tend to make too many as well. As a result, successful consolidations are rare: In only around one-fifth of cases do countries reduce their debt-to-GDP ratios by the relatively modest sum of 4.5 percentage points three years following the beginning of a consolidation. Finland from 1996 to 1998 and the United Kingdom in 1997 are two examples of successful consolidations.

The data also clearly indicate that successful attempts to balance budgets rely almost entirely on reduced government expenditures, while unsuccessful ones rely heavily on tax increases. On average, the typical unsuccessful consolidation consisted of 53% tax increases and 47% spending cuts.

By contrast, the typical successful fiscal consolidation consisted, on average, of 85% spending cuts. While tax increases play little role in successful efforts to balance budgets, there are some cases where governments reduced spending by more than was needed to lower the budget deficit, and then went on to cut taxes. Finland’s consolidation in the late 1990s consisted of 108% spending cuts, accompanied by modest tax cuts.

Consistent with other studies, we found that successful consolidations focused on reducing social transfers, which in the American context means entitlements, and also on cuts to the size and pay of the government work force. A 1996 International Monetary Fund study concluded that “fiscal consolidation that concentrates on the expenditure side, and especially on transfers and government wages, is more likely to succeed in reducing the public debt ratio than tax-based consolidation.” For example, in the U.K’s 1997 consolidation, cuts to transfers made up 32% of expenditure cuts, and cuts to government wages made up 21%.

Likewise, a 1996 research paper by Columbia University economist Roberto Perotti concluded that “the more persistent adjustments are the ones that reduce the deficit mainly by cutting two specific types of outlays: social expenditure and the wage component of government consumption. Adjustments that do not last, by contrast, rely primarily on labor-tax increases and on capital-spending cuts.”

The numbers are striking. Our research shows that the typical successful consolidation allocates 38% of the spending cuts to entitlements and 25% to reductions in government salaries. The residual comes from areas such as subsidies, infrastructure and defense.

Why is reducing entitlements and government pay so important? One explanation is that lower social transfers spur people to work and save. Reducing the government work force shifts resources to the more productive private sector.

Another reason is credibility. Governments that take on entrenched, politically sensitive spending show citizens and financial markets they are serious about fiscal responsibility.

While tax hikes slow revenue growth, policies that credibly reduce government spending in the long run boost economic growth by more than their simple effects on deficits might imply. Any attempt to address the federal government’s budget shortfall that relies on less than 85% spending cuts runs too large a risk of failure. The experience of so many other countries shows that it’s crucial for the U.S. to get this right.

Mr. Biggs is a resident scholar, Mr. Hassett is the director of economic policy studies, and Mr. Jensen is a research assistant at the American Enterprise Institute.

Posted in Rants and Raves | 1 Comment

Status Report 12

Okay, here we are about five months after picking up this shadow known as The Blog. It’s still a relatively welcome companion, we’re on good terms, no major fights to mar the peace and tranquility.

That would not have been so if I hadn’t been able to fix some problems with implementing the new look, and subsequent to that the newer look, and a few days ago the newest look. We still have issues, but nothing that will sever the relationship. At least for the time being.

For now, here are the current stats:

Launch date: July 29, 2010.

Install Count-per-day plug-in and spam filter: October 14, 2010.

Totals as of December 31, 2010: 138 posts, 2985 visitors, 4284  reads, 848 spams caught

Visitors per post (top 20):

  • 268  Blog Backstory (CAUTION! Info Dump)
  • 125   Status report
  • 116   Visitor Stories (Category)
  • 82    The Most Amazing Airplane in History
  • 61     A Conversation With the Illusionist
  • 60    Undergraduate Pilot Training – Dollar Rides and Sick Sacks
  • 57     Single Ship (Category)
  • 55     Doolittle Raid Part 2 – by Mac McElroy
  • 54     Nano-Technology Tackles Ice
  • 52     Blogbook (Category)
  • 51      About This Blog
  • 48     RIP – Best Available Version of the Truth
  • 46     Do Home-Built Airplanes Come With Barf Bags?
  • 45     Rants and Raves (Category)
  • 42     Fatal Accident Update 1
  • 42     A Narrow Escape – by General Merrill A. McPeak
  • 40     Writer’s Desk (Category)
  • 40     Darwin Award – A New Twist
  • 37     The Great Toilet Paper Caper
  • 36     American Schizophrenia

20 most visited posts last 7 days:

  • 132   Front page displays
  • 52     Blog Backstory (CAUTION! Info Dump)
  • 26     Status Report
  • 22     A Bumper Sticker for Pilots
  • 22     Airport Security Revisited
  • 18      Flying for Bucks
  • 16      Taking a Look
  • 14      A Newer Look
  • 12      Chick-fil-pilot
  • 11       Visitor Stories (Category)
  • 11       A New Look
  • 10      The Most Amazing Airplane in History
  • 8        About This Blog
  • 8        A Conversation with the Illusionist
  • 8        If It Oinks Like a Pig . . .
  • 7        Darwin Award – A New Twist
  • 6        Undergraduate Pilot Training – When an Engine Says, “I Quit”
  • 6        Do They Lisaten to Themselves?
  • 6        Do Home-Built Airplanes Come With Barf Bags?
  • 5        Undergraduate Pilot Training – Dollar Rides and Sick Sacks

A few of the menu options still baffle me. I’m trying to figure out: 1) why my color selection for post titles doesn’t appear at all on certain pages, or only on certain titles on other pages; 2) why my color selection for text in the widget areas (like in the sidebar menus) appears only on the bullet squares and parenthesized numbers beside the logbook page and archive listings; 3) why my color selection for links in the sidebars only appears for certain links and not for others; 4) why on the logbook and archive pages, which present excerpts from the posts by showing only the first 55 words, when I click on the link to continue reading for any individual post, it appears with the title shown in blue but it didn’t before.

What this means is that you can color me confused . . .

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Chick-fil-pilot

Cindy Stone, a friend and fellow writer, sent this image to me attached to an email with the following in the subject line: “Tosh’s secret is out!”

Aw, shucks. I was hoping to keep it hidden a while longer . . . but I might as well share the following portion of a classic father-to-son talk:

Dad: Have you thought about what you want to be when you grow up?

Son: Yessir.

Dad (after a silent pause): Are you going to tell me?

Son: I wanna be a pilot.

Dad (after a very long silent pause): Well, I hate to be the one to tell you this, but you’re going to have to make up your mind about growing up and becoming a pilot. You can’t do both.

Posted in Single Ship | Leave a comment

If It Oinks Like a Pig . . .

If you pay any attention to what’s going on in the American political arena, you probably know that the term “earmark” doesn’t refer to “a small area on the surface of the organ of hearing and balance in humans having a different color from its surroundings.”

No, it’s commonly considered synonymous with “pork barrel” legislation, the derogatory term referring to appropriation of government spending for localized projects secured to bring money into a politician’s district. Although the terms are not necessarily the same, they share two things in common: politicians love them (even when they vote against them), and they operate like a cancer in the budgetary process because they eat away at the core of fiscal responsibility by serving as the legal tender for exercising power in Congress.

One aspect of these deplorable shenanigans that elevates my blood pressure is the common practice of using legislation having nothing to do with the purpose of the earmark as the greased tongue depressor upon which to ram the expenditure down the throats of those few Americans who actually hand over their hard-earned money so politicians can play with it.

This is especially true of the defense appropriations bill, which has enough problems of its own without being held hostage to special interests. Congressmen know the bill is going to be passed, (we can’t leave our troops without bullets, now can we?), so they attach the products of their pet agendas to improve the chances of funding them.

The mid-term elections have provided a backdrop for observing how duplicitous the process really is. A recent NYT article by Ron Nixon observes that in the face of a looming ban on earmarks, lawmakers will not be deterred from business as usual.

Nixon: “No one was more critical than Representative Mark Steven Kirk when President Obama and the Democratic majority in Congress sought passage last year of a $787 billion spending bill intended to stimulate the economy. And during his campaign for the Illinois Senate seat once held by Mr. Obama, Mr. Kirk, a Republican, boasted of his vote against ‘Speaker Pelosi’s trillion-dollar stimulus plan’. Though Mr. Kirk and other Republicans thundered against pork-barrel spending and lawmakers’ practice of designating money for special projects through earmarks, they have not shied from using a less-well-known process called lettermarking [emphasis added] to try to direct money to projects in their home districts.”

Okay, so to get some wiggle room for attacking political opponents, they’ll eschew the onerous earmarks (publicly, at any rate), and mark letters instead. How does that work, exactly? Nixon goes on to tell us: “Mr. Kirk, for example, sent a letter to the Department of Education dated Sept. 10, 2009, asking it to release money ‘needed to support students and educational programs’ in a local school district. The letter was obtained under the Freedom of Information Act by the group Citizens Against Government Waste, which shared it with The New York Times. The district, Woodland School District 50, said it later received about $1.1 million in stimulus money. In response to questions about the letter, a spokeswoman for Mr. Kirk defended the practice of reaching out to federal agencies to secure financing for constituents. ‘Senator-elect Kirk became the first member of the Appropriations Committee to stop requesting earmarks and voted against the stimulus bill,’ the spokeswoman, Susan Kuczka, said in a prepared statement. ‘He has and will continue to be an advocate for his Illinois constituents before administration agencies but will not request Congressional earmarks to be included in House or Senate legislation.'”

Aha. It turns out that lettermarking takes place outside the Congressional appropriations process and is one of the many ways legislators who support a ban on earmarks try to direct money back home. But that’s not all . . .

Nixon: “In phonemarking [emphasis added], a lawmaker calls an agency to request financing for a project. More indirectly, members of Congress make use of what are known as soft earmarks [emphasis added], which involve making suggestions about where money should be directed, instead of explicitly instructing agencies to finance a project. Members also push for increases in financing of certain accounts in a federal agency’s budget and then forcefully request that the agency spend the money on the members’ pet project.”

Although these methods sidestep the regular process and are are harder to track, a NYT review of letters and emails to government agencies from members of Congress showed that the practice is widespread in spite of executive orders instructing agencies not to finance projects based on communications from Congress.

Legislators have a history of finding new ways to get money for their districts. David E. Williams, vice president for policy at Citizens Against Government Waste, likened the effort to stamp out earmarks to a game of “Whack-a-Mole.” Williams: “When one door closes, there [are] always two or three more that they can go through.” He fears that lawmakers will develop even less transparent ways to finance their special projects.

Congressional opponents of earmarks see merit in banning them even as they admit there is no way to stamp them out, and like to emphasize that lettermarking and phonemarking are not legally binding on the agency being “marked.” Maybe not, but Winston Wheeler, a former Senate appropriations and national security aide who worked for both Democrats and Republicans over three decades before stepping down in 2002, said agencies were loath to ignore requests from legislators, especially appropriators. Wheeler: “When you have people who control your budget, that you have to appear before on an annual basis to ask for funding, you listen to what they have to say.”

Patrick M. Cronin, a senior adviser at the Center for New American Security and a former administrator at the Agency for International Development, said soft earmarks were commonly used by members of Congress, especially appropriators. Cronin: “They would tell you that they wanted money to go to a particular university or group or the next time you wouldn’t get the funding in the budget you wanted. So it’s true that you can ignore some soft earmarks, but others you have to take more seriously. Agency heads are not going to put their budgets in jeopardy because of a few line items.”

Sounds like blackmail to me.

And how about the fact that military spending bills regularly contain financing that the Pentagon did not seek for projects in Congressional districts. Steve Ellis of Taxpayers for Common Sense, a nonpartisan group that tracks federal spending, refers to such financing as “undisclosed earmarks.” These expenditures end up in a bill at the request of lawmakers or military contractors, but the source of the request does not have to be disclosed because the provisions do not meet the Congressional definition of an earmark. Spending bills for 2010 contained 146 such subterranean porkers totalling nearly $6 billion.

Ellis: “If it walks like a duck and quacks like a duck, it’s a duck. These are clearly earmarks.”

To paraphrase: If it waddles like a pig and it oinks like a pig, it’s clearly pork.

Next thing you know, they’ll try to tell us a sow in a silk dress is beautiful.

Posted in Rants and Raves | Leave a comment

Taking a Look

Aviators have sayings that encapsulate some of the lessons it seems each pilot has to learn through personal experience before the wisdom takes hold. One of the classics is, “The three most useless things a pilot can have are the altitude above, the airspeed not on the indicator, and the fuel not loaded before takeoff.”

A fatal crash last December highlights the hazards associated with a questionable decision in poor weather that might give rise to a saying something like: “Always make certain your life insurance is up to date before ‘taking a look’.” A recent article in AVweb by David Kenny describes the events leading up to the tragedy. What follows is based on Kenny’s article and edited for brevity and content where necessary for publication to a wider audience.

The hazards of winter flying aren’t limited to in-flight icing and slippery runways. In warm, moist regions like the Gulf Coast, fog becomes more likely in the cooler months as overnight temperatures drop toward dew points that stay relatively high. It can come up quickly, spread for miles, be impenetrable at the water’s edge but nonexistent 10 miles inland. Pilots flying into coastal airports at night need to stay sharp and flexible, ready to divert if conditions unexpectedly deteriorate.

At approximately 6:00 p.m. on December 10, 2009, a Piper PA-30 Twin Comanche departed from a private field in the Texas Panhandle en route to the Charles R. Johnson Airport in Port Mansfield, Texas, a non-towered field with no weather reporting facilities and no charted instrument approaches. In other words, the pilot would be on his own in terms of assessing the weather and navigating to the destination airfield at night.

The weather at the time of departure was VMC (visual meteorological conditions), and forecast to be good enough on the coast to permit a visual approach to landing. The pilot did not file a flight plan (often erroneously thought of by non-flyers as tantamount to suicide), but he later obtained an IFR (instrument flight rules) flight plan en route, which allowed him to safely and legally fly in the clouds. He had accumulated an impressive number of flight hours and obtained multiple instructor ratings within the 18 months since his first flight as a student. His logbook indicated he was current and qualified for the flight profile as planned.

Initial contact with Valley Approach Control was made descending through 6,500 feet for 6,000 feet. After confirming that Port Mansfield had no instrument approaches, the pilot mentioned his four-hour flight and said that “everything I’ve pre-flight planned showed it to have twenty-five hundred foot ceilings when we were getting there.” (To base decisions on a four-hour-old weather report is not prudent.) He asked if he could “proceed down to two thousand and take a look.” The controller cleared him to descend to 2,000 feet at pilot’s discretion and fly directly to the field.

Based on other information available at the time, this wasn’t unreasonable. A commercial flight about 16 miles to the southeast reported the cloud bases at 2,300 feet, and Brownsville, 45 miles to the south, was also reporting a 2,300-foot overcast, not the best of weather conditions but adequate for a visual approach. But at Harlingen, 27 miles from Port Mansfield and further inland, the overcast layer was solid at 1,200 feet, only 200 feet above the legal minimum ceiling for VFR flight and well below a common-sense limit.

The controller cleared the Twin Comanche to descend and maintain 1,600 feet and report the field in sight. As the airplane descended, radio contact became sporadic. The controller advised that the airport was at 12 o’clock and nine miles, then eight, then six. After a broken transmission suggested the pilot had located the field, the controller asked him to “squawk ident if you see the airport.” Thirteen seconds later, the controller confirmed “ident observed” and cleared him for the visual approach. (This exchange used the airplane’s transponder as a substitute for radio communication, a not-uncommon practice under certain circumstances.)

To orient yourself to what’s about to happen, the pilot is planning to land to the northwest (from left to right on the diagram above, which isn’t compass oriented), but he’s approaching the airport from the northwest and will have to fly a “circling” approach as opposed to a “straight-in.” As he arrives at the field, he’s west of the runway, headed southeast, with the runway off his left side *the DOWNWIND airplane), and he will have to make a 180-degree left turn to line up with the runway and land. According to radar-track data the airplane descended to 800 feet as it passed west of the field, then made a left turn and descended through 600 feet before it was lost to radar (this would have been at approximately the position of the BASE airplane).

A commercial fisherman in the channel that night described the weather as “very foggy,” with visibility of 1/2 mile (well below the adequate minimum for visual flight). A witness who lives near the airport said the noise of the engines woke him from a sound sleep. He was unable to see the airplane after he went outside, but could hear it near “the edge of the water” and thought the pilot was “looking for the runway.” He estimated visibility at 350 yards (1/5 mile).

About 10:20 p.m. that evening, the Twin Comanche crashed into the Laguna Madre, the narrow (in yellow) body of water separating the Texas mainland from South Padre Island. The airplane was destroyed and both men on board were killed. Examination of the wreckage suggested the airplane hit the water in a shallow descent with the wings level and both engines at reduced power settings. The gear and flaps were extended. This evidence indicates a normal condition for the airplane at that point in the approach.

Airlines set relatively high weather minimums for circling approaches, and many corporate and charter operators do likewise. Trying to keep the runway in sight in poor visibility at low altitude pulls the pilot’s attention away from the instruments just when the margin for error in attitude and airspeed is dwindling to zero. It isn’t clear whether the pilot ever saw the runway, or mistook other lights in the vicinity for the airport beacon. It does seem likely that keeping the runway in sight while flying a tight traffic pattern in low visibility at night was a lot to ask of even a more experienced pilot, and a decision to divert would have been well-advised. Multiple straight-in approach procedures were available into Harlingen, where the visibility was reported to be 10 miles beneath the overcast.

Aviators love acronyms, and we have one to describe this crash: CFIT (controlled flight into terrain).

Unfortunately, we also have a cause: pilot error.

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Airport Security Revisited

Much of the controversy over airport security procedures has evaporated as Americans accept the inevitable. Some do so because they believe that whatever TSA does is necessary to ensure their safety. Others because, in spite of their objections, they don’t have the option of not flying. In any case, it’s another example of government actions that ultimately become an unavoidable part of everyday life, in this case for anyone who travels by air.

A letter to the editor in Monday’s Statesman typifies one of the main reasons Americans often resemble sheep. In it, the writer suggests that anyone who doesn’t like the security measures should take their car, the bus, the train, or charter their own plane. This last option, of course, is an absurd suggestion for the majority of the traveling public. Then the writer tells us to “stop wasting the time of our elected officials.” I can’t even begin to address all the things wrong with that last statement, so I won’t even try.

What I will do is follow up on my previous post on this subject titled “The Hidden Highway” by referring to a recent incident as reported by the online aviation news source AVweb and ABC News.

Earlier this month, an airline pilot posted a video to YouTube describing airport security practices in which he states, “As you can see, airport security is kind of a farce. It’s only smoke and mirrors so you people believe there is actually something going on here.”

AVweb: “In the videos, the pilot compares the security measures faced by passengers and flight crews with those faced by airline ground crews. He details that passengers and flight crews must remove their shoes and pass through metal detectors, and may be subjected to further screening. Meanwhile, says the pilot, ground crews swipe a magnetized card to access restricted areas that could in turn give them intimate access to baggage, aircraft, or both. The pilot also shows tools available to all cockpit crews after passing through airport metal detectors and states, ‘I would say a two-foot crash axe looks a lot more formidable than a box cutter.'”

No kidding. Think “Here’s Johnny!” in The Shining.

The pilot’s employer took no action other than to get the video removed, but TSA is all over him like a cheap suit for “violating regulations concerning disclosure of sensitive security information.” They sent six people to the pilot’s house to retrieve his firearm, and he may face civil penalties.

As mentioned in my previous post, TSA has admitted the fallacy of requiring cockpit and cabin crew members to pass through full-body scans or submit to enhanced pat-downs. The pilot’s objections to that will be overcome by events when TSA finally gets around to implementing the new procedures. But his comments about the dichotomy between security measures for passengers and those for airline ground crews are absolutely germane.

Americans need to understand something. What you see at the airport is security theater providing the illusion of safety, while underneath your feet, out of sight, another world exists on a hidden highway because of the absurd decision-making within TSA. What kind of lunacy identifies crews, little old ladies in wheelchairs, and babies in strollers as threats and totally ignores a far more dangerous loophole?

What is it about this that’s so hard to grasp? If it’s so important to irradiate and/or grope anyone who climbs on an airplane, what about the ground crew who decides to commit a terrorist act? Has anyone considered that he or she might be more tempted to bring an explosive device into the secured area of an airport and sneak it on board an airliner because they don’t have to commit suicide when it detonates at 35,000 feet? How about that baggage handler with easy access to thousands of unlocked bags per day?

To ignore the potential for a tragic security breach because the traveling public doesn’t see it is hipocrisy in the extreme, and all TSA can do is threaten someone who exposes what they want to keep secret because it’s so sensitive.

God help us if we trust these people to keep us safe.

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Flying for Bucks

Whenever I hear a non-flyer mention anything about getting a pilot’s license, I immediately offer a heart-felt caution: “Flying is like an incurable blood disease, and the only treatment is more flying.”

I should know. Since my first flight on January 16, 1964, it’s as if my view of the future has never extended past the end of my fingertips with my arm outstretched. To clarify, that’s where the instrument panel of an airplane is when sitting in the cockpit.

There’s a big difference, of course, between flying for pleasure and as a career. A few years ago, one of the most well-known aviators in the U.S., if not the world, was asked if he would recommend a flying career to a high school senior. His answer was less than enthusiastic and reflected what is more than likely a common attitude among professional aviators: “It’s not what it used to be.” Based on my personal experience, I wholeheartedly agree with that assessment.

Imagine my surprise, therefore, to see a recent report by U.S. News based on data from the U.S. Labor Department indicating which occupations are likely to add jobs at an above-average rate over the next decade, while also providing an above-average median income. Expert sources within the aviation industry provided anecdotal evidence about employment prospects and job satisfaction. According to the report, median income for commercial pilots in 2009 was $65,840, and employment is expected to grow 19 percent through 2018, adding 7,300 new jobs.

The online aviation news resource AVweb noted: “Many of those new jobs may go to pilots who have been furloughed due to the current economic downturn or because of mergers and cutbacks in the industry. But according to U.S. News, as the economy recovers [a shaky assumption, in my opinion] and a wave of pilots reaches retirement age, the hiring outlook should improve. While the story is upbeat, the multitude of comments [offer more] of a mixed bag.

“Many commenters note the high cost of training compared to the low pay of entry-level pilot jobs, the long hours and frequent nights away from home, and the uncertainty of any retirement income. Several say they’ve enjoyed their career but wouldn’t recommend it to others unless they have a deep-seated passion for aviation.” Amen, brother.

In a follow-up blog, AVweb examined the comments in more detail with this opening sentence: “There’s nothing better than flying for a living, unless it’s not flying for a living.” How’s that for ambivalence?

The basis for this attitude lies in the perceived downslide in this “once-noble” profession, as expressed to a congressional panel by none other than Sully Sullenberger (“Miracle on the Hudson”), who said he didn’t know any airline pilot who would want his or her children to pursue a cockpit career. The low pay and punishing schedules of regional airlines, along with the downsizing impact of economic doldrums, has left airline and corporate pilots with thousands of hours and six-figure salaries wondering if they should be seeking another line of work. How can this be a good time to begin at the beginning?

The article and its commenters received their fair share of counter-responses comparing them to spoiled whiners, and not without justification. Flying isn’t the only profession that has seen major changes in working conditions over recent decades. Compensation, benefits, and retirement packages have been negatively affected in many occupations. And why wouldn’t they? Nothing guarantees the status quo, no matter how much the “older heads” wish it to be so. What you see is what you get, and the prospective professional aviator has no choice but to accept the new order of business.

That said, unique challenges face anyone considering the pilot career path. Entry level jobs pay poverty wages and require huge investments of time and money to qualify. To sit in the captain’s seat requires a pilot to accept total responsibility for the safety of everyone on board for every flight. Mistakes can have drastic consequences whether you are just starting out or on your last flight prior to retirement, a goal that can seem no more than a mirage when faced with years of rootless existence spent in hotels away from friends and family.

In the final analysis, the only criteria that can justify becoming a professional aviator is that it’s what a person loves to do. Counting on aviation as the means to an end — like a big house and a fat back account — is probably a mistake. As much as we’d like to think that planning ahead and making smart choices can protect us, job security in this occupation is effectively non-existent.

At the very least, doing what you love ensures that your effort won’t be a total waste. Again, from personal experience I can attest to that, along with the observation that fond memories won’t pay the rent in retirement.

But maybe the Air Force would take me back. I know it doesn’t look like it, but I can still do those things, you know.

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A Bumper Sticker for Pilots

A friend and fellow Vietnam veteran sent me these two pictures of a greeting visible to pilots when landing at Offutt Air Force Base, Nebraska.

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