Aero-Tips!

A good pilot is always learning -- how many times have you heard this old standard throughout your flying career? There is no truer statement in all of flying (well, with the possible exception of "there are no old, bold pilots.") It's part of what makes aviation so exciting for all of us... just when you think you've seen it all, along comes a scenario you've never imagined.

Aero-News has called upon the expertise of Thomas P. Turner, master CFI and all-around-good-guy, to bring our readers -- and us -- daily tips to improve our skills as aviators, and as representatives of the flying community. Some of them, you may have heard before... but for each of us, there will also be something we might never have considered before, or something that didn't "stick" the way it should have the first time we memorized it for the practical test.

It is our unabashed goal that "Aero-Tips" will help our readers become better, safer pilots -- as well as introducing our ground-bound readers to the concepts and principles that keep those strange aluminum-and-composite contraptions in the air... and allow them to soar magnificently through it.

Look for our daily Aero-Tips segments, coming each day to you through the Aero-News Network. Suggestions for future Aero-Tips are always welcome, as are additions or discussion of each day's tips. Remember... when it comes to being good pilots, we're all in this together.

Aero-Tips 01.07.06

Flying a Cessna 172 toward Columbia, Missouri, I was surprised that ATIS was reporting visibility at 2.5 miles and dropping. I could see from my vantage point a couple thousand feet above ground level that the north and west ends of the runways were clear; the fog bank, approaching from the southeast, was low enough that the top of the control tower stuck into blue skies above. I knew what I’d hear before ATC responded to my check-in: “Cessna west of Columbia, Columbia Airport is IFR, say intentions.”

The tower couldn’t legally bring up the subject, so it was up to me. “Columbia Tower, Cessna 86FP requests special VFR.” Quickly came the reply: “Roger, Foxtrot Papa, you’ve cleared under Special VFR to land...”

Note: Special VFR (SVFR) applies in Class B, C or D airspace, or Class E airspace when served by a Flight Service Station. The clearance will be denied if any IFR aircraft is in the airspace, and is not available at several high-traffic airports.

FAR 91.157 tells us:

1. The pilot has to request SVFR and be granted a SVFR clearance from ATC or FSS
2. The SVFR pilot must remain clear of clouds and in at least one mile flight visibility
3. Departing an airport under SVFR requires ground or flight visibility of at least one statute mile
4. Any SVFR between sunset and sunrise requires:

• The pilot be instrument rated and
• The airplane be equipped for IFR flight

Coming and Going

Coming in: When you’re aloft and can see the big “sky picture,” and know you can maintain SVFR conditions through landing and a possible go-around/divert, then it’s pretty safe to use this tool to get through worsening conditions.

Going out: When you know only what you and the AWOS sees immediately around you, it may be far riskier to invoke SVFR... your flight may become a dangerous, extended scud-run.

Aero-Tip of the day: Know when and how you can safely employ Special VFR to maximize utility in non-IFR airplanes or when you’re not IFR current.

FMI: Aero-Tips