Some tips on flying around southwest U.S.

	Linda and I after flight evaluation of MD 902 Explorer military prototype in Mesa, AZ on one of the very few cloudy days this winter.
	Even on a good day the smog around cities like Phoenix can obscure visibility.
	Even in the SW winter, CB's can be prevalent due to the hotter climate.

My wife Linda and I have be touring around the South Western USA on various projects and it seemed helpful for pilots potentially touring the SW to point out some of the considerations involved in flying operations here.

Since the U.S. changed to our airspace system i.e. Class A, B, C etc. and their charts/maps and GPS databases depict this airspace very well, some of the challenges have been removed from cross country flights. However, there are some potential pitfalls that may be new to Canadian pilots unfamiliar with flights in the U.S.

Unless you want some close-up in-flight formation with armed F-16 fighters it’s important to avoid the many restricted airspace areas that are prevalent in the U.S. 

One must also avoid the TFR’s – Temporary Flight Restrictions. The latter are treated as restricted areas and can pop up almost anywhere on a daily basis. 

It is therefore mandatory to check with an FSS before conducting a flight to ensure none of these areas have been decreed along your route. They occur for a variety of reasons such as: high level diplomat in the area, special military operations or special events – to name a few.

Commonly misunderstood are the Military Operating Areas (MOA’s) which include vast tracts of airspace. Many Canadian civilian pilots realize we don’t have “MOA’s” per se in Canada and labour under the belief that these are equivalent to restricted areas. They aren’t. 

Carefully studying the data on the edges of an American chart will show the MOA’s not only have lateral boundaries but also high floors and ceilings. Each MOA will be specifically identified and its limits detailed.

It is often easy to fly across an MOA marked on the map but not be within the caution area where military ops are generally scheduled and active for various reasons.  Moreover, MOA’s aren’t always “hot.” In fact, a check with Flight Service can quickly confirm if any activity is currently scheduled and what altitudes are being used. 

A radio call can eliminate a lengthy diversion around an MOA that is “cold.” Often, when they are “hot,” the activity is at high altitude such that light civilian aircraft can under fly the operations without risk. 

Mind you, I have been within an MOA when military F-16’s penetrated below their published altitude in error – it happens. 

If you have an altitude transmitting transponder (mode C) the jet jocks should be able to readily see you and they have an equal desire to avoid mid-air introductions.

I should also mention that some of the actual military restricted areas are sometimes open to over flights and it is often wise to check with Flight Planning to determine whether a direct over flight can be permitted at that time – they do their best to accommodate direct flights. 

Mind you, the American propensity towards more rigid security measures may preclude this in the future.

Be very wary of the small circular restricted areas that generally go up to 13,000 feet or so from the ground. These are often tethered stats moored by thick cables to the ground.  These are military lighter-than-air balloons that are loaded with radio gear for watching borders and such. 

Apparently, they aren’t very accurate at determining whether a foreign country has weapons of mass destruction. Think of that heavy cable as an aluminium or composite slasher/slicer and avoid flight nearby.  

Often one cannot see the stat (it may be hidden in the overcast) and there is often no significant geographical feature nearby to identify their location – so give them a wide birth.  When you can see the cable, you’re too close! 

I know a pilot who was flying with an expired GPS data base and without maps and narrowly missed the cable near the west coast of Florida.

While many might disagree, American leadership appears smarter than ours with respect to aviation since they are supportive of airports and airstrips. The result, an alert pilot transiting the SW states will see far more landing areas than are shown on maps or in GPS databases. For that matter the Continental U.S. has far more airports per unit area than in Canada. 

This opens many opportunities for interesting adventures. Mind you, it’s prudent to have a current data base of information to know where services are available. 

Whether you use the Airguide publications, an up to date GPS data base or other available information, be sure to plan any trips considering factors such as forecast surface winds, daylight hours, fuel and flight planning service availability (There are many areas of no reception for cell phones).

With respect to leaving Canada for the initial trans-border flight, don’t forget to flight plan, call U.S. Customs for pre-clearance and carry your passport. 

You should be able to reach American flight service on 1-800-WX- BRIEF from Canada by the time this article is published. So, a double briefing may be available because you can also call the Canadian toll flight briefing number 1-866-INFO-FSS (as I recall).  Don’t be surprised if their forecasts are different.

The saying, “keep alert and look for other aircraft” is especially important in the U.S. since there are roughly 12 times as many aircraft in a square mile of airspace compared to Canada. 

Except in remote areas where radar can’t see me, I always use flight following on American cross country flights as the traffic controllers tend to see many more aircraft within a few miles of me than I seem to view. I should also add that a few have come close that weren’t reported by radar – so, be alert!

Always be aware of forecast weather for your flights and for the time your aircraft will be parked. The arid lands often create winds that need to be seen to be believed and they can move many tons of sand (and airplanes) in short order. Be aware of these effects and plan accordingly.

Some of the high density population areas such as Los Angeles, Phoenix and San Francisco, to name only a few, can create impressive (or unimpressive) quantities of smog.

A typical scenario is a high pressure dome sitting over the area promising good flying weather. It may well be that the ceiling is unlimited at your departure airport; however, as you  fly towards the cities, you may only have 3-6 miles visibility due to the smog haze – and that’s a good day. 

This can prove quite a navigation challenge to VFR pilots who are used to almost unlimited visibility on sunny days. Make sure your basic instruments skills are polished, as it’s not uncommon to encounter unforecast IFR conditions in pockets of denser smog that may not be reported. 

Personally, unless I have a specific task in the big city valleys, my flights avoid these areas of thick air that are polluted with conflicting traffic.

Another kind of “density” to consider is the fact that much of the SW is mountainous and since our neighbours will build an airport anywhere they need them, one can find the density altitude at some of the higher airports will exceed 10,000 feet – in the winter!  The beauty of some of these high altitude airports, such as Flagstaff, is that one is landing and taking off very close to cruising altitude - negating the need for much climbing or descending.

There is a lot more one could add about the excellent services from FBO’s, relatively cheap fuel, friendly acceptance of Canadian pilots and call signs, but, you get the idea.  Of course, a prime reason for visiting the SW is the sun’s warm beckoning during the winter. With a little planning, one can often schedule business in the south to coincide with winter weather in the north. 

What better way to provide mobility and keep one’s proficiency honed but to take the winged wonder for transportation.

Besides, when the sun beckons during our winter months it’s likely wiser to take your pride and joy on a southward excursion rather than scorn her by abandoning her in a snow bank.

Ken is a director on the COPA Board. He lives in Victoria, B.C. and provides services internationally in advanced training, expert witness, flight test and aircraft sales. He has logged more than 15,000 hours on 375 types of fixed wing and rotary aircraft. Soaring his Diamond Xtreme is what he does for pleasure.