Friday, August 31, 2012

Continue Landing Practice

Out for another day of tail wheel airplane practice.  The weather was much better, but we in the end decided to stay in the pattern and practice landings.

It was real busy, and at one point another plane pulled out in front of us just as we were on short final.  The Super Decathlon is very maneuverable, so it was no problem to pull up and side step the west, flying up the runway above him. 

But it does make you angry to have another pilot so oblivious to the traffic rules, the FAR/AIM, or mere common courtesy.

Anyway, here's my last and best landing of the day:


Sunday, August 26, 2012

A "Pretty Good" Landing

Today was grey and rainy in the morning, and I watched the weather carefully.  About noon it appeared that there was a little clearing out to the west, and maybe a chance of better weather.  So, I drove out to Leesburg where I had a previously scheduled tail wheel flying lesson.  I even called Flight Service and logged a flight plan on the way.

Now as it happened, I drove through a downpour on the way to Leesburg, and another lightening and rain storm took place right after I arrived.  But CFI Bob Garity and I watched out the windows, watched the radar on his iPad, and judged that we had an opening about 2 p.m.  It looked that we would be safe flying in the pattern around the airport where we could quickly land if another thunderstorm materialized.

So off we went.  As it worked out, we got in 15 take offs and landings -- seven three-point landings and eight two-wheel landings.  Here's a short video of one of them:


That is, by the way, Bob coaching me from the rear seat during the landing.  As you can see, the skies remained pretty clear throughout our flights.  A little later in the afternoon it rained again hard. 

But, by that time, I had fourteen touch and go landings under my belt in just under an hour, and a much better feel for both the traditional three-point touch down as well as the rather sensitive two-wheel landing.

The latter landing is difficult to master because you first come in to the runway about ten knots faster and holding the stick back in order gently to hold the plane in ground effect and off the runway.  Eventually, the plane settles down on the two main wheels.  Then you immediately push the stick forward, but only just enough to prevent the tail from touching the runway. Not so much forward, however, that you cause the propeller to hit the runway. A delicate balance....

My iPhone app called CloudAhoy has a record of this flight, but it just looks like a lot of circles around the airport -- because that is what it was.



Thursday, August 23, 2012

Super Decathlon

It is most difficult to manage a sailboat when you are not going anywhere.  Without a hand on the tiller and a direction in mind, the boat is entirely at the mercy of the waves and the wind.  In fact, it is even a little dangerous, because you have no steerage way and can't avoid a sudden problem. So, the safest thing to do is to keep the boat moving forward and steer in some decided direction.

Very large control surfaces on the Decathlon
So maybe that explains my desire to further my aviation education by getting a tail wheel rating.  I need to keep learning, and what better way to improve my stick and rudder flying technique than flying a plane that is extremely responsive to both the stick and the rudder? (Well, a glider would do the same thing, but there are no glider clubs nearer than Frederick or Front Royal.)

I got in touch with ace instructor and Super Decathlon owner Bob Garity and arranged my first lesson today.  We talked for about a half hour about tail wheel principles, center of gravity, three-point versus wheel landings, crosswind landings, other stuff.  In order to get the tail wheel endorsement from Bob, I need to demonstrate competence in wheel landings, crosswind control and crosswind landings, and mastery of "go around" procedures 
Note that the tail wheel is dragging
The Super Decathlon is a two-seat tandem (pilot in front, passenger or instructor behind) aircraft.  This particular airplane is certified for day and night VFR flight, but not IFR, with a 180 horsepower engine. It is also certified for acrobatic maneuvers, including engine oil and gas modifications so it can fly upside down for up to two minutes. 

You know we might be flying some unusual attitudes when you see the G meter, you stow all the loose gear, you put on your five-point parachute harness, and you buckle into the four-point seat belt. You tighten the belts so that your butt can't leave the seat, no matter what.
N878AC cockpit and controls

We pre-flighted the plane. Bob explained many of the features, equipment, and distinctive parts (no flaps, but we do have "spades" under each wing) before we belted ourselves in.  Before long I was taxi-ing for takeoff on JYO runway 17.  N878AC lifts off the runway quickly, at about 56 knots and after only about 500 feet. 

It took me a little while to adapt to right hand on the stick and left hand on the throttle, trim, and mixture. Those just the opposite of my customary pattern in the Cirrus. soon Bob had me try some hard turns, Dutch rolls, and accelerated stalls to get used to the plane's handling and responsiveness. I also learned to use a lot more rudder than I would in the Cirrus, because you immediately feel any uncoordinated flight (slip or slide) in this aircraft.

We did three landings at Martinsburg (KMRB) with steadily improving results. The airplane is so agile that you can correct for almost any imprecision on approach. I was pretty okay up to the point of actual touchdown. Then we would seem to "plop" down or even bounce a bit.  I did have the stall horn blaring on each landing, which is considered a good thing.

You really have to kill the speed over the numbers and then wait, and wait, to get it to stick to the runway.  She just keeps wanting to fly off again.

Then, on the way back we tried some barrel rolls and a loop:

And here's what the loop looks like from inside the cockpit.  You will be able to see that I am pulling back on the stick, and if you look closely, you can see that we begin by gaining speed with a small descent, followed by the upward climb.  We ended the maneuver at exactly the same altitude at which we started, which is the idea!









Sunday, August 19, 2012

Aluminum Overcast On An Overcast Day

The B-17 "Aluminum Overcast"




It was just after the violent thunderstorms marched through Leesburg on Sunday afternoon, perhaps about 4:30 p.m.  I had finished updating the avionics in my airplane, and I was about to leave the airport when I remembered that the EAA "Flying Fortress" bomber from World War Two was on hand.

What an incredible piece of manufacturing history!

I am of course--like anyone is--impressed by the wartime exploits of these planes.  They made a critical difference they made in the outcome of the battle, the battle for Europe especially.

But as you walk around underneath the massive wings and admire the two enormous main gear tires, the long grey flaps, the big radial engines -- well, it impresses me to think of Rosie the Riveter and all her fellow workers making these airplanes bolt by bolt. A total of 12,732 such planes were built.  By the spring of 1944 they were producing 16 a day at the Vega (now Lockeed) plant. They knew, I guess, that the lives of young men depended on getting it right, on all the parts fitting together properly, and on the final airplane being able to withstand the force of bullets and weather.

You look at the ball turret on the tail, the one where the tail gunner rode during the missions.  There is a mannequin in there to help a visitor see how tight it was.  It must have been cold too, not to mention lonely.  I am pretty sure the tail gunner could only get in and out when the plane was on the ground.  The rest of the flight he was in there with a heck of a view but darned little connection to the rest of the crew.


Four big radial engines sit quietly today, covers on the air intake and no dripping oil in sight.  They once powered the airplane to a cruising altitude of 25,000 feet  at a cruising speed of about 170 miles per hour.

That's about equal to what my Cirrus does with a single engine and 13 gallons of fuel per hour.

I don't understand however why the Flying Fortress comes to Leesburg today, a Saturday in August, instead of during the September 29 Leesburg Airport festival and air show when there would be ten times as many people present?

People lined up to go aboard the Flying Fortress




Wednesday, August 15, 2012

Syria Public Diplomacy

If you don't have a PAO in a given country, there is a hole in the policy debate. 

The PAO (Public Affairs Officer) is the senior American with public diplomacy responsibilities on an embassy's Country Team. She or he is the person who awakens each morning wanting to know what the people are thinking.  Absent a PAO, no one is effectively looking out for our strategic communication goals. 

Amb. Robert Ford
Someone needs to be present in those policy debates and persistently asking, "Does this tactic move us toward our communication goal?" or perhaps "What are we communicating by doing (or not doing) this proposed action?"

That, I believe, is the problem with our current Syria policy. We closed our Embassy in Damascus on February 6, 2012.  Since that date, not only has the State Department had no eyes and ears on the ground, but there has been no PAO listening to the Syrian voices, assessing public attitudes, and arguing for steps to achieve our communication goals.

Which leads me to wonder what do Syrians think is U.S. policy is these days?

Walter Pincus seems to think that the Syrian public will have noticed some U.S. military exercises conducted in the vicinity. He believe they will deduce that we firmly support the cause of the rebels. Writing in the Washington Post yesterday, Pincus argues that air-land-sea Exercise Eager Lion 2012 held in Jordan and some other over-the-horizon military concentrations "make Syria’s Bashar al-Assad and Iran’s Ayatollah Ali Khamenei fully aware" of our position.

Leave aside the fact that Pincus' column reads like a State Department sheet of talking points meant to rebut the idea that we're "leading from behind" or not leading at all. 

U.S. Embassy Damascus
The fact is, most of the Syrian people are not watching off-shore military exercises, counting the U.S. ships in the Mediterranean Sea, or taking particular notice of our newest round of toothless sanctions.

To be very clear, we don't need American boots on the ground. But, for public diplomacy's sake, we do need to provide tangible, visible support to the free-Syrian movement.


Georgetown University's Robert Lieber argues here that we have "waited far too long to take a more active role on Syria. While the fighting rages on, the U.S. has largely been on the sidelines, not even “leading from behind” as it eventually did in Libya 17 months ago."    The Washington Post, NBC's Richard Engel and other news media have reported that the Syrian people (and others in the region) are fast losing faith in America's commitment to freedom. "The have... watched the United Nations send observers without authority, and the United States make what seem to many appear to be toothless condemnations," Engel reports.

If the Marshall Plan was a wonderful example of public diplomacy, what will future generations say of our Syria plan?



Lowering the flag, February 6, 2012



Monday, August 13, 2012

Marshall Plan As Public Diplomacy?


George C. Marshall
A few years ago, the Under Secretary for Public Diplomacy at the State Department declared that the Marshall Plan “still stands as the greatest example in our nation’s history of public diplomacy done right.” 

Who knows? Maybe Judith McHale was inspired by the fact that her own new office in the State Department was the same one George C. Marshall occupied as Secretary of State. Or, maybe the fact that she was speaking in Lexington, Virginia at the time had something to do with it.  But she was right.

The Marshall Plan still stands today as an example of strategic communication and policy coordination.  The approach Secretary Marshall followed in formulating the plan which bears his name clearly encompassed the ten principles that underpin modern public diplomacy.

McHale's “Marshall Plan as public diplomacy” concept came back to me as I read the excellent report issued August 7 by the American Security Project.  It is the one called “The New Public Diplomacy Imperative.”

The author, Matthew Wallin, is a policy analyst at ASP who comes with a master’s degree in public diplomacy from University of Southern California.  To judge by the crisp insights and clear thinking evident in this paper, public diplomacy folk should keep an eye on Wallin.

He gets it.

Obama at Cairo University
One of Wallin’s key arguments is that we do major damage to American credibility by over-promising and under–delivering. His example is the much heralded Cairo University speech made in June, 2009  by President Obama.  Wallin lists the seventeen specific commitments the President made to the Muslim world in that speech, such things as closing Guantanamo detention facility, pursuing resolution of the Israeli-Palestinian conflict, U.S. internships for Muslim students, opening “scientific centers of excellence” in the Middle East, Africa and Southeast Asia, and “supporting democracy everywhere.” 

His point is not that we should fault President Obama for having failed to do many of these things.  Sure there were political and other obstacles that got in the way.  But, because he has failed to accomplish many of the key promises, the unfulfilled commitments have continued a trend of disappointment in the eyes of many Muslims.   It is unfortunately a record that fits with the narrative that flows throughout the Arab world and reverberates among many Muslims. Better to promise less, and deliver more than the audience expects.

Reagan at Brandenburg
This over promising and under delivering is unfortunately an all too frequent feature of American diplomacy.  Too many of our senior leaders demand that the bureaucracy produce lists of “deliverables”  for them to announce when they make foreign trips. Too many official visits end with announcements and promises that are quickly forgotten by all but the hopeful recipients. All this makes it doubly difficult for the public diplomacy officer to win trust and build credibility.

Another of Wallin’s significant findings is highlighted in a commentary by the Heritage Foundation’s Helle Dale: “The ASP study highlights the need for metrics in PD. Yet finding appropriate metrics for evaluating PD has traditionally been an area of ambiguity and difficulty….Perhaps an effective method for collecting PD metrics lies in one of its fundamental tenets: listening. It is through feedback from the targets of our PD efforts that we will learn the most about how we are doing as communicators and understand how we need to improve.”

If you care about public diplomacy, you need to click on the link above and read Wallin’s paperfrom beginning to end.  I particularly like ASP’s list of public diplomacy principles, perhaps because they read a lot like a list I drew up myself some years ago.  Wallin gives a good but not exhaustive explanation of each principle. 

Herewith, slightly edited and reordered, are ten rules for highly successful public diplomacy
·         Have and understand the policy objective
·         Establish a communication goal
·         Determine how you will measure success and failure as you go toward that goal
·         Identify the audience you must reach to achieve the goal
·         Listen to the audience, understand what they are thinking and why
·         Establish a narrative that fits your goals with the audience’s beliefs, values, perceptions
·         Be authentic, honest and truthful
·         Find partners, allies and build coalition of the like-minded
·         Use existing, already successful means of engaging with your audience
·         Under-promise and over-deliver – like George C. Marshall did.

Matthew Wallin concludes the ASP paper thusly: “The problem with American public diplomacy is not about better ‘explaining the story of America’ – it’s  about better understanding ourselves and the people we communicate with.”

Sunday, August 12, 2012

MinPins Rescue Mission

After a couple of false starts, we completed the Miniature Doberman Pinscher rescue mission this morning.  Polly and Evan flew from Charleston, West Virginia to an adoption group and eventually their new homes in Maryland.

Hangar 14 at JYO
"We" means me and my sister-in-law and expert dog wrangler, Barbara, who had earlier expressed interest in flying. She jumped at the chance to combine a 500-mile demo flight with a rescue mission for some four-legged refugees.

A right turn off RWY 17
This trip all began earlier this week with an urgent plea for help on the Pilots 'N Paws website.  A couple of small (10 pounds and 13 pounds), two-year-old miniature pinschers needed to make the trip pretty urgently, as they were nearing the deadline for finding a new home or being put down.

We originally planned the flight for Friday, August 10, but it became increasingly clear the weather would be cloudy and rainy.  That's not impossible for me as an IFR-rated pilot, but it is much more pleasant to fly in sunny, clear weather where you can see the landscape from the air.

Exit 3 on VA-267, "The Greenway"
So after a flurry of emails exchanging flight plans and phone numbers, it was arranged.  I picked up Barbara about seven o'clock and we headed to Leesburg to pull our Cirrus SR-22 out of the hangar. A quick pre-flight, coordination with Potomac TRACON for our flight plan, and we were off at 08:26 a.m.

We took off from runway 17 at JYO (Leesburg Executive) and turned north over the Greenway to avoid Dulles air space.  Pretty soon however Potomac turned us to Linden VOR and then due west to Charleston. You can see our flight path here.

Short final to runway 23 at CRW
The flight was smooth and clear for the most part, although we did have a broken cloud bank just below us as we crossed over central West Virginia.  I hoped those clouds would burn off as predicted by the time of our return trip.

In a little less than an hour and a half Charleston Approach began our descent from 8000 feet and we opted for the RNAV RWY 23 approach. It was going to be pretty much straight in to the field.  Charleston's airport sits atop a bluff about 1000 feet above sea level and overlooking the city to the west.  

Yeager Airport, Charleston WV
We landed smoothly and had to get some taxi instructions. It was my first time to land here.  KCRW is a pretty big airport, with airline service by both United and USAir, as well as being a West Virginia Air National Guard base.  We taxied down Bravo and were marshaled to the Executive Air ramp.  While they filled the tanks, Barbara and I went in the terminal to meet Evan and Polly.

Evan with Cindy
Evan and Polly prepare to board
N97RJ is now boarding
The MinPins were excited to see us!  The two were indeed small, thin, and very alert.  They bounced around the room, from floor to chairs, and back to the floor.  The only way we could get them to hold still for a photo was for Cindy and her friend (whose name regretably I have forgotten) to pick them up.

As they had been waiting for us and the dogs had been exercised before we arrived, we soon headed out to the plane for boarding.  Both MinPins fit in a single crate easily, and Cindy said they would be happier together in any case.

We learned that the pups had to move out of a shelter kennel on Friday evening before our arrival because their deadline was up.  When we couldn't fly Friday, the pups moved to a volunteer's house to avoid euthanasia.

Elk and Kanawha Rivers
Charleston
Pretty soon we were back at runway 23 and cleared for takeoff.  It was a clear, cool morning and we had good views of the city of Charleston stretched along the banks of the Elk river in the morning sunshine.  The dome of the capitol building glistened in the sun.

Our return flight was uneventful, but marked by more clouds, below us, above us, and around us at times.  That also meant some deviations as we turned and twisted to avoid the building cumulonimbus.

Those would become thunderstorm cells by early afternoon.  Even though they were minor at this point, we still got some light turbulence flying through and around them.
Dog Whisperer

Runway 35 at JYO
Before long air traffic control gave us "direct to JYO" and we found ourselves breaking out of the clouds and into clear weather over Winchester and Front Royal, especially after they let us descend to 4000 feet.

We crossed just north of Mt. Weather and Route 7, cancelled IFR, and flew the visual RWY 35 into a relatively busy JYO. We landed long and taxied to the terminal to meet Stephanie, our PnP organizer and MinPins recipient.

Evan & Polly at JYO
The dogs had been excellent passengers on the flight.  I think we heard just a little complaining while we taxied for takeoff at Charleston, but once we lifted off, they calmed and slept.  We heard nothing out of either MinPin during the entire flight.

They did however wake up when we landed at Leesburg and indicated sincere interest in disembarking as soon as possible.  We tried to be careful, because having a dog get loose on the airfield could be a difficult, if not dangerous (for the dog - all those spinning propellers) situation.

Stephanie was soon at hand and welcoming her new charges.  we handed over their papers and medicines. I have no doubt that these two clean-cut, intelligent, and energetic dogs will soon find a home. If Barbara and I didn't already have five dogs between us, we probably would have been MinPin adoption candidates ourselves.
Pilots 'n Paws, August 12, 2012
All photographs thanks to Barbara Carlson. All rights reserved, 2012

Wednesday, August 1, 2012

A Public Diplomacy Teaching Moment

Mitt Romney had a painful public diplomacy teaching moment last week in London.  No question about it, Romney stepped off the airplane and put his foot squarely in it.

And, while I wrote this comment at that time, I had decided against posting it -- until  Al Kamen’s column in this morning’s Washington Post changed my mind and reinforced my conviction.  See why below.
What Romney was guilty of, I believe, is a mistake many American politicians and government officials make every time they travel abroad.

That is, they forget they are in another country.

They forget that those foreigners are living another, different story from the one we are living at home in the USA.

Too often officials fail to realize that the perception of current world events in a given foreign country is entirely different from what we at home have been absorbing from the American mainstream media.

Of course, for most USG visitors, the laser-like focus of the American and British press is not zeroed in on them, as it was on Romney from the moment he walked out of Heathrow’s hallways. When most USG officials and congressmen make a gaffe on foreign soil, they get a pass. Or, more likely, they don’t get noticed at all.  Not so much for presidential candidates.

But, here’s what I believe happened to Mitt Romney: he departed the USA toward the end of a busy week on the campaign trail.  Doubtless, before departure, he was reading the usual domestic newspapers (New York Times, Washington Post) and watching or listening to the usual broadcasters (ABC, NBC, PBS, etc.).  And, the American media were – especially that week – in a news-free, pre-Olympics feeding frenzy.

Now, any experienced press officer will tell you that when an international event is in the offing – and especially if there is an absence of real news – reporters crank out countless, breathless, and entirely predictable stories about security, inconvenience, how much it all costs, and colorful accounts of local people criticizing preparations. There is little enough actual data or facts in these stories – they usually consist of multiple man-in-the-street interviews selected to support the reporter’s pre-conceived thesis.

In London this summer, there had been of course plenty of press criticism of the Olympic security preparations, the traffic snarls, and the costs.  But, if you actually read the British press closely and compared it to the American coverage, you saw the difference.  The Brits were negative about the impact of many preparations, griping about the inconvenience, and shocked at the costs.

But, they were never in real doubt about whether the Olympics would be successful or something worthy of British pride.

It is a small but important distinction, one that the embassy’s public diplomacy staff would have felt through their fingertips.

And judging by my experience in the London embassy, the PAO would have happily briefed the candidate or his staff about the nuances of the local media environment, the psychology of the local audience, and the things you could say and should not say.  (e.g., “Question the costs, but don’t question the people’s commitment or the eventual outcome.”)

Public diplomacy advice, grounded in local knowledge, is available to any prominent American visitor, of any party, at any time.  Embassy officers probably would, if asked, willingly held a “murder board,” a mock interview, to test questions and responses.

But, I am willing to bet that neither Romney nor any member of his advance team sought that kind of specific, on-the ground, finger-on-the-pulse advice from the Public Affairs Officer or anyone else in the embassy.  As Al Kamen points out, Romney’s traveling staff was small and not particularly attuned.

There are two lessons here, and they apply to any USG official or prominent person traveling to a foreign country who is likely to be highly visible and interviewed by local or world media.

Lesson number one is that the way the target country and its current affairs has been portrayed in the U.S. press is inevitably shaped by the prism of American culture and politics.

And, it is probably not accurate, at least in the eyes of the other country.  U.S. media often cast foreign stories in the mold of American perceptions: oversimplification of good guys versus bad guys, tyrants versus democrats, and waste versus efficiency. It is easy to feed American exceptionalist mythology by stereotyping foreigners as weak and/or incompetent.

The experienced U.S. visitor abroad assumes that, no matter what he or she has been reading at home, it is most certainly not what people in the country have been thinking. In terms of tone and tenor, if not in terms of crucial facts, what you’ve been absorbing at home does not jibe with the perspective of most people in the country where you’ve just arrived.

Lesson number two is that the American visitor absolutely must get a thorough briefing on the local situation and host nation perceptions. You don’t have to go to the American embassy for this, but you need to get it from someone -- someone who lives there, listens intelligently, and understands what’s going on.

As an American ambassador, I was able to insist that no visiting USG official of any level would have any contact with any host country press, officials, or any public audiences before we at the embassy had a chance to brief the visitor and discuss the issues.

To do otherwise is to send the visitor walking boldly through a minefield -- without a map.