Always Learning: Making the call

The airport and weather data available online and on my electronic flight bag (EFB) have made me way more efficient—and self-sufficient—while “becoming familiar with all available information concerning that flight” as required by FAR 91.103, Preflight Action. I think we all can agree in-cockpit weather and satellite imagery is a marvel of technology—streaming seamlessly to our tablets and cockpit displays. Because this data is so reliable, the tendency is to believe it also is always accurate; we could easily conclude that we have all the intelligence we need right in the cockpit. However, I’m continually reminded that some pieces of information just can’t be automated, and a 30-second phone call can give me the rest of the details I need to know.

On a recent flight from Frederick, Maryland, to Chicago I was hustling to arrive before a cold front brought deteriorating weather to my destination airport. An hour before my estimated time of arrival, ADS-B weather alerted me of significantly stronger surface winds than forecast—not only at my destination, but for 75 miles in all directions. Because the winds were stronger than my personal minimums, it was an easy but frustrating decision to land short of my destination and assess my options. After checking the weather and not seeing a forecast reduction in wind velocity before the poor weather arrived, I was ready to call a hotel. As a last resort, I decided to call the FBO at my destination to confirm that what they were seeing out the window matched the METAR and TAFs. I was told the winds were easing, shifting westerly, and slowly aligning with the single runway. If I could get there soon, a window of opportunity remained. I ran to the airplane and flew at maximum cruise speed, arriving a safe margin before the front, in conditions I knew I could handle. That phone call made the completion of the flight possible.

If it’s so helpful, why not call while still in the air? Calling while flying may sound convenient—and Bluetooth headphones enable hands free calling—but cellular telephone operation while airborne is prohibited by the FCC: 47 CFR 22.925 specifies cellphones be switched to airplane mode while airborne to prevent interference with cellular towers. This includes texting. Cellphone calls and texts are allowed in an aircraft while on the ground, however, so a quick landing and call on the taxiway would be legal. If you have an emergency, you can attempt to call or text while aloft, but know that getting a reliable connection can be difficult, particularly above 3,000 feet agl.

Here are a few other instances in which you may considering making a preflight call:

Fuel availability. Many FBOs close at 5 p.m. No problem, right? You’ll use self service. Call ahead to make sure it’s operating properly. Self-serve fuel farms are notoriously finicky. Worst case, you’ll have to fly to the next airport with available fuel.

Runway conditions. The amount of snow and ice on the runway after a storm (or the amount of mud or standing water on a grass runway) may appear accurately in an airport notam, but don’t count on it. Call ahead to confirm runway conditions and root out hidden hazards.

Restaurants. As great as EFB airport databases are (and don’t forget AOPA’s Airport Directory), it’s a dynamic world and airport businesses change frequently. Your dual cross-country flight to that airport diner 45 minutes away may conclude with a growling stomach if the restaurant is closed that day—or permanently. If you do find a restaurant is out of business, consider posting a comment in AOPA’s Airport Directory online.

We are increasingly equipped with powerful tools in aviation, but the information they provide has limits. Sometimes, nothing can beat the old-fashioned phone call and quick chat with another person to get the specifics.