Grizzly Bear Aviation

07/19/2026

PIC Authority - Weather Deviation - Quick Action - Airline - Departure

Can ATC punish you for disregarding their instructions?

Last week, the crew of an Airbus A340 departing John F. Kennedy International Airport (JFK) was instructed to fly a heading of 350°—a course that would have taken them toward an area of extreme precipitation and severe thunderstorms.

The captain acknowledged the instruction but responded:

“We need further left, maybe a heading of 240. Everything is red in front of us.”

He was referring to the intense convective weather displayed on the aircraft’s weather radar.

The controller replied:

“Sir, why do you need that heading? Everyone is going that way. What is the problem?”

Seconds later, the captain turned the Airbus away from the weather without waiting for further clearance.

The controller responded:

“Sir, this could be a possible pilot deviation. You turned your airplane without telling me. There is an aircraft right in front of you.”

The flight continued without further incident.

Takeaway: FAR 91.3 states that “the pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of the aircraft.”

In other words, if you believe complying with an ATC instruction would compromise the safety of the flight, you have both the authority—and the responsibility—to take whatever action is necessary to ensure the safety of your aircraft.

That authority isn’t unlimited, however. The pilot should advise ATC of the deviation as soon as practicable, and ATC will then work to maintain separation between aircraft.

Weather avoidance is one of the best examples of where the PIC’s judgment takes precedence.

Fly safe, friends ✈️

06/13/2026

Gentle reminder whilst on a theoretical refresher on Windshear Encounters.

A microburst is one of the smallest -- and most deadly -- kinds of storms; and before the technology for detection was invented, they were nearly impossible ...

02/22/2026

When: March 3-4, 2026
Where: Aerospace Centre of Excellence, Lakeland, Florida

Entries are FREE. Registration required.

For those who are keen to catch the action of the Now and the Future of Flight Training, this would be The Place to be at. Thanks to Master-CFI from and attendees-at-large of for casting some rays on this conference. If you can attend, do thyself the favour!

Migration is the leading conference for aviation educators, bringing together flight training organizations, flight instructors, K-12 aviation educators.

01/30/2026

Well Understood Wisdom by the Author.

The fatal Challenger accident in Bangor last week sounds eerily familiar to me.

Last winter, I was contracted to act as a safety pilot on a flight from Elmira, NY to Miami, FL in a client’s Citation. Upon arriving at the aircraft, I noticed frost adhered to the top surface of both wings and much of the fuselage. The owner advised that he had ordered a bucket of hot water and a mop to remove the frost. I reminded him that the temperature was -8°F and that any water applied would likely freeze on contact or shortly thereafter. I recommended that the jet be properly de-iced using the FBO truck.

He replied, “I have the clearance, and we’ll be in the air in minutes—well before the hot water has a chance to freeze.”

My response to him was simple: “I’m not going if we don’t properly de-ice this bird.”

Fortunately, he realized why he had brought me in the first place, and we ordered proper de-icing. The departure was uneventful.

Last week, it appears that a Challenger departing Bangor, ME may have encountered a similar scenario. While the aircraft was de-iced, too much time may have elapsed before takeoff for the de-icing fluid to remain effective. Investigators are examining the type of fluid used, its holdover time, and how much time passed before departure. They are focusing on the possibility that wing icing during takeoff may have caused a stall shortly after liftoff.

Takeaway: Two other aircraft advised ATC that their safe de-icing window had closed and elected to taxi back for additional de-icing. The Challenger crew possibly heard this exchange but chose to forgo further de-icing. The FAA prohibits departure with frost or ice adhering to certain parts of the fuselage, wings, stabilizers, or control surfaces, and engine inlets. It requires that the PIC visually inspect for frost and ice—and physically touch the surfaces to confirm their condition. This technique was taught to me decades ago, and it has served me well ever since.

Rest in peace, fellow aviators.

Fly safe, friends ✈️

01/06/2026

on Departure. by Single-Pilot.