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Archive for the ‘Flight Training’ Category

As reported in this morning’s AvFlash news, the FAA is soon going to implement a change from “Position and Hold” to “Line Up and Wait” in order to conform with international phraseology standards.  This change is expected to occur in mid-year 2010.  In fact, if you fly in and out of Canadian airspace you know that this particular phraseology has already been in use for sometime (since about March of 2008).

For those who are new to this phrase, here is a basic primer on this new phraseology:

Current Phraseology:

“Taxi into Position” or “Taxi to Position and Wait”

New Phraseology:

“Line Up” or “Line Up and Wait”

Definition: Used by ATC to inform a pilot to taxi onto the departure runway in takeoff position and wait (hold). It is not authorization for takeoff. It is used when takeoff clearance cannot immediately be issued because of traffic or other reasons.

I think short term this might be a change some may grumble about I think overall this is a good change.  I believe that standards only work when applied universally across the board.  The more exceptions that are made to a standard the better chance you have at injecting confusion and error into the system.   This not only helps U.S. pilots flying internationally but also helps reduce confusion from foreign pilots who are flying domestically within the U.S.

What are your thoughts about line up and wait?

With Paul’s recent post on the VFR day and night equipment mnemonics, I figured it would be a good opportunity to start collecting some more. If you’re working on your Instrument rating, you’ve probably wondered if there are any mnemonics for the IFR required equipment dictated by §91.205.

GRABCARD is the classic memory tool:

• Generator or alternator
• Rate of turn indicator (turn coordinator or turn & bank indicator)
• Altimeter, sensitive (Kollsman window)
• Ball (inclinometer, the ‘level’ component of a turn coordinator or turn & bank indicator)
• Clock (digital display or sweep second hand)
• Attitude indicator
• Radios as required for navigation and communication
• Directional gyro or heading indicator

Of course, the applicable VFR day equipment always applies as well, and if you’re flying IFR night you’ll need the VFR day and night equipment.

Have you got alternate mnemonics for any of the §91.205 required equipment? Let us know in the comments and we’ll add them!

Here is a question from Joe who asks:

How’s it going? I’m a CFI/CFII getting ready to work on my MEI. I’m was just wondering if you had any easy ways to teach 91.205. I have ways to easily teach equipment required for IFR flight and VFR Night. I just don’t have a easily remembered acronym for necessary equipment for VFR DAY. Any ideas?

Hi Joe, thanks for your question.

Actually I do have a mnemonic that I was taught to help remember the equipment required by § 91.205.  I’m not sure which mnemonic you are using for VFR night so I’ll give them both to you.  So here is a mnemonic to help you remember the required equipment for VFR day (paragraph b) and the required equipment for VFR night (paragraph c).

VFR Day:  TOMATOE A FLAMES

• Tachometer (for each engine)
• Oil Pressure Gauge
• Magnetic Direction Indicator (magnetic compass)
• Airspeed Indicator
• Temperature Gauge for each liquid cooled engine
• Oil Temperature Gauge
• Emergency equipment (beyond power off gliding distance over water) pyrotechnic signaling device, flotation device
• Anti-collision Lights
• Fuel Gauge for each tank
• Landing gear position indicator
• Alitmeter
• Manifold Pressure Gauge for each engine
• Emergency Locator Transmitter
• Safety Belts and Shoulder Harnesses

VFR Night:  FLAPS

• Fuses
• Landing light, if operated for hire
• Anti-collision light (beacon and/or strobes)
• Position Lights – Nav Lights (Red on the left, Green on the Right, White facing aft)
• Source of electricity (battery, generator, alternator)

Disclaimer: Several of the items are only required if you meet certain conditions and several of the items also have additional descriptions listed in the actual regulation.  Take for instance the M in FLAMES.  If you look at § 91.205, you will learn that a manifold pressure gauge is only required if you have an “altitude engine” (an engine capable of developing rated takeoff power to a certain altitude).  So feel to pass this list on to your students, but make sure you follow it up with a good discussion and reading of the actual reg.

Here is a link to the official reg: FAR §91.205

Melody asks an (increasingly common!) question about Sport Pilot upgrades for instructors:

I was told by an examiner that I could get a CFI Sport Pilot rating, then add on a CFI-SE Airplane. Is this accurate?

Whenever you’re looking into adding on a rating – any rating, whether it’s adding multi-engine privileges to a private ticket, or seaplane privileges to your commercial – the first stop should be the appropriate Practical Test Standards guide. However, in this case, I pulled up the latest CFI Airplane PTS (FAA-S-8081-6C, 1.4 MB) from the FAA’s website and flipped to page 1-xi, the Additional Rating Task Table.

Of course, it says nothing about Sport Pilot, which I suppose is not that surprising; the last revision to the PTS was 2006, when Sport Pilot was still in its infancy. What’s most likely, then, is that even if you held a CFI-SP rating, you’d need to meet the aeronautical experience and certificate requirements (ie Commercial) for a normal CFI Airplane rating. At first glance, it seems like it makes more sense to just go the “standard” route and work directly on meeting the requirements to become a CFI.

Rather than spend all day trying to find the answer on Google, I called up the AOPA hotline (1-800-872-2672) to see what they knew. The person I spoke with had the same thoughts – the full CFI requirements are necessary as there is no PTS additional rating information – although he very wisely pointed out that as a CFI-SP you would be earning money and logging time, while if you were simply working towards the CFI requirements there would be no income aiding the process.

Hope you can decide on a good path, and fly safe!

Also, if any readers have first-hand information on the topic, please let us know!

James asks the following question:

During some ground time my CFI talked briefly about TURN and BANK being different but combined. Is there any readings or thoughts as to the clarification on these terms/manuvers?

Awesome question James! Turn and bank are concepts that many people just assume are the same, because they really do go hand in hand. However, the concept behind each is actually quite different.

Turn specifically refers to the “rate” of a turn while bank refers to the “lateral attitude” or roll of an airplane.

For example we know a standard rate turn is 3° per second, the reason why a 180° turn out of the clouds takes 1 minute at standard rate. This requires a bank angle that varies based on airspeed.

Part of this misconception comes from before the turn coordinator came along. The previous instrument, the turn and bank indicator, simply displayed your “rate” of turn. Bank was never displayed on the face of the instrument and the only place you can truly determine your bank in degrees is the attitude indicator.

For more reading, check out the Airplane Flying Handbook (Chapter 3) and the Pilot’s Handbook of Aeronautical Knowledge (Chapter 7).

Editor’s note: we’ve added links to articles about the instruments and two FAA handbooks to Jason’s response.

Charles, a 2000+ hours ATP asked the following:

“Hi, I have a question about GPS approaches. Why are LNAV and LNAV/VNAV minima different on RNAV GPS Approaches?”

Great question Charles. Things are changing so fast in the GPS world that it’s hard for instrument pilots to keep up with all of the new acronyms and just what they mean. But you want to understand them before you’re stuck in the clouds, furiously twisting knobs, while hoping to avoid an encounter with a cumulo-granite cloud (Ouch!).

I’m going to be self-serving–since it will save me a lot of typing–and quote directly from two of my books and CDs. Many readers may not be familiar with LNAV/VNAV minimums for a GPS approach, so let me quote from my new Max Trescott’s GPS and WAAS Instrument Flying Handbook (which I might add would be a great Christmas gift for pilots to buy now for themselves!):

“As previously mentioned, airliners with special equipment fly to LNAV/VNAV minimums and now you can too with a WAAS-capable receiver. From a practical standpoint, however, you’ll probably use these minimums only on the handful of approaches for which no LPV minimums are designated, since LNAV/VNAV minimums are almost always higher than LPV minimums. In very rare cases, LNAV/VNAV minimums can be lower than LPV minimums, due to differences in how obstacles are evaluated for these approaches. So surprisingly, a GA pilot’s WAAS-capable receiver that can fly to LPV minimums is far more versatile than many airliners’ equipment, which cannot go lower than LNAV/VNAV minimums. Like LPV minimums, LNAV/VNAV minimums are specified with a DA or decision altitude.”

Charles, you wanted me to contrast that with LNAV minimums. Let me briefly explain to readers that LNAV, which stands for lateral navigation, is the tradition minimums to which we’ve always flown GPS approaches. Originally there was only one minimums type for a GPS approach, so those minimums didn’t need a name. Now that there are 5 different minimum types available for GPS approaches, the original ones needed a name so they’re called LNAV. LNAV minimums are basic, non-precision minimums. Just fly to the MDA (minimum descent altitude) specified and don’t go an inch lower than that altitude!

Now we need to know how what pilots call the “protected area” differs for LNAV/VNAV and LNAV minimums. This time let me quote from the audio track of one of my computer courses, Max Trescott’s WAAS and GPS CD-ROM Course (another great gift idea for a pilot to get him or herself for Christmas).

“Let’s talk briefly about the protected areas for LNAV/VNAV approaches. First, the horizontal protected area is the same as that used for constructing a LNAV approach, so the equipment required to fly these approaches only has to meet the TSO-C129a, which is the standard for non-WAAS capable receivers. Since the navigation will therefore be less accurate, larger protected areas are needed than for an LPV approach.”

Now we know that the horizontal protection areas are the same for LNAV/VNAV and LNAV minimums. So essentially your question would be identical to “Why are the minimums different between an ILS and a localizer approach.” The answer is of course the glide path (or in the case of an ILS, the glide slope). Non-precision approaches resemble the steps in a flight of stairs and pilots can immediately descend down to the next altitude at each step. But the glide path of a RNAV (GPS) approach more close resembles the handrail for a flight of stairs. It provides a smooth, continuous descent path. The glide path can be designed to avoid obstacles that might force a higher MDA for a non-precision approach. So the answer to your question is that LNAV/VNAV minimums are usually lower than minimums LNAV minimums since it incorporates a glide path, helping it avoid some obstacles.

A couple of months ago, I shared with you some illustrations that I found on the back cover of some older FAA Aviation News. These illustrations were done by the illustrator and cartoonist Robert C. Osborn. Little did I know that finding and preserving more of these illustrations would turn into my new hobby.

Since my first Osborn post, I have learned a great deal about the artist and his other work. I’ve learned that Osborn contributed to FAA Aviation News for nearly 25 years from the early 60s to the mid 80s. I’ve also learned that Robert Osborn was the creator of the first and original “Dilbert” cartoon character. Osborn drew nearly 2,000 safety posters for the Navy during WWII that featured “Dilbert the Pilot” and “Spoiler the Mechanic”. Dilbert and Spoiler were both the ambassadors of carelessness and recklessness. “Don’t be a Dilbert” was a popular phrase used among pilots to encourage others to think about safety continuously.  Did you know that the popular comic strip Dilbert actually borrowed it’s name from the Dilbert drawn by Osborn?  According to Scott Adam’s blog, the name Dilbert was given to him by a co-worker who later confessed that he saw the name on some of his dad’s military memorabilia.

As I promised earlier, here are some more Robert Osborn illustrations from the FAA Aviation News. You’ll notice a theme with these particular illustrations…winter flying! Unfortunately, that season is upon us and it’s time that we all started thinking about the dangers and complications of flying in icing conditions.   This would be a great time to grab that POH and look over cold winter operation notes and any other limitations that colder weather may pose to your upcoming flights.

Fly Safe (and enjoy)

Kent wrote me this morning asking:

While flying recently with my friend a question came up which has come up for me several times in the past. I firmly believe that while flying VFR practice approaches (as published) into an uncontrolled airport that radio communication with the controlling ATC needs to be made-I always thought the approached as published is their approach. My friend firmly believes that as long as it’s VMC and uncontrolled airspace that one does not need to be talking to ATC. I do agree that it seems to be common practice to fly these on your own without ATC but is this really appropriate/legal?

Hi Kent,

This might be one of the cases where what is legal isn’t necessarily safe. The safe thing is always to contact ATC and request flight following / radar services when practicing any kind of approach.  Remember, that’s why they are there (and for now it’s still a free service). Even if you aren’t receiving radar services it would be prudent to at the very least monitor the appropriate frequency.  The reasoning of course is that if an airplane comes along that really does need to shoot that approach (corporate, airline, etc), your presence on the approach might make the required IFR separation difficult if not impossible for ATC.   Also, having that second (or third set) of eyes is always a good backup in case both pilots become preoccupied with the technicalities of the approach.  How sad would it be if ATC could have stopped the collision of 2 VFR aircraft…if only they were talking to them!  That brings up another point too, what if there is another aircraft on the same approach that has a pilot with the same mentality of your friend?   Now you have 2 VFR airplanes, practicing the same approach and neither of them are talking to ATC…that’s just asking for something to happen!

However, according to the AIM Chapter 3 Section 2, in uncontrolled airspace or class E (as I’m guessing your approach is in) there is no communications requirement for VFR aircraft.   I find nothing else published saying that you have to establish contact with ATC just because you are on a segment of an instrument approach.   Technically your friend is right but that doesn’t mean that would be the safest operating practice (I’d rather be safe and alive then dead and right).

As a pilot (and PIC) you have every right to stand up for yourself and establish your own operating procedures.  Let everyone you fly with know that your rule is to contact ATC on VFR practice approaches.  Don’t let yourself be lead down the path of least resistance!  A good pilot listens to his gut. If something doesn’t feel right, STOP!  Don’t continue.  Figure out what you don’t like about the situation and correct it.  If you don’t like practicing approaches without contacting ATC, then don’t do them!  There are plenty of times in my career where I’ve had to stand up for a situation I thought was unsafe, even if it was “legal” to continue.

Fly Safe.

Bill writes me asking:

How do I select a flight instructor? I’m 49, good health, been around aircraft my whole life and finally beginning to find the time to learn.

Great question Bill. Choosing the right flight instructor is the first step in a successful flight training experience.  Your flight instructor will influence your attitude and approach towards all your future flying.   It is important that you take some time and choose an instructor wisely.  I’ve had a few flight instructors since I started flying and most of them have been great and some…well, not so much.  Here are couple recommendations to avoid the later:

I would begin your search by visiting local area airports.  Most airports have a flight training program available and many airports have several flight schools to choose from.  You’ll notice that flight schools are typically located at an FBO (fixed based operator).  An FBO is the business at an airport that provides services such as fuel, maintenance, hangar rental and flight training.  I would recommend calling the schools ahead of time and asking some general questions to get a good feel for the school. Here are few questions to get you started:

• What type of flight school is offered?  Flight schools are broken down into 2 categories:  Part 61 or Part 141 (accelerated).  If you are in a hurry and plan on pursuing multiple certificates within a short time period you’ll want to focus your search for a flight instructor at a Part 141 accredited schools, otherwise an instructor at a Part 61 school would be just fine.
• How many instructors are there? The more instructors a school has  the better chance that you’ll be able to find an instructor that has availability and a similar schedule as you.  Many instructors (especially in today’s environment) have an additional job besides flight instructing, so you’ll have to make sure the schedules mesh.
• How many training airplanes do they have?  Again, if a flight school only has 1 airplane, there is a good change it will be flying all the time which makes it harder to schedule your lessons and also harder to schedule re-flights in case a flight gets canceled due to maintenance or weather.
• What flight training courses are offered?  If you find a good flight instructor or a school that retains good flight instructors, you might want to pursue additional ratings and certificates after obtaining your private pilot’s license.
• What about the costs?  You’ll want to make sure you ask about both the airplane and flight instructor rates.  Typically, a flight school will charge one rate for flight instruction and another rate for ground instruction.  Be sure to ask about both.

Once you have some preliminary questions answered, make a list of the schools or airports that meet your criteria and start planning some visits.   I would recommend visiting during the week (if you can) as you’ll have a better chance of meeting the chief instructor or catching an instructor between flights.  A good chief instructor will want to sit down with you and discuss their program and your schedule.   The instructor you meet with might be even be able to suggest another instructor that has a similar schedule as you. Extra tip!  When you are in the parking lot of the school try and get a recommendation from another student that might be going (or coming) from a flight.

After visiting several flight schools, narrow your list down to no more than 1 or 2 schools.  Call these schools and schedule an “introductory flight”.  This flight consists of a casual half hour flight in the local area.  Try and schedule this flight with the instructor who was recommended and that you are considering.   During your flight, try and get a sense of the instructor’s professionalism and teaching style.  Here are some more questions to consider:

• Was the instructor on time to the flight?
• How was the instructor dressed?
• Does the instructor seemed organized?
• And most of all, do you feel safe?  Is this someone you would let take your kids or spouse on a flight?

If you don’t feel comfortable with this instructor, don’t schedule any lessons until you’ve flown or talked with an instructor you do feel comfortable with.

An important note: Once you have chosen an instructor, you are allowed to change.  This isn’t a marriage and choosing a new instructor does not constitute a divorce.  It is best obviously to stay with one instructor through a course or program but if for some reason you and your instructor aren’t “clicking” then it is recommended to find a new one.  For some, this can be a bit awkward to do, but it is important to understand that at the end of the day, you are the paying customer and as a customer you deserve to be satisfied with the services you are receiving from the school or instructor.  I have been on both ends of this for as a student pilot, I had to request a new instructor and as an instructor, I have had to recommend that a student continue his program with an another instructor.

There are a couple of online resources to help you in your search:

• Flight School Reviewer.com This site is a source for current or ex students of particular programs to offer written reviews of flight schools they attended.  Not all flight schools have been reviewed (there are thousands) but there are several that have received reviews and it might be worth checking out.
• NAFI. NAFI is the National Association of Flight Instructors.   NAFI offers a “Find a Flight Instructor” feature on their site.  You can search for a “Master CFI” which is a nationally accredited designation for those flight instructors that have reached “the highest level of instructional activity, educational experience and professional service”.  Not all flight instructors are NAFI members, but many professional and career flight instructors are NAFI members.
• AOPA.   The Aircraft Owners and Pilot’s Association has several tools and tips for choosing a flight instructor or school.  They offer both “Find a flight school” and “Find a Flight Instructor” as well as the article “How to choose a flight school / instructor“.

Robert wrote me this morning asking:

I stopped flying over 20 years ago and would like to start again. What do I need to do to get reissued my license?

Hi Robert,

First off, congratulations on making the decision to start flying again. There have been some really neat advances in technology since 1989, especially in avionics. If you get the chance to fly a newer airplane, it’ll blow your socks off!

There are 4 different federal aviation regulations that pertain to your question:

1. § 61.19 Duration of pilot and instructor certificates
2. § 61.2 Exercise of Privilege
3. § 61.23   Medical certificates: Requirement and duration.
4. § 61.56 Flight Review
5. § 61.57 Recent Flight Experience : Pilot in command

I know it sounds like a lot of boring legalize to go through, but it’s really not that bad. Let’s take these one-by-one and then make a plan-of-action to get you back in the cockpit.

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