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Archive for August, 2008

We all know what a hold short line looks like right?

But do you recognize the markings in this picture?

These are the markings of an “enhanced taxiway centerline” part of the AC No: 150/5340-1J: Standards for Airport Markings. These particular photos were taken at my home airport and to be perfectly honest when someone asked me about them, I had no clue. A little research revealed the FAA Advisory Circular mentioned above and the new taxiway surface markings designed to help reduce runway incursions. These  markings are now (as of 6/6/08) required for all 14 CFR Part 139 certified airports which means all airports that accept commercial public service (such as public charter or airline).

These enhanced taxiway centerlines are to begin 150 feet prior to the runway holding position markings. They call them “enhanced” because they basically take an existing taxiway centerline and add parallel dashed yellow lines on both sides.

I guess the FAA is serious about runway incursions (as you should be too). With all the talk of runway incursions and user fees being discussed, I think the FAA should design a hold short / toll booth combo. This way you couldn’t get a clearance to cross a runway until you paid your toll. I think it is a brilliant idea, I wonder if I’ll get a cut…

Fly Safe

One of the questions I am often asked, especially when they learn that I fly a jet single-pilot, is, “What do you think about all these new VLJs?” This question is often followed by additional questions such as, “Do you think there will be a rash of VLJs accidents?” or “How are they going to train inexperienced pilots to fly a jet airplane?” I usually answer these questions as politely and aviation friendly as possible. “I think VLJs are a logical step for many pilots” and “The VLJ manufacturers are making sure pilots are trained and prepared” and “The insurance companies act as a natural filter”. Here’s the problem, I don’t necessarily believe all of that. As a pilot of a very fast single pilot airplane (a Beechcraft Premier), I know first hand the requirements, challenges and pressures that many new VLJ pilots are going to face. And to be honest, it does worry me thinking about many of the non-professional aviators who may operate these aircraft. Are jet aircraft inherently more dangerous just because they are faster? No. Flying a jet can actually be easier than many complex multi-engine airplanes. However, in order to fly a jet single-pilot you have to have a mindset about flying and safety that completely permeates the way you operate. I sat down recently and made a list of some of the things that I do that helps me fly a single-pilot Beechcraft Premier in and out of high density IFR environments. Click the read more link to see some of my recommendations.

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Woke up this morning and saw that I got a question concerning requirements for the instrument written test:

Can I take an IFR written test without any endorsement? I am thinking of flying to Florida for the IFR training on G1000 equipped aircraft but if possible they recommend already having passed the knowledge test.

Well, kind of.  You are required to have either a authorized instructor’s endorsement or a training record endorsement.  So you could take a home study course like the ones offered by King or Sporty’s or another school.  When you complete the home study course they will send you a training record certificate that you can present to a testing center like CATS to take on your test.  According to 14 CFR 61.65 paragraph (a) the person applying for an instrument rating must “receive and log ground training from an authorized instructor or accomplish a home study course of training” and “receive a logbook or training record endorsement certifying.  The only time you don’t need an endorsement for a instrument rating is if you are adding a instrument rating to your flight instructor certificate. 

A recommended link here.  I would recommend taking a look at the FAA testing matrix as well to know how many questions will be on the test and what the required passing grade will be.   The instrument rating is 60 questions with a passing grade of 70%.  FAA Testing Matrix.

Received a question tonight from a northern aviator:

In Canada we have the Designated Airspace Handbook. It’s the legal document that defines Canada’s airspace.  Does the FAA have something similar?

Hi Blake.  I took a look at the link you sent me for the Canadian Designated Airspace Handbook and to answer your question, the U.S. federal government does not produce a similar file.  However, if it is any comfort…it used to! The file and data used to be called the Digital Aeronautical Flight Information File or DAFIF.   DAFIF is managed by the NGA or National Geospatial Intelligence Agency.  The DAFIF data was publicly available until October of 2006 when it was pulled because of “national security” (actually it’s a much longer and boring story).  DAFIF data is still available but you have to have a really good reason for accessing it (like you work for the NGA) So for plain old folks like you and me nope, sorry Blake.

However…

Thanks to the internet and people willing to share this information you can still find some outdated DAFIF files out there if you are wanting them for mapping and such.  The Worldwide Soring Turnpoint Exchange has one of the best collection of links for outdated DAFIF data. If you are U.S. you can also request access to the National Flight Data Center and get access to the FAADS, but I think you might have to be a U.S. citizen (although don’t quote me on that).  One of my favorite tools for viewing the U.S. airspace in 3d is this kmz Google Earth file.  You can download Google Earth to view this file.  You can also download U.S. sectional kml file to get a complete picture like the screenshot I made for you below.   Wow, I’ve been typing for like a hour and I don’t even know if I answered your question or not….

Here’s a question that was recently sent to me:

It has happened to me twice recenely. I fly a Cessna 172R (1997). Under very normal weather conditions at low altitudes like 2,000 to 3,000 MSL, the RPM ramps up very high getting into the red zone and I have to pull the throttle back to almost half position to get it down to maybe 2,300 RPM.

First, my disclaimer: I am not an A&P mechanic.  However, I did stay at a Holiday Inn Express last night so…

No seriously, I’m not sure what is going on here.  This is a unusual problem to say the least.  I ran the problem by my friend who happens to be a IA with some 172 experience and he thinks that you may have a problem with a clogged fuel injector but he is merely guessing.  It might be that you are only operating on 3 cylinders and suddenly the fourth injector becomes unclogged and comes firing away.  If it has happened twice, you definitely need to take your airplane to a trusted A&P.  If it is a rented airplane than you should fill out the appropriate squawk form and report the malfunction.  I am very curious as to what the problem might be.  Be sure to drop me a note when you find out what is causing this.  Sorry I can’t be of more help here.

Fly Safe!