Happy New Year! I took a little time off with family and friends at the Outer Banks in North Carolina. We have visited for about 15 years now, always in the off season and usually around the holidays. It’s great fun but this year was colder than most. I did run to the Wright Brothers Memorial at Kitty Hawk; very cool thing to do (no pun). But now it’s time for another Rusty Pilot seminar! This one is at the Bay Bridge Airport (W29) in Maryland (right across the bridge from Annapolis). The 3-hour seminar starts at 9:00 and is being hosted by Chesapeake Sport pilot. This seminar is a great review for anyone flying as a §91 pilot and the agenda includes regulations required to fly and be current, maintenance and equipment required for flight, weather, and airspace. The seminar is free for AOPA members who can register here. Not a member? Join here!
I purchased a DJI Phantom 4 drone this summer with the intent to use it commercially. Out of the box the drone is easy to use but one thing has become frustrating; the near constant denials or restrictions on where I can fly. Recently I was on a vacation at the Outer Banks, NC staying near the Wright Brothers memorial. This entire area, including the beach and the house where I was staying was off limits to drones. Apparently not to airplanes buzzing down the beach, but off limits to drones. The DJI app on my phantom controller (viewed through my iPhone) pops up a message that states “you cannot take off” and that’s basically it; I’m toast – no flying here. My son and his fiancé were going down to Jockey’s Ridge to take a hang gliding lesson. Hang gliding at Jockey’s Ridge is a popular attraction at the Outer Bank due to the history of the first powered flight. Jockey’s Ridge is a state park and it is not on the DJI restricted flight areas site. However, when I turned on the drone I got a message that I had to acknowledge that stated I was flying in an “enhanced warning zone”. This zone apparently runs from Virginia Beach down south of where I was at Jockey’s Ridge. That’s a diameter of over 60NM! That is as big as the Washington D.C SFRA! But I could unlock this code and fly the drone although there was some type of error with the DJI app that required a frustrating amount of work around. That’s another story that involved some bad language. All of this drama with the drone restricted flight areas made me think about the current efforts to privatize the Air Traffic Control system for airplanes which goes hand in hand with the discussion of user fees. I believe that if you want to see the future of the National Airspace System and user fees then take a look at the DJI Fly Safe map. If you cannot fly drones in these areas then why should airplanes fly in these areas? And if they do, why shouldn’t they pay. You think this is crazy but I’m betting somewhere someone with the power (and need) to create fees, taxes, whatever is thinking exactly this thought. Just putting my 2 cents out there…..
I occasionally present AOPA Rusty Pilot seminars at various locations around the country. I had a great group of 32 at the Green Castle Airport (IA24), IA on 16 December 2017. Don Nelson is the 90 year old patriarch of the airfield and the Green Castle Aero Club. Don and his wife built the small airport on their property and then started the Aero Club in 1993. The goal was (and is) to keep flying safe, fun, and affordable. Don is 90 years old, spry and sharp witted. It was great to have spent a little time with this group of grass roots pilots and aviation enthusiasts. If you would like to brush up on your knowledge of regulations, weather, the new “Basic Med”
program and other subjects you should consider attending a Rusty Pilot seminar. These are free to AOPA members (which I highly recommend) and not just for “Rusty Pilots” but for any general aviation pilot and also could be useful for those folks flying drones these days. If you happen to live near the New Garden Airport (south of Cedar Rapids, IA) you might want to check out the Aero Club. The Green Castle has a C150, C-172, Piper Arrow, an Ercoupe, and an Aeronca Chief.
Highly recommend a podcast by Max Trscott for those getting ready for a check ride. The podcast is Aviation New Talk and was dated 1 November 2017 titled Private Pilot Checkride Prep. Good gouge from DPE Jason Blair.
I have two Rusty Pilot presentations coming up. One at Plant City Airport (KPCM) at 1:00pm on 19 August 2017 and the other at Dekalb-Peachtree Airport (KPDK) at 9:00am on 16 September 2017. The links above may not work unless you are logged into AOPA however you can search the AOPA.org web site and for Rusty Pilot presentations and find out more information. I hope you can attend!
Quick update. I’ve created a YouTube channel. My intent is to primarily post tailwheel flying videos that will be helpful to folks that wish to learn how to fly a tailwheel airplane. I most certainly will post other aviation related videos that I produce. I hope to have one before too long on landing at WV77. Please subscribe to my channel (note the link) and stand by for videos!
I’ve been in the market for a tail dragger to add to On Course Aviation for a while. The goal is to offer tail wheel training required for a licensed pilot to receive the tail wheel endorsement and also to offer sight seeing rides at WV77. While I love a tandem such as a J3 Cub, I like to instruct in a side by side airplane. I think I do a better job instructing when I can see what the student is doing and the student can see what I’m doing! At first I was thinking of something like a Luscombe, Aeronca Chief, or a Cessna 140 but I came around the C-170 because it offers a little more horsepower and space. Plus I’m a Cessna guy. I didn’t really want the 180 hp Lycoming conversion. The extra horsepower would be nice but it is also more gallons per hour and more weight. Plus I first soloed in a 1950 C-150 with a Continental engine and I think they just sound better than a Lycoming and I think the little six cylinder on the C-170 is cool. There were several C-170 authorized modifications (Supplemental Type Certificates) that I did want. One was Cessna 180 landing gear, which is a little more stout and raises the nose somewhat, and a Scott tail wheel. The Scott tail wheel is better than the original. So N2266D is the now a member of On Course Aviation!
I’m presenting an AOPA Rusty Pilot Seminar at Weyers Cave, Virginia (KSHD) on 4 March 2017 starting at 9:00am. I have another in Buffalo, NY on 18 March also at 9am. These seminars have been a lot of fun and folks really seem to enjoy the presentation and the chance to gather with a bunch of “Rusty Pilots” who would like to get back into flying. To register or find a location follow this link or go to AOPA > You can fly (located at the top of the web page) > Rusty Pilots. The presentation provides a review of regulations and procedures and I’d like to think it would be a good review for anyone. I also provide all the attendees with an endorsement for the ground portion of a §61.56 flight review. So come on out! And if you can’t make one of mine there are others at locations all around the country. And did I mention that the seminar is free to AOPA members?
The Monadnock Aviation seminar at Keene, NH seemed to go very well. A total of 34 Rusty Pilots showed up and I hope they will now come back into the flying arena. Special thanks to Beth for hosting the Monadnock event. I have two seminars coming up. The first is hosted by Airborn Flight Services at Farmingdale, NY on 18 February and he second is at Weyers Cave, VA (Shenandoah Valley Regional Airport) on 4 March. Please come out and join your fellow pilots.
I recently became a presenter for the Airplane Owners and Pilots Association (AOPA) Rusty Pilot Seminars. These seminars provide training that meets the requirements for the ground portion of a §61.56 flight review and are intended to get pilots that have been out of flying for a while back into flying. Many factors cause pilots to lapse in their flying; time, family requirements, and money are just a few. Some have been away from flying for a few years while others many have been away for many. I’m a member of a rather large flying club in Virginia. In the last few years we have had several folks join the club who have been out of flying for quite a while. One received his Private Rating in 1980 but family requirements soon caused flying to fall off the priority list. I provided instruction to get him back into flying – many things had changed (GPS, Airspace, headsets!) but many things are the same (they are still airplanes after all). He is now actively flying and having a blast. These “Rusty Pilots” spoke of how they needed a “nudge” to get back into flying. Where to start? Who to talk to? This is goal of AOPA’s Rusty Pilot program, to help get folks back into flying. So, if you happen be a Rusty Pilot (or know of one) go to the AOPA web site to look for a presentation in your area. My first presentation will be at Monadnock Aviation in Keene, NH (EEN) on the 21st of January, 2017. Hope to see you there!
It is authorized, legal, and just fine to use ForeFight for a pilot evaluation but you must know how to find the information you need for the flight. An area that causes difficultly on Instrument check rides is finding non-standard Alternate minimums (also non-standard Take Off minimums). These are noted on an approach plate with a “negative” T or A in the remarks section. Note the “T” an “A” just below the WAAS section for the RNAV approach in Suffolk.
To find this information (in this case non-standard Alternate Minimums) first go to the airports section and click on the tab for Procedures.
Next go to the Arrival section and select Alternate minimums.
This will take you to the non-standard Alternate minimums that would be in the front section of the hard copy Terminal Procedures (Approach Plate) publication. These are all available online but I find that pilots are very familiar with getting the airport approach but are at a loss to find the non-standard alternate minimums. BTW, non-standard take off minimums are in the departure section of the Procedures tab. While this is a very simple task it is easily overlooked.
SIGMETS and AIRMETS seem to be misunderstood by many applicants. Private, Instrument, and Commercial applicants should expect to be asked about both and with a little review these are pretty easy. SIGMETS consist of Convective SIGMETS and “the others”. AIRMETS consist of three types, Tango, Sierra, and Zulu. A great summary is on the Aviation Weather Center (AWC) web site.
What color is 100LL and why do we use it? 100LL contains tetraethyl lead while you use unleaded fuel in your car. Why? Lead prevents detonation and an applicant for a pilots certificate (license) should have some knowledge of what detonation is and why we are concerned about it. 100LL is blue and Jet Fuel (commonly Jet A) is the color of straw. I’m surprised that many folks think the “Jet Fuel” is some super high octane fuel. Jet fuel is basically kerosene and can be used in diesel engines. If you put jet fuel in your piston engine airplane the engine will not run for long and this contamination has caused many serious accidents. So your fuel is blue to help you determine if it has been contaminated, especially by jet fuel. And the subject of fuel leads to engines. You are not required to know how to build a piston engine for a private pilot check ride but you should have an idea of how it works, what makes it run, and what makes it not run.
Most applicants are familiar with the items listed in §91.205 (remember “TOMATOFLAMES” anybody?). As pilots we are taught early on that the equipment listed in §91.205 must be operational. But what happens if something not listed in §91.205 is inoperative? A dated but still valid guiding document for this dilemma is AC 91.67. This AC discusses the use of a Minimum Equipment List (MEL). A MEL solves this problem by providing guidance as to what must be done (or what you can do) if some component not listed in §91.205 is inoperative. But what to do if your airplane doesn’t have a MEL? Check out chapter 2 of AC 91.67. Chapter 2 provides a step by step guideline for what the pilot must do to ensure the airplane is both safe and legal to fly. The first step is to check the equipment list or “kinds of equipment” list. Here are some examples of a “kinds of equipment” list:
The example above is from a C172M POH and is not very specific. Note that there is no addtional “equipment list” for this model.
This is from a C172N POH and not much better, also no equipment list. And below we have a newer model, a C172S. The C172 lists “kinds of operation” and then goes further with a equipment list. This helps because the equipment list will state whether or not you can fly with a component inoperative. Remember, an equipment list IS NOT an MEL. They sound similar but in this usage they are two completely different animals.
Next, go to step 2 and check the type certificate requirements. Search for “type certificate data sheet” (TCDS) for your aircraft. Again you may find that not much information is provided for the older airplanes such as the C172M and C172N. The newer aircraft may have more information. The next step is to search for Airworthiness Directives (AD) that might have required the installation of the component that is inoperative. Finally, if you haven’t found the item in one of the previous steps then go back to §91.205 to see what applies for your flight. Night time flight? Then you need the equipment listed in §91.205 (b) and (c). The AC also says to check other pertinent regulations such as §91.207, §91.215. If after going through the regulations you find that your inopertive component is not listed then you may be able to deactivate/remove it, placard it, and continue to fly. I say “may” because you might need an A&P to do the work. As the pilot in command (and a pilot applying for a rating) you should be familiar with the procedures for determining the airworthiness of your airplane both with, and without, a minimum equipment list.
The change from Practical Test Standards (PTS) to the Airmen Certification Standards (ACS) is happening this June. The first ratings to change over to the new ACS are the Private – Airplane and Instrument – Airplane. Guidance is posted on the FAA.gov web site and I’m not going to go into the codes or format but I do want to bring up a few points. The ACS does not change the standards for the evaluation but each Area of Operation task now has three specific sections; Knowledge, Risk Management, and Skills. The PTS has always had a “skills” section but the knowledge and Risk Management area were perhaps somewhat vague to many applicants and CFIs. Knowledge pertains to the knowledge requirements of §61 for your respective rating (e.g. §61.105 for the Private Pilot) and these areas are examined both on the knowledge test (“written test”) and on the oral portion of the practical test (your “check ride”). The future “written” tests will link a code specifically to a subtask on the knowledge section making it much clearer as to which areas were missed on the written (and making it easier for the examiner to recheck these areas!).
The ACS has brought new and needed attention to Risk Management. The risk management section of the ACS contains much information that was in the “special emphasis” section of the PTS. The special emphasis area on page 7 of the Private Pilot PTS (FAA-S-8081-14B) was sometimes overlooked by both CFIs and students. Also overlooked was the Single Pilot Resource Management (SRM) section of the old PTS especially as it pertains to Aeronautical Decision Making (ADM). ADM includes tools such as the PAVE model, the 3Ps – Perceive, Process, Perform, and DECIDE. I’M SAFE is another risk management tool. Now risk management is right out front and center on each task in the ACS. The FAA has many great handbooks that are available free on the faa.gov web site. These handbooks serve as the references for just about everything contained in the ACS (or old PTS for that matter). One handbook that may have been overlooked in your training is the Risk Management Handbook (FAA-H-8083-2 with change 1). This handbook is a primary resource for the new ACS risk management section.