IFR and lower ceilings with reduced visibility will be common through much of the period across central and southern AR terminals. Northern AR terminals are more likely to remain VFR…

National Weather Service Area Forecast

On December 3, 2021, two pilots—call them Jack and Ken—left Clarksville, Arkansas, in a Piper Cherokee 235. They flew south to Louisiana, where Jack, who operated an airframe repair shop in Clarksville, picked up a Cessna 182 that had suffered some sheet metal damage in a hurricane. They then flew the two airplanes to Minden, Louisiana, where they stopped for food and fuel before continuing to Clarksville, 175 miles to the north.

Ken, the Cherokee pilot, had checked the weather and considered it “very sketchy.” Neither pilot had an instrument rating. But Jack said they would climb to 1,500 feet to stay below the clouds, and they could land at Magnolia, 40 miles north of Minden, if the clouds turned out to be too low.

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It was already dark when they took off. Jack was leading in the 182, and they were communicating on 123.45. The clouds were broken or scattered and the ground was visible, but the forward visibility was poor. Ken could see the icon of the 182 ahead of him on his ForeFlight traffic display. By the time they reached Magnolia, Ken thought they were in IMC, but Jack was confident that the weather would clear ahead and decided to continue.

They were at 1,600 feet msl—about 1,350 agl—and cruising at 140 knots, heading more or less due north. All Ken could see ahead of him now was the 182’s rotating beacon. He knew that he was in over his head and said so to his friend; but Jack, who seemed more concerned about Ken than about the weather, continuously coached him to keep his wings level. After some time, Ken tore his eyes from the attitude indicator to glance at his ForeFlight screen. He saw, to his surprise, that the 182 had turned toward the southeast and was backtracking toward him. He asked Jack what he was doing but got no response. Moments later, the 182 vanished from the screen.

Half a minute passed, and then ForeFlight issued a low-altitude alert. Alarmed, Ken pushed the throttle forward, hauled back on the yoke and climbed to 3,500 feet. Still in IMC, he turned eastward toward Hot Springs, but on learning that the weather there was 300 overcast he turned back northward toward Clarksville.

It turned out that Jack had been right about the weather farther north. The clouds cleared, and Ken was able to land at Danville, 25 miles south of Clarksville. Once on the ground, he tried again and again to call Jack’s cell phone, but there was no answer. He was sure there had been an accident. Perhaps, he thought, Jack had become so preoccupied with trying to keep him, Ken, safe that he had lost track of his own heading and altitude.

ADS-B data showed the 182 cruising northward at 1,600 feet until a mile and a half south of Trap Mountain, where it began a gradual descent and then a shallow right turn. Searchers found the wreckage of the 182 on the north slope of the mountain at an elevation of 1,070 feet. Trap Mountain is a narrow, steep wedge rising 500 feet above the surrounding terrain. Its charted height is 1,095 feet; the 182’s initial point of impact was the top of a 30-foot tree, just below the ridge.

The original plan had been to fly at 1,500 feet, as this would keep them in uncontrolled airspace, below the floors of airways and a couple of military operations areas, but clear of all terrain between Minden and Clarksville. (The terrain was a few hundred feet higher north of Trap Mountain than south of it, but since Jack expected the weather to improve to the north, he probably thought they would be able to climb a little higher there if they needed to.) We can’t know why the 182 strayed from its intended path, but the NTSB blamed “the non-instrument-rated pilot’s improper decision to continue visual flight rules flight into instrument meteorological conditions, which resulted in spatial disorientation and a subsequent impact with terrain.” Spatially disoriented pilots, however, typically make rapid, random changes of heading and altitude. The gradual descent and turn are more suggestive of distraction or instrument failure than spatial disorientation.

What is noteworthy about this accident is that we have a narrative of the events leading up to it—not, admittedly, from the point of view of the accident pilot himself, but at least from that of a bystander. Conditions in the air can look different to different pilots, however, especially to ones with varying amounts and kinds of experience. Jack had 2,500 hours and came from a family that had long been immersed in aviation. In his work he probably flew many types of airplanes, and in a variety of weather conditions. (Considering his relatively high time and the fact that he was an aviation professional, his lack of an instrument rating is puzzling, but, as I have learned in 60 years of flying, not everyone follows the beaten path.) 

I suspect—this is just a guess—that Ken was the less experienced pilot of the two; at least, he seems to have been less at ease than Jack was in, as he repeatedly put it, “sketchy” conditions. It may be significant that while Ken’s narrative repeatedly uses the phrase “in IMC,” it does not use the words “in clouds”; to Jack, that distinction may have made all the difference.

The condition of forward visibility, or lack of it, that Ken perceived as IMC could have appeared to Jack as night VFR minimums. In the dark, how are you to know whether a cloud is 2,000 feet away or whether the dim light you discern through the haze ahead is one or three miles away? The weather outlook was ambiguous, as it often has to be. Reduced visibility and ceilings—as opposed to straight-up IMC—would be common in the area, but not general. Better weather to the north was likely, but not certain. To a pilot used to scud running, words like “common” and “likely” are open doors. One of the oddities of the FARs is that they classify as VFR certain nighttime conditions that absolutely require reliance on the gauges. It’s possible that the same conditions that were IMC to Ken looked like unpleasant-but-legal VMC to Jack.

One could question the wisdom of Jack’s pressuring Ken to make a flight with which he clearly felt uneasy. Ironically—or perhaps not—it was the confident Jack who came a cropper and the hesitant Ken who got home safely.

This article is based on the National Transportation Safety Board’s report of the accident and is intended to bring the issues raised to our readers’ attention. It is not intended to judge or to reach any definitive conclusions about the ability or capacity of any person, living or dead, or any aircraft or accessory.

This article was originally published in the March 2023 Issue 935 of  FLYING.

The post The Road Not Taken appeared first on FLYING Magazine.

As a newly minted U.S. Army aviator and UH-60 Black Hawk pilot, being based in the Republic of Korea in 1988 was an ideal first assignment. The cost of living was low, the people were friendly, and the food was great. And then there was the flying. There were few rules in Korea, and as young lieutenants and warrant officers we took advantage and “aired out” our UH-60s often. 

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The rules were simple. Don’t fly into the prohibited area of the capital, Seoul, aptly named P-73. Don’t fly into the Korean president’s TFR. As with the U.S., these were likely to pop up unannounced, or sometimes even move. And don’t ever, ever, stray north of the DMZ (Demilitarized Zone), into the People’s Republic of Korea, also known as North Korea. The North Korean military was known to try and lure aircraft across the DMZ through MIJI, or meaconing, intrusion, jamming, and interference. They’d set up false NDBs to mimic stations in South Korea. In the winter, when fresh snow covered panels indicating the DMZ, they would set up false panels in North Korea, or use other means to lure crews across the border, then shoot them down. Part of our Korea check out was testing on our ability to navigate the DMZ.

One day I found myself on the mission board with another lieutenant and longtime friend, John. We had gone through the lieutenant basic course together and he was one class ahead of me in flight school. We were told to put some hours on an airframe, so we decided to make a day of it.

We would fly up to the northeast corner of South Korea by Sokcho and follow the DMZ to the west. We would hop into Camp Page in Cheongju for some gas and lunch, continue westbound to just north of Incheon, then follow the west coast of Korea down to our base, Camp Humphreys, near Pyeongtaek. A storm had recently come through and dumped some snow, so it promised to be a nice day for flying. Joining us was our crew chief, Sergeant Morey. 

The western side of Korea is dominated by the Taebaek Mountain range, so the first half of our flight would follow valleys and ridgelines. It would be much like navigating in the Rockies. Our UH-60 was well equipped with two HSIs. There were rumors about some newfangled navigation system that was slowly coming online and would use satellites, but that was in the future. We did have a Doppler inertial navigation system, but it was so unreliable we would joke that if we taped 25 cents to it and threw it out the window, we could at least say we lost a quarter. So, we relied on our map, clock, and HSI. I would navigate the first half while John flew, then we would change out after lunch.

The flight progressed well. We hit the east coast of Korea, followed it up to the DMZ, then made a left turn to the west. I was right on the map, and our times were working out. At some point things started to seem a little off to me. A bridge was not where I thought it should be… a valley was not there… At some point I told John to keep flying up a valley to the west. He looked over at me and said, “You mean to the north?” I said no, to the west, and pointed to my HSI that was showing 270 degrees, or a west heading. He responded, “No, my HSI and the magnetic compass show us flying north, and we’ve been flying north for some time.”

I looked at the standby compass; it showed north. I looked at my HSI and it showed west. At some point my HSI had failed and drifted off by 90 degrees, but I did not get a “fail” flag. John then asked the question that was on all our minds. “Sam, are we in North Korea??” I looked at him and responded, “That’s one possibility.”

John immediately turned south, dove down as low as he could, and pulled the collective to get every knot of speed he could milk from our trusty stallion. He would throw in occasional jinks to the left and right in case a young North Korean conscript got a lucky shot off at us. I continued to try and locate us on the map, but everything was running together. Eventually we spotted a South Korean flag at a remote mountain airstrip. This was nothing more than a small dispersal strip with a control tower to be used if war broke out. At this point we knew we were in South Korea. The airstrip had no identifier, and I did not see it on a map. We were getting low on fuel but decided to continue a bit to see if we could nail down our location and proceed to Camp Page. But we agreed that if we got to a certain fuel state we would return to this airstrip for gas.

We continued for about 15 minutes, but our luck didn’t change. John, as pilot in command, made the decision to return to the South Korean airstrip and get gas. I made some calls on guard but got no response. As we made our final approach the control tower flashed red lights at us warning us off. Unfortunately by this point, other lights were flashing at us. Our low fuel lights. 

We landed and were immediately surrounded by Jeeps mounted with .50 caliber machine guns and mean looking Republic of Korea (ROK) soldiers. Their tedium of being assigned to guard a remote airstrip was broken. They had purpose and life. We were escorted to the parking ramp, then given the signal to shut down.

I told Sergeant Morey to tell the guards we were Americans; we just needed some gas. He got out with his hands raised and was only able to get out “We’re Americans…” before being thrown to the ground and having a rifle put to his helmet. We eventually convinced the ROK soldiers we were not North Korean infiltrators, got some gas, and continued our merry way back home, deciding it was best to cut things short. Well, merry except for Sergeant Morey who, for some reason, was silent and sulking the entire way home. We wrote up the errant HSI and it was checked out by maintenance. The response was the one every pilot dreads. “Checked. Could not duplicate.” We then encountered the nonstop comments about lieutenants and maps. Until… a few days later our XO (executive officer) and the maintenance officer were flying the same aircraft, and it happened again. They, however, became hopelessly lost and had to land in a frozen rice patty, hike to a phone, and call for a fuel truck. I guess it goes to show you. Sometimes God smiles on fools and lieutenants.

This article was originally published in the March 2023, Issue 935 of  FLYING.

The post Astray Into the Zone appeared first on FLYING Magazine.

From Our Partners at Wingman Med

The Road Map to Quick Certification

We have previously discussed how to fill out your MedXPress to reduce the number of questions your AME may want to ask. No matter how well you do that, there are many times when you will still need a note from your doctor about your medical condition(s). Because the FAA doesn’t see you in person nor have access to your entire medical history, those notes are critical. Providing a Current Detailed Clinical Progress Note that meets the agency’s rigorous quality and content standards is vital to your speedy medical certification.

You have done your due diligence. You have prepared for your FAA medical exam like the test that it is. You know what you need to get through your medical exam in an expeditious manner. You know what your doctor(s) write will play a critical role in that process. Now for the hard part. How do you get a busy doctor who is set in their practice pattern to write a note to the FAA’s standard instead of their own? If what you are asking is correct, and your doctor just won’t write it to the standard the FAA is looking for, what do you do? Similarly, what if your doctor already wrote a note and you need it updated to meet the FAA requirements, but they won’t do it? Why would this even happen?

Why Won’t Some Doctors Won’t Write the Note You Need?

Most importantly, you need to set realistic expectations. Don’t ask your doctor to write something that is factually incorrect. You can’t very well ask them to say you have passed your exercise stress test if you haven’t and your labs are in normal ranges if they aren’t.

You should also recognize you are asking a busy professional to do something they are not familiar with and may not view as being relevant or necessary. Not every patient encounter note needs the level of detail the FAA expects. Writing ones that do normally require much more time than documenting only to a standard to facilitate follow-up care, justify billing, and satisfy liability concerns. 

Are you asking them to revise a note they have already completed from a visit days or weeks ago? Some medical record systems make it hard to change notes that have already been signed. At a minimum, nobody likes being asked to repeat work they have already done once. Your doctor is no different.

If you have provided your physician with your request in advance, they may also not like you “telling them what to do.” How you approach the request and how you phrase things can be important. No physician likes it when a patient comes in with a self-diagnosis and starts demanding specific treatment protocols before they even have a chance to ask what is going on. Using good communication skills and tact can go a long way toward getting what you want. 

We briefly discussed this concern in our article about Direct Primary Care Physicians. It pretty much boils down to motivation. Most doctors are paid by insurance. Insurance has their own criteria for what is required to pay a doctor within their billing system. If your doctor has already written a note, especially one that meets the insurance payment criteria, why would they do it differently or a second time? In either scenario you are asking the doctor to do more work for no more compensation. For a busy doctor, this can be difficult to overcome.

What To Do When Your Doctor Won’t Write the Note You Need for the FAA

Sometimes pilots may hit a brick wall with their physician. That doesn’t mean it is over, but it might mean it is over between you and that particular doctor. When it comes to primary care physicians, which can cover the vast majority of issues you may be dealing with, this is where we think making the switch to a Direct Primary Care (DPC) physician may be beneficial. They work directly for you and are not beholden to the insurance companies for reimbursement.

Direct Primary Care’s goal is to bring that doctor- patient relationship back to the doctor and the patient. That is exactly what you need. You want a doctor who has time to listen to you and understand what your needs are. After all, your needs may be slightly different than the average patient. Direct Primary Care physicians tend to have a significantly smaller patient panel than insurance- paid physicians. This gives them a lot of time and flexibility in comparison. If you think this will be a good option for you, then use the Direct Primary Care Coalition’s website to find one near you.

If you aren’t ready to make a change to Direct Primary Care and you just need a one- time evaluation, or your situation requires a specialist, then you still have options. Independent Medical Examiners (IMEs) are physicians of varying specialties who conduct, well, independent medical exams. They specialize in reviewing records and writing complete notes along with giving their medical opinion based on the combination of the records and their own exam. That can be useful to a pilot facing a challenging FAA medical certification.

There is a downside though. Sometimes the FAA requires things that are not covered by insurance. While the agency wants certain tests and/or specialist evaluations, they may not be medically indicated from a treatment perspective. That generally means insurance won’t pay for them. Another thing that insurance won’t pay for is an independent medical exam. Rates will vary by specialty, location, and how long the review and exam will take. But if you need a specialist evaluation and you can’t get it done properly within your insurance system, then an IME may be your best option. If you want to find an IME, you can check SEAK’s National Directory of Independent Medical Examiners and the Independent Medical Examiners Directory.

If You Commit to the Process, You’ll Likely Succeed

Most of the time when a pilot’s medical certificate is denied, it is because the FAA never received the information requested. If you are safe to fly, then it is a matter of having the right documentation. Don’t let one physician unwilling to help be what stops you from getting back in the air. And Wingman Med can help.

The post Getting the Right Doctor’s Note for the FAA appeared first on FLYING Magazine.

Somewhere a little south of the halfway point between St. Louis and Indianapolis is Olney, Illinois. You might be asking, what makes this a relevant point for flying? Honestly, it has nothing to do with the town. Instead, it’s all about the airport’s instrument approach options and how you would know about them as an IFR pilot.

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You can fly at least one approach at this airport without the use of GPS, or even DME. And you don’t have to be psychic or sift through every airport and all the approaches they have to know this. You can tell by the note on the IFR enroute low altitude chart denoting “MON,” or minimum operational network, over the airport information box.

Transition to MON VORS

The FAA is decommissioning a significant number of VORs as we transition our national airspace system to rely upon performance-based navigation and area navigation systems. Most of us are familiar with these systems in the form of GPS.

There remains a potential for a GPS outage, signal blocking, or a failure of GPS systems onboard an aircraft. In each of these cases, a pilot should have a backup plan that doesn’t rely on GPS to get safely to the ground.

One of these options lies in the designation of MON-serviced airports. These airports are called out as a part of the FAA’s decommissioning of 30 percent of the VOR network by 2025.

What ‘MON’ Means on a Chart

MON airports are a relatively recent addition to IFR charts, indicating the airport offers an approach a pilot could complete without assistance from ATC, GPS, or DME systems. MON designations on low altitude enroute charts are the FAA’s method of indicating to a pilot that the airport has at least one approach not requiring GPS or DME systems.

These airports will ensure that a pilot will always be within 100 nm of an airport with an instrument approach not dependent on GPS or DME. The VOR MON is designed to be a reversionary service maintained by the FAA for use by aircraft unable to navigate using RNAV-based services during GPS outages. This is not to say all approaches at such an airport will be possible without using GPS or DME, but at least one approach will be available. The FAA’s goal is to ensure airports throughout the national airspace system are available in the event of a GPS outage.

MON Approach Options

The approach(es) not requiring GPS or DME might include straight-in and/or circling approach options. There is no guarantee that an available approach will be a precision one, however.

These airports may include an ILS approach to provide a glideslope option for lower approach minimums, or one without a glideslope, such as LOC-only or VOR-only approaches. In each of these cases, a pilot can get down to the lowest possible height above the ground in an emergency when one of these approaches becomes critically needed. With these options, the pilot will likely start the approach with a transition from the enroute environment to an approach utilizing a VOR as a transition point.

Longer Distances

A key part of making this transition possible has been the expansion of the ranges of use for remaining VOR stations. As the FAA has decommissioned some VORs, it has enhanced the service volumes of those that comprise the MON network.

The FAA included the new service volumes for VORs in the 2022 issue of the Aeronautical Information Manual. Most notable is that a pilot flying above 5,000 feet agl can expect the VOR service volume to be reliable for 70 nm from the station, an expansion from the previous 40 nm—which is still applicable when flying below 5,000 feet agl. This enhanced volume allows a pilot to transition to a VOR and onto an approach at greater distances than in the past.

About Alternatives

When we plan for alternate airports as IFR pilots, we most commonly think about weather requirement considerations. It might also be a good idea to research what navigation services an alternate airport might have.

Using a MON airport as an alternate allows a pilot to use a different navigation system if a transition to an alternate becomes necessary after a missed approach. Making MON part of your alternate selection process could become part of your best practices when filing IFR flight plans. Giving yourself all possible options isn’t a bad thing. While a MON airport might be slightly further away than another potential alternate, it does guarantee more navigation options.

A word of caution: It is always a good idea to make sure no NOTAMs are in effect that might affect your smooth transition to an alternate airport. Just because an airport is printed on the chart doesn’t mean it is always an option.

Non-WAAS GPS Aircraft

Some aircraft may be required to use airports that meet MON status. It may depend on the navigation systems and limitations of that particular aircraft.

For aircraft with GPS but not WAAS-capable systems, the benefit of filing alternate airports with approaches that do not require the use of GPS is still applicable. While many aircraft are equipped withWAAS-capable GPS navigators, some have not been upgraded. 

In these cases, a pilot seeking to file an alternate airport that doesn’t require GPS might find that MON airports are suitable—and handy—options.

Not Always the Biggest—or Busiest

I have noticed that airports designated as MON are not always the biggest or busiest. I suspect this is by design. If we experienced a period when a large number of aircraft needed to transition to a backup plan, we might not want them all going to airports with large traffic volumes. Also, the MON airports won’t always have runways long enough for larger aircraft.

Making the transition to considering MON airports and what that means for an IFR pilot may seem confusing at the outset, but through clear identification on enroute charts, pilots can quickly make planning decisions about alternates. Potentially more critically, a pilot can identify the best option to get on the ground during an in-flight loss of GPS service. Learning a little about MON airports might give you the information to safely manage a change of available navigation system service in flight. The LOC Runway 11 at Olney-Noble Airport (KOLY) in Illinois, with an approach you can fly without GPS or DME systems, might not be a location you planned to visit—but it might be where you end up if things didn’t go as planned at your original destination.

This approach can be established and flown without the help of ATC. An example of an approach critical to the MON system, it allows a pilot to get down safely in the event of a GPS outage. This approach is a critical part of the infrastructure of backup options and an example of many around the country in place to give pilots an option if they cannot complete an approach that requires DME or GPS services.

Establishing onto the Approach

A “full approach” is something most pilots don’t have to do often, instead taking advantage of air traffic control vectoring services to establish onto the final approach path of most procedures. But if ATC is unavailable or unable to offer those services, a pilot might need to get themself established. On the LOC Runway 11 approach at KOLY, this could be done by flying to either the Bible Grove (BIB) or Centralia (ENL) VORs that serve as initial approach fixes (IAFs). From either of these points, a pilot could travel in boundon feeder routes to intercept the localizer course of 110 degrees using the 110.5 localizer frequency.

LOC Only

This approach offers localizer (LOC) only services, therefore it does not include glide slope options. The approach is technically non-precision, but certainly more accurate laterally than just a VOR approach, and it guides a pilot along the 110-degree inbound course to the airport.

DME Available, but Not Required

While it is helpful if an aircraft is equipped with either an IFR-capable GPS or DME, it is not required for this particular approach. A pilot might choose to identify the ALAKE or LYMON waypoints using DME, but the final approach fix at LYMON could also be identified using a cross radial on the localizer with the BIB VOR on the 134-degree radial. This could identify the LYMON FAF from which the pilot could continue the descent to either the appropriate straight-in localizer minimums, or the circling minimums suited for their approach speed if they were circling to another runway for landing.

Timing Might Become Critical

Using a timer on this approach might be required and is a commonly overlooked item for many pilots when transitioning beyond the FAF. In the absence of DME or a GPS to help identify when to go missed, a pilot on this approach needs to rely on timing. 

A pilot starting a timer at the LYMON FAF needs to estimate their ground speed and use the table on the chart to determine when they would reach the missed approach point. A pilot flying the approach at 120 knots would fly for two minutes and 18 seconds while descending to their minimum descent altitude, and go missed if they had not seen the runway environment. This skill can easily get rusty for pilots who rely on GPS to tell them when to go missed. Practice the move in case you need it on an approach such as this.

Missed Via Radials

Even if the pilot goes missed, the DME (or substituted GPS) would not be required for flying the climbing right turn to 2,400 feet on a 290-degree heading, intercepting the BIB VOR R-172, and then holding at the ALAKE intersection where the BIB VOR and LOC have a holding pattern depicted. This might require a pilot to shake some rust off their cross-radial skills, but the process remains valid and potentially critical for use if GPS systems become unavailable.

A more traditional approach like those many old school pilots (a label I am identifying with more and more as years go by) flew as the standard still has strong validity in our current system. Keep your skills sharp for approaches such as this in case you ever need to use them.

This article was originally published in the February 2023 Issue 934 of FLYING.

The post Flying the MON appeared first on FLYING Magazine.

Question: I have heard that the regulation regarding the accuracy of fuel gauges in airplanes states they are only required to read accurately when the fuel tank is empty. This doesn’t make much sense to me, and I couldn’t find it in the FARs. Is it true?

Answer: You won’t find a reference in the federal aviation regulations (FARs) that says fuel gauges are only required to read accurately when the tank is empty. That statement “only when empty” is a myth that has been handed down through the decades. 

• READ MORE: Can You Ask to Review Logbooks for Rental Aircraft?

What you will find in Part 23 (which covers the certification of aircraft) under FAR 23.1337(b) powerplant instrument installation is “Fuel quantity indication. There must be a means to indicate to the flight crew members the quantity of usable fuel in each tank during flight.” The reg continues: “Each fuel quantity indicator must be calibrated to read zero during level flight when the quantity of fuel remaining in the tank is equal to the unusable fuel supply.”

Unusable fuel is what’s left in the bottom of the tank or the fuel lines that can’t reach the engine for operation. It is like the mustard in the bottom of a jar that you can’t get to. This unusable fuel is not going to help you keep the engine running anymore than the mustard you cannot reach can go on the sandwich.

One could surmise that if the tank has run down to “unusable fuel,” the pilot will figure it out when the engine sputters then quits due to fuel exhaustion. So perhaps that is where the fuel gauge myth began.

• READ MORE: READ MORE: Do I Need Renter’s Insurance?

Do you have a question about aviation that’s been bugging you? Ask us anything you’ve ever wanted to know about aviation. Our experts in general aviation, flight training, aircraft, avionics, and more may attempt to answer your question in a future article.

The post What Are Those Fuel Gauges Telling You? appeared first on FLYING Magazine.

A destination in both the summer and winter, Jackson, Wyoming, is a city growing in its attraction and its aviation activity. With lots of high terrain around, an approach into this airport requires a pilot to closely follow altitude restrictions, especially if a missed approach becomes necessary.

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A. Turns From IAFS to Intercept

With official initial approach fixes (IAFs) at the DNW VOR and the MOSSS points, a pilot might choose to transition from these along feeder routes to the ZIBIV intermediate fix (IF) onto the approach. From here, there will be more turns after reaching ZOSUV and WOMRU to establish onto the final approach path of 187 degrees for the ILS or LOC. Be ready to make turns whether flying the approach by hand or making sure your autopilot properly transitions along the procedure.

B. DME from the LOC

DME notations along the descent on this approach are listed as from the source IJAC; this is the localizer. With a VOR that is closely situated to the runway, selecting the wrong source would get a pilot close, but not give them the correct distance when identifying waypoints along the localizer path.

• READ MORE: Destination Jackson Hole

C. Climb Rate in FPNM, Not FPM

Going missed requires a pilot to fly a path, but in this case it has vertical climb requirements. There are two notes here that depend on if the pilot is flying the ILS or just the LOC approach. They require that a pilot can maintain at least a 241 or 248 feet per nautical mile climb gradient to designated altitudes (9,600 and 9,800 feet, respectively) if a missed approach is needed. This climb gradient is not a “feet per minute” climb that we see on the VSI, but “feet per nautical mile,” which requires you to get into the performance charts for the aircraft to determine if you can meet or exceed this requirement at the local density altitude.

D. VOR for the Missed

Going missed on this approach has a pilot transition their navigation source from the inbound using the LOC to using the VOR 192 degree radial to the KICNE waypoint. Be ready to switch that nav source and turn from the 187 degree inbound to a 192 outbound course from the VOR if needed.

E. Check Those MSAS

Many airports will have minimum safe altitudes around them a couple of thousand feet above the airport elevation. These altitudes will typically give 1,000 feet of obstacle clearance within a 25 nm radius of the point depicted. These are to be used in the event of an emergency where a pilot needs to get clear of terrain if off of a published segment of the approach. On this chart, altitudes of 14,900 feet to the northwest and 12,700 to the south and east would be needed to get to a clear altitude. For an aircraft not turbocharged or turbine powered, these might be unreachable altitudes.

F. Terrain All Around

An approach with a lowest decision altitude of 6,651 feet, there is no doubt that the pilot is going to find themselves well below terrain in the surrounding area. Numerous pinnacles above 10,000 feet msl—and a famous one to the northwest at 13,770 feet msl—might give a pilot pause when thinking about doing this approach in all but the best of conditions. The proximity of high terrain and its significantly higher levels than the approach in the valley makes it critical that a pilot not stray off course. A conservative one might choose to significantly increase their personal minimums at such an airport.

This article was originally published in the February 2023 Issue 934 of FLYING.

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Question: I acquired my private pilot certificate in my own airplane a few years back. I sold the airplane, so now I need to rent in order to stay current. My friends who rent on a regular basis are warning me to check the maintenance books of the aircraft before I fly them. I have never rented an airplane before. What should I be looking for?

Answer: You should check the maintenance logbooks to make sure the aircraft is legal to fly. Start with the required inspections. They can be found under FAR 91.409, 91.411, 91.413, and 91.207. Many pilots learn the acronym A AV1ATE to recall the required inspections—with the “1” replacing the “I”:

Airworthiness Directives

Airworthiness directives (ADs) are the items that are aircraft make and model specific—for example, the seat rail AD for certain Cessna aircraft—and must be done at specific time intervals. These come from the FAA, and often aircraft owners dedicate a logbook to ADs only. Other times compliance with the ADs can be found in the logbook entries for other required inspections. Read those entries carefully.

• READ MORE: Do I Need Renter’s Insurance?

Annual Inspection

As the name implies, these are completed every 12 calendar months. The annual inspection must be performed and signed off on by an airframe and powerplant mechanic with an inspection authorization (AP/IA).

Calendar months is a fancy way of saying “to the end of the month.” So let’s say the aircraft’s annual was completed and signed off on September 23, 2022. The next annual is due October 1, 2023.

Annual inspections can be very involved and take several days, weeks, or even months, depending on what issues are found (if any) and the availability of parts if something needs to be replaced.

VOR Receiver

“V” is short for VOR receiver, which must be checked within the preceding 30 days for an IFR flight, per FAR 91.171. Note that IFR is specifically called out. If you are flying VFR, having a VOR past its check deadline is not a grounding issue.

It is unlikely the VOR check will be in the aircraft maintenance logs, as many owners have a log or other record in the aircraft to record it. Look for that as well, noting the date the check was completed, the place (such as over an established VOR airway), bearing error (if any), and the signature of the person who conducted the VOR check.

100-Hour Inspection

The “I” in AVIATE is actually a “1” for “100-hour”. If the aircraft is used for compensation or hire, it is required to have a 100-hour inspection, per FAR 91.409(b). It can be confusing if the airplane belongs to a flying club, or if the instructor (if required) is not employed by the club or FBO. According to AOPA, if a customer rents the aircraft from a club or school, but the club or school doesn’t supply the instructor, the aircraft does not require a 100-hour inspection. The phrase “for hire” refers to the person, not the aircraft itself. Be advised that the annual inspection can replace a 100-hour, but the 100-hour, which is usually much less intense than the annual, cannot replace the annual.

• READ MORE: Is the Shift in Tornado Alley Related to Climate Change?

Altimeter

The third “A” stands for altimeter, which is part of the pitot-static system—because it is the pitot-static system that is required to be inspected and tested every 24 calendar months if the aircraft will be flying in controlled airspace under IFR rules. The check should include the aircraft’s static system, altimeter, and automatic altitude-reporting (Mode C) system.

Transponder

“T” is for transponder, which must be inspected every 24 calendar months.

Emergency Locator Transmitter

“E” is for the Emergency Locator Transmitter, or ELT, which must be inspected within 12 calendar months.

Each inspection must be signed off on by the AP who performed them, and in addition to their name, their certificate number must be recorded.

Progressive Maintenance

Some of the busier flight schools/FBOs use a progressive inspection to minimize the downtime of their aircraft. Progressive inspections allow for more frequent inspection phases, but they focus on one section of the aircraft at a time—for example, the airframe might be checked every 40 hours, the pitot-static system every 40 hours and so forth.

For a list of things that are checked during the annual and 100-hour inspections, refer to FAR 43, Appendix D.

When going through the maintenance logs, note if there have been any modifications to the aircraft (such as installation of vortex generators) and be sure the accompanying 337 form is there as well. 

You will also want to check the weight and balance sheet of the aircraft. One is required to be in the aircraft for it to be airworthy—make sure it matches what is in the aircraft maintenance logs.

Do you have a question about aviation that’s been bugging you? Ask us anything you’ve ever wanted to know about aviation. Our experts in general aviation, flight training, aircraft, avionics, and more may attempt to answer your question in a future article.

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Going through flight training is a lot like going through puberty. You will make mistakes, and at the time, you will think you are the only one who has made them. Then with the passage of time and the gaining of experience, you will learn you were not the only pilot who made this mistake. 

Here’s FLYING’s list of five of the most common mistakes learner pilots make:

1. Underestimating the Time Commitment Required To Learn To Fly

You can’t learn to fly in one weekend. In addition to learning how to control an aircraft, there is a great deal of study to acquire the knowledge about aerodynamics, weather, regulations, aircraft systems, and decision-making. You’ll need time to absorb information as well as develop the physical skill required to fly. You can expedite the process by flying several times a week and studying nightly.

2. Neglecting the Ground Portion of Flight Training

Self-study and preflight briefings are where you learn new material. Skip these tasks and you make learning to fly more difficult.

3. Not Listening to Your Instructor in the Aircraft

If your instructor says, “my controls!” make sure there is a positive exchange. There is probably a really good reason the CFI wants to take the controls, such as to avoid a midair or hard landing. Don’t argue: hand them over.

4. Relying on GPS Instead of Learning Pilotage and Dead Reckoning

While GPS is an important tool for pilots, you need to learn the basics first. If you can’t navigate by looking out the window and referring to a sectional, you probably shouldn’t be in an aircraft.

5. Training Without a Syllabus

When you are starting out, you don’t know what you don’t know. A syllabus presents all the information you need and helps you keep your training on track. It also prevents you from being at the mercy of a timebuilding CFI more interested in building their own hours rather than teaching you to fly. Insist on using a syllabus in the aircraft and on the ground.

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Question: I have just started flight training, and the flight school is telling me that I need to carry insurance to fly their airplanes. If I am flying their airplanes, shouldn’t I be covered under the school’s insurance policy? Flight training is expensive enough without this. Do I really need to have insurance?

Answer: If you have assets to protect like a home, car, bank account, etc., then insurance is a good idea. Many student pilots and private pilots fly without it because they don’t know it is available or think they are covered under the flight school’s policy. 

• READ MORE: Is the Shift in Tornado Alley Related to Climate Change?

You are, to an extent. However, if there is an accident or incident that results in the loss of a revenue-generating aircraft, the flight school will go after you for any losses not covered by the school’s insurance.

For example, if a hard landing damages the landing gear and wing of a Piper Arrow, you might be on the hook for the loss of revenue while the aircraft is in for repairs. So let’s say the aircraft rents for $160 an hour, and the school can show the aircraft usually flies six hours a day. It will take a week to make repairs. Now you do the math. The school may sue you to get that money. If this happens, you will be very happy to have insurance.

• READ MORE: Is a Handheld Radio Required for Flying?

It is a good idea to shop around for aviation insurance to get the right coverage for the flying you do. For example, there are policies written for renter pilots, instructor pilots, pilots who fly experimental aircraft, and even for drones.

Keep in mind there are often discounts for pilots who consistently add to their skills and proficiency through FAA-recognized safety programs, such as the FAASTeam or courses offered through the Aircraft Owners and Pilots Association (AOPA). A commitment to safety speaks volumes to the people who write these policies.

Do you have a question about aviation that’s been bugging you? Ask us anything you’ve ever wanted to know about aviation. Our experts in general aviation, flight training, aircraft, avionics, and more may attempt to answer your question in a future article.

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On December 3, 2021, a student pilot, 23, went from his home in Katy, Texas, to Cincinnati, Ohio, to take possession of a Piper Cherokee 140 that he had purchased. Surveillance video at West Houston Airport (KIWS) recorded that on his return, his fiancee and a third person emerged from the airplane with him. The next day he put 40 gallons of fuel into his airplane, and the day after that he flew it in the traffic pattern for 20 minutes.

On December 6, he called his flight instructor, with whom he had hitherto flown only in Cessna 172s, to ask whether his training could continue in the Cherokee. The instructor agreed, contingent on his looking over the airplane and its maintenance logs.

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On the evening of the 8th, after dark, the young man arrived at the airport with a female companion. The pilot mentioned going to Pearland (KLVJ), a short distance to the southeast. The pair climbed aboard the 140 and took off, heading southward.

On the following day, the pilot’s fiancée came to the airport. She had been trying without success to reach him by phone. His car, she found, was still in the airport parking lot. The airport manager reviewed surveillance camera video and found the pilot and his companion—that must have been an uncomfortable moment—arriving and taking off a little before 8:00 p.m. He brought up the online ADS-B tracking information for the 140’s N-number, and saw the short track of the flight heading south, then turning left and terminating over an undeveloped area a short distance south of Interstate10. The airport manager and safety officer took off and spotted the 140 in the woods two and a half miles from the airport. Responders found it demolished; its two occupants were dead.

The tracking information publicly available online uses longer time intervals between ADS-B hits than the FAA’s radar does. The higher-resolution FAA track revealed movements that clearly pointed to pilot disorientation. First, there was a descending left turn with increasing groundspeed, followed by a climbing right turn, followed by another descending left turn to the northeast, then a hard right descending turn back toward the southwest. The airplane descended more and more rapidly. Radar contact ended 700 feet above the ground. Most likely, the pilot had strayed into clouds and then, descending over an unlighted area, he could not reorient himself in time to avoid the crash, or perhaps stalled in an attempt to pull up.

The pilot, who had logged 38 hours of flight time over the past year, had completed his solo and night requirements and was close to his private check ride. He had not yet done the simulated instrument part of the training. His instructor described him as friendly and a good pilot, one who intended to make flying his profession. 

His final flight was—to put it mildly—ill-advised. In addition to it being dark, there was a layer of stratusclouds 500 feet above the ground, and so, although the visibility below the clouds was good, the weather was officially IFR. The entire route to Pearland lay beneath the 2,000-foot floor of Houston Class B airspace, and it involved a dogleg to the south to avoid Hobby (KHOU). Along the way were some obstacles so tall that they poked through the TCA floor. In short, the proposed flight,although short in miles, was long in complications.

It was also illegal. The pilot’s student status precluded his carrying passengers. He had already demonstrated his willingness to ignore that restriction, but whether his nonchalance was due to an exaggerated sense of entitlement—not every 23-year-old student pilot can afford to buy his own airplane—or just youthful high spirits and resentment of restraint, we can’t guess. It seems likely, however, that one thing that entered into his choice to make that particular flight at that particularly inopportune time was the desire to impress. He was a young man; his passenger was an attractive young woman. What else needs to be said?

The desire to impress is almost, but not quite, a universal human trait. A few people are free of it. I myself know one, and I’m not even sure about her. When I began flying—I was not yet 20—I did a number of stupid things, most of them in order to impress certain women (at that time, I would have said “girls”). I still cringe today over one in particular that backfired so badly that in the mind of the woman in question, who atleast is still my friend, that flight eclipses all others that I have made since, and that I will make in the future. Since then, my need to impress has somewhat dwindled and now manifests itself mainly in a harmless proclivity for using fancy words. But I remember how I used to be, and so, while I deplore his judgment, I cannot but empathize with the young pilot who took off, impressively he thought, into that Houston night.

The quality of judgment that we pilots are expected to possess—and that is supposed to protect us and our passengers from actions that in retrospect will appear rash or completely idiotic—comes under the broad heading of “maturity.” It requires an ability to separate emotion from reason. That sounds easy, but the decisions that we consider rational are often influenced by biases, desires,and calculations of which we are barely—or not at all—aware. In theory, at least, we gain maturity from time and experience; some get a lot, some none at all.

One kind of situation presents a particularly obvious risk of ego-driven misjudgment. When we fly with another person whose esteem we crave, we may experience a sort of stage fright or “performance anxiety.” If that person is a pilot whom we perceive as our superior inexperience or native ability, the fear of doing something stupid, or just appearing awkward or flustered, flusters us and makes us awkward and stupid.

A poet I slightly knew in college once imagined a psych class called “Interpersonal Relations in the Group of One.” That would be a good class for pilots to take because, in addition to our desire to impress others, we may entertain a similar need to impress ourselves. Self-esteem is a powerful motive, and it affects pilots in both good and bad ways. On the credit side, it makes us work hard, try to perfect ourselves, and approach our flying with that attitude we call “professionalism.” On the debit side, it drives us to take unnecessary risks and to continue into worsening situations in order not to feel that we have “chickened out.”

As in finance, credit and debit in flying form a continuum. The hard part, sometimes, is to know which side of zero we’re on.

This article is based on the National Transportation Safety Board’s report of the accident and is intended to bring the issues raised to our readers’ attention. It is not intended to judge or to reach any definitive conclusions about the ability or capacity of any person, living or dead, or any aircraft or accessory.

This article was originally published in the February 2023 Issue 934 of FLYING.

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Question: It seems there have been more significant severe weather events that include tornadoes happening in the Deep South, especially in Louisiana, Mississippi, and Alabama rather than in the traditional location of Tornado Alley. Is this driven by climate change?  

Answer: The short answer is yes. Tornado Alley has had a bad reputation over the last couple of decades, however. Although there has never been an official designation of where Tornado Alley is located, it is the area that is roughly approximated by the central and southern Plains from Nebraska to north-central Texas. 

There has been some debate that Tornado Alley has been shifting to the east over the last couple of decades. But it is more likely that Tornado Alley isn’t shifting but rather expanding to the east. 

From year to year, there may be a stark contrast in where severe weather strikes, especially thunderstorms that produce tornadoes. That is, there may be two or three years in a row where significant tornado events are focused more in Tornado Alley and other years where they are focused in the Ozarks, mid-South, and Tennessee Valley. This year-to-year variation happens for a variety of reasons, but climate change will continue to expand where supercell-type thunderstorms develop and produce significant and destructive tornadoes.  

• READ MORE: Is a Handheld Radio Required for Flying?

Scientists are studying how anthropogenic climate change (ACC) is affecting the location of severe weather. This climate change originating from human activity is causing a change in the location of where many supercell thunderstorms originate. 

Supercells are storms that are distinguished from ordinary pulse-type convection by its deep, long-lived mesocyclone, which has a rotating midlevel vortex with a diameter between 1 and 5 miles and a vertical depth of at least 6,000 to 10,000 feet. While many supercells are individually separate and distinct, others may be embedded within larger complexes of thunderstorms or what are called mesoscale convective systems. Relatively rare, some supercell thunderstorms can persist for four or more hours.

The greatest concern is that as the trend in tornado environments from supercell-type convection expands to the east this will undoubtedly increase the exposure and vulnerability of people in these areas. In other words, with socioeconomic vulnerabilities projected to rise in the Ozarks, mid-South, and Tennessee Valley, the likelihood of more impactful tornado events in these regions is certain for the remaining decades of the twenty-first century.

The best approach is to remain weather aware and to pay close attention to the Storm Prediction Center (SPC) convective outlooks. These include a one-, two-, and three-day categorical outlook of severe weather along with a forecast discussion.

In addition, the SPC issues a probabilistic forecast for severe weather specifically for the potential of tornadoes, strong straight-line winds, and large hail. While some of these probabilities can look quite low, don’t be fooled. 

• READ MORE: Can You Select a DPE for Your Check Ride?

According to the SPC, “If you have a 15 percent probability for tornadoes, this means you have a 15 percent chance of a tornado occurring within 25 miles of your location. This may seem like a low number, but a tornado is very uncommon at any one location. Normally, your chances of getting hit by a tornado or other severe weather are small, purely based on statistical average. Let’s say you have a 1 percent statistical (climatology) history of tornadoes within 25 miles on this day, which still is large. Having a 15 percent probability means 15 times the normal odds of a tornado nearby, meaning it should be taken seriously.”

Once severe convection is likely, the SPC will issue a severe thunderstorm or tornado watch for heightened public awareness. Once tornadoes are seen by trained storm spotters or are indicated by the Nexrad Doppler weather radar, tornado warnings are issued for you to seek immediate cover. 

Do you have a question about aviation that’s been bugging you? Ask us anything you’ve ever wanted to know about aviation. Our experts in general aviation, flight training, aircraft, avionics, and more may attempt to answer your question in a future article.

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May 1st, also known as May Day, has several connotations. In some cultures it is celebrated as the traditional beginning of spring marked by placing baskets of flowers on doorsteps. 

For pilots, uttering the phrase “MAYDAY” means they’re in trouble—but have you ever wondered why?

MAYDAY and PAN-PAN—also used when we’re in trouble—are both derived from French phrases.

MAYDAY comes from the phrase “venez m’aider,” which translates roughly to “come help me.” PAN-PAN comes from panne, which translates to a breakdown.

Distress, Urgency Conditions

Per the FAA Pilot/Controller Glossary, an emergency can be either a distress or urgency condition.

• For an urgency condition, the pilot should repeat “PAN-PAN” three times.

• For an emergency, “MAYDAY” should be repeated three times.

The FAA defines distress as “a condition of being threatened by serious and/or imminent danger and of requiring immediate assistance.”

An urgent situation is “a condition of being concerned about safety and of requiring timely but not immediate assistance; a potential distress condition.”

French Influence on Aviation

These phrases are just part of the French influence in aviation. The terms aileron, fuselage, and empennage are also French. Aileron, for example, means “little wing,” fuselage is derived from fuseler, which means to shape like a spindle, and empennage means “feathering.”

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The Bahamas are a common international destination for many pilots in the eastern parts of the U.S., especially in the winter months when a little sunshine and warmth are welcome. Nassau is one of the few airports in the Bahamas with radar services and instrument approaches. While much of the cruising between islands might be done VFR, a pilot might shoot an approach if it is the final destination for their stay; if there are weather concerns; or as a way to sequence into the airport to clear customs before venturing further.

A. Transitions From En Route To Approach

HINZY, MAJUR, MELON, and KURAY are all waypoints from which this approach might be started, which then transitions into the MUNIE waypoint. All of these waypoints are also found on low-altitude en route charts and are on victor airways that might be used to transition en route to the ILS Runway14 approach into Nassau. A pilot planning ahead might choose their en route path to transition to one of these points. One of the most commonly used is the MAJUR intersection, which falls on BR22V-54V-57V, a victor airway that transitions off from the Palm Beach (PBI) VOR, taking the pilot from the East Coast of the U.S. into the Bahamas with the help of Miami Approach.

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B. DME Arc

A pilot choosing to transition onto this approach from either the HINZY or KURAY intersection might find themselves assigned a DME arc. While not as common in many locations as in the past, an arc such as this can be used by ATC to sequence traffic from multiple points onto a final approach path, as in this ILS Runway 14. Remember to use the turn-10, twist-10 (degrees) process to feed onto the approach while flying the 14 DME arc from the ZQA VOR until intercepting the final approach path of 143 degrees inbound on the ILS. For many pilots, an IFR-capable GPS can select the initial fix and help feed the aircraft around the DME arc. Don’t forget to make the ILS frequency active and switch to VLOC when flying this approach, though, if you are using the GPS to feed your aircraft from the initial fixes onto the final approach path.

C. Mixing With Big Aircraft

With many different aircraft of various sizes and speeds using this approach, be ready to mix it up in the airspace. With that said, you may be asked to maintain your aircraft’s best forward speed; to be vectored around a little bit if there are bigger aircraft needing to land; or to get out of the way quickly when landing. With an airport with runways of over 8,000 and 10,000 feet of landing distance, Nassau brings in big aircraft to use the facilities. You might be flying your GA aircraft on the approach between a Gulfstream ahead of you and a Boeing 787 behind you. Be honest if you can’t maintain something assigned to you. It’s certainly better than getting run over by a faster aircraft.

D. DME From the ILS

While a pilot using a traditional DME source will be using the ZQAVOR (112.7) for DME fixes, if using an intersection or the DME arc to feed onto this approach, they will need to transition to using the DME on the ILS frequency (110.1) once they pass the IZQA waypoint (the final approach fix). This can be confusing because prior to this, the pilot would be using the VOR. They need to swap the frequency for the DME source to the ILS (as denoted by the D6.9 IZQA notation at the final approach fix) for the last part of the approach.

E. Correct GPS Database?

GPS systems in aircraft have databases that include approach procedures for selected areas. Make sure if you are going here and planning on using approaches at all—anything beyond basic VFR—that your database subscription is not only current but includes the places you want to go. A subscription for a database that includes “United States” might include Puerto Rico, but not the Bahamas. A subscription for “North America” might be needed to get the right data. Verify this well ahead of your trip or plan on being a VFR-only operator for your time in the Bahamas.

This column was originally published in the December 2022/January 2023 Issue 933 of FLYING.

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Question: What does a pilot require to remain current in an aircraft requiring a type rating?

Answer: The answer to this question can appear to be complicated unless you enjoy reading FAA regulations for personal amusement.

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FAR 61.58 states: “Except as otherwise provided in this section, to serve as pilot in command of an aircraft that is type certificated for more than one required pilot flight crew member or is turbojet powered, a person must—

1) Within the preceding 12 calendar months complete a pilot-in–command proficiency check in an aircraft that is type certificated…”

• READ MORE: Is a Handheld Radio Required for Flying?

The regulation goes on to say that the proficiency check may be conducted by a “person authorized by the Administrator, to include aeronautical knowledge areas, areas of operations and tasks required for a type rating in an aircraft that is type certificated.”

Or “…a check or test may be accomplished in a flight simulator under Part 142…”

As an owner-operator of a Cessna Citation CJ1, this basically means a yearly check ride, the so-called “sixty-one/fifty-eight.” This can be conducted in the airplane or in an approved flight simulator. A number of training centers qualify for the Cessna Citation series. Slots for proficiency checks typically last three days and may be hard to find as demand for general aviation turbojet flights has increased since the COVID pandemic, and pilots are finding new jobs on new equipment or with the airlines. The cost for a single pilot 61.58 for a CJ1 is $6,500 to $8,000. Heavier, more complex airplanes are more expensive

• READ MORE: How Often Do Airliners Go Around?

Do you have a question about aviation that’s been bugging you? Ask us anything you’ve ever wanted to know about aviation. Our experts in general aviation, flight training, aircraft, avionics, and more may attempt to answer your question in a future article.

This column was originally published in the February 2023 Issue 934 of FLYING.

The post What Does a Pilot Require To Remain Current in an Aircraft Requiring a Type Rating? appeared first on FLYING Magazine.

In the early ’90s, a friend and I bought a Kitfox. It had a Rotax engine specifically made for airplanes. The worst mechanical event during our ownership was when the exhaust came loose in flight, filling the cockpit with noise and smoke.

Our kids grew up with this little airplane, and we flew all the time with the doors off, with them sticking their heads out into the slipstream for a better view. When a friend put his Cub on floats up for sale, we decided to purchase it. We sold the Kitfox to a friend who owned a powersports business, and that was the end of the Kitfox for me until late Summer 2002. The new owner of the Kitfox then wanted to sell the airplane. The buyer, a student pilot, needed tailwheel instruction, and I agreed to spend some time training him. I did not find out until our first lesson that the student had 55 hours of instruction and had yet to solo. This can be a red flag and may indicate someone is better off trying something besides flying. Because he was the new proud owner of the Kitfox, I agreed to give it a go.

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After two lessons in non-ideal weather conditions, the student had yet to make a landing where I did not have to intervene. On wheels, this lightweight airplane could be a handful for someone of my experience, let alone a newbie. I told our friend it was a lost cause. He asked me to take the student up on a calm evening; if he could not manage landings, then I could call it quits. OK, deal! October 2 featured perfect low-wind conditions, so we met around 5 p.m. to practice landings. There was a light wind out of the northeast so we used Coldwater Airport’s smaller 3,500-foot Runway 3 (now 4). The landings were not going well, but the takeoffs started to get smoother. Around his fourth try, he landed without bouncing horribly and with zero input from me, and then made two more landings without help. As we climbed after the sixth landing, out of the blue he asked, “If the engine quit right now, what would you do?”

I explained that at low altitude, all you can do is pick the best spot straight ahead and push the nose down to keep the speed up for a glide and hope for the best. He nodded, indicating he got the concept. He lined up with the runway and executed his best landing yet. I said, “Wow, nice job,” as we rolled to a stop and took off again. 

I was finally feeling as though I no longer had to watch his every move. I was enjoying a view of the lake off to our right when, at around 200 feet, the engine went silent. It did not sputter like an engine starved for fuel or kick like it had a spark problem. One second it was running at full power and the next, it was completely dead. 

Training kicked in, and I immediately took the controls with no resistance on my student’s part. I shoved the nose down hard because in a climb at a low airspeed, most of the airplane’s momentum is coming from the engine. Without it, I had to use our altitude for airspeed. Once in the glide, the windshield filled with power lines, a busy two-lane highway, and a bowling alley. 

What I saw did not look survivable, so I did what we are trained not to do: I turned the airplane, but not by lowering a wing and banking. I somehow got the idea to push the left rudder and skid the airplane 90 degrees to the west of the runway.

The windshield filled with an unobstructed grassfield, but as comforting as that was, the maneuver had used up most of our precious momentum. The airplane was now in a nose-low, wings-level, minimum-speed descent. As the ground rushed up, I pulled back to raise the nose, but not much happened. The airplane hit with an awful crunching sound, and within a few feet, flipped inverted. As the g-forces of the sudden deceleration hit us, we were thrown against our shoulder harnesses, but they kept our faces off the instrument panel.

I asked my student if he was injured. “I don’t think so.” I told him to evacuate the airplane because of fire risk. We had been flying with the doors locked up and open, so there was no mangled metal in the way of our exit. We released our belts and fell to the ceiling, then rolled out onto the wing. From there, we stood up and ran. We could hear sirens in the distance because traffic on the road saw what happened, and many motorists were stopped and running in our direction. Someone had already called 911. After a few minutes with no fire, my student noticed the strobe lights were still flashing. He asked if he should turn the master power switch off. Smelling no gas, I told him to go ahead. 

The next morning at the airport, two FAA inspectors reviewed my credentials and one asked if I knew the survivability statistics of engine failure accidents on takeoff. I said, “Not very good.” He said so many were fatal, with pilot error being a big factor. He added since I was there talking to him, he wasn’t going to question whether my actions were correct. Since I was still alive, that was proof enough what I did worked. He said, “Let’s go find out what caused the engine to quit.”

There was fuel in the carburetor and ignition on all the cylinders, and the compressions were good, so we tried the starter. Within one blade rotation, the engine came to life. The conclusion? Engine failure from an undetermined reason.

Did you catch two unusual things that happened? The first was the student asking about engine failure procedures right before an actual engine failure. The second was that the engine went from full power to nothing at the worst possible altitude. The Kitfox’s engine has two ignition systems for safety and two spark plugs per cylinder. If one dies, you still have a redundant system to keep the engine running. Two toggle switches by the student’s left knee controlled the two ignition systems.

Several months after the accident, we discovered the student’s life was a bit of a mess. He had lots of debt, troubled relationships, and a huge life insurance policy which specified he was covered under pilot training. Had I not been onboard, his chances of survival would have been close to zero. The question remains in my mind whether he’d planned it that way.

This column was originally published in the February 2023 Issue 934 of FLYING.

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Question: I am a student pilot learning to fly at a towered airport. I see lots of other pilots taking handheld radios with them in the airplane. My instructor carries one in his flight bag, for example. I thought the airplane already had a radio installed—why do so many pilots carry a handheld? Are they required?

Answer: Remember the phrase “aviate, navigate, communicate”? It reminds us that communicating—that is, using the radio—is the last priority in the aircraft. That being said, if an airplane has a working VHF comm radio installed, a handheld radio is a backup device—not a requirement. Pilots, especially those who fly in airspace where radio communication is required (Class A, B, C, and D), often carry handheld radios in their flight bag just in case they have a problem with the aircraft’s electrical system, and/or the radio fails. 

Pilots who fly aircraft without electrical systems, such as Piper J-3 Cubs, often use handheld radios because the ability to hear as well as see traffic can increase safety. Instructors often have a handheld radio so that when they solo their learners, they can keep an ear on them in the traffic pattern. Student pilots may also find a handheld radio helpful when they are learning radio communications, as they can use it to listen to the unicom or tower frequency while studying or hanging out at the airport.

• READ MORE: Can a CFI Applicant Teach Ground School?

Do you have a question about aviation that’s been bugging you? Ask us anything you’ve ever wanted to know about aviation. Our experts in general aviation, flight training, aircraft, avionics, and more may attempt to answer your question in a future article.

The post Is a Handheld Radio Required for Flying? appeared first on FLYING Magazine.

From Our Partners at Wingman Med

With some very rare exceptions, the FAA should never take more than six months to a year to review your medical certificate application. That might seem like a long time to some pilots. For others stuck in the quagmire of successive information requests from the FAA, it might seem laughably naïve.

To be clear, that statement applies to worst-case scenarios. About 90% of pilots leave their AME appointment with a medical certificate already in their hands. Many with significant but well- controlled medical conditions will wait less than three months for the FAA to make their decision.

Worst-case scenarios are ones with multiple conditions or ones associated with significant aviation safety concerns. Recent heart attacks, previous strokes, heart valve replacements, insulin-dependent diabetes, depression or anxiety treated with medication, other conditions of similar severity, or a combination of them will fall into that category.

Even with those conditions, the FAA will generally provide a decision in less than six to twelve months. It will not always be the decision pilots want, but with a few exceptions, those who wait longer are waiting for another reason.

What’s Behind the Horror Stories?

You do not have to look far to find a story on the internet about a pilot who waited years for a medical certificate only to give up and stop trying. Often those stories include a frustrating statement to the effect that, “I sent them everything they asked for, and they kept asking for more.”

There is truth behind those stories, but there are also misconceptions. Most of the misconceptions have to do with this: the doctors at the FAA’s Aeromedical Certification Division (AMCD) never actually see pilots in person. Instead, they rely on the notes provided by the pilots’ doctors to decide if they are safe to fly an airplane. When those notes are incomplete or contradict each other, AMCD reviewers need more information to make a decision. Similarly if one of those notes adds previously unknown, and concerning, information, they will want more information on that as well. 

From the time you start your MedXPress application and especially when providing medical records about complex medical conditions, it is up to you to make sure that your application tells a complete and consistent story. One of the best tools to do that is a good current detailed clinical progress note from your physician(s).

What is a Current Detailed Clinical Progress Note?

A clinical progress note is a note that every doctor should be trained to write. They might not immediately recognize what the FAA is asking for when you first discuss it with them. If the term “progress note” does not register, try asking for a “complete history and physical” or “SOAP note.” If that doesn’t work, RUN! Find another doctor! One who does not understand what those terms mean or is unwilling to provide a document that meets that standard can only delay your medical certificate application.

[Credit: Shutterstock]

For FAA purposes, the note must be signed by a board certified physician. There are many other highly skilled health care professionals who provide excellent care. You might see a physician associate or nurse practitioner who knows more about your healthcare than any physician. It does not matter. For FAA purposes the note must come from a physician.

The progress note should ideally exist as part of your medical record. It is different from an “After Visit Summary” or “Patient Summary” which you might also see in some online patient portals. Your doctor’s administrative staff should be able to help you locate it.

Elements of a Good Note

A progress note is what doctors use to communicate with each other about your care. Formatting varies somewhat, but in order to meet the FAA’s standard, it must include the following information:

• A history of the condition being treated
• All current medications and doses
• Whether or not you experience any medication side effects
• Physical exam findings
• Results of any tests performed to evaluate the condition
• Your specific diagnosis including something called an ICD-10 code
• A clear assessment regard the status of your condition and how it affects you
• A clear plan regarding how it is treated
• A clear statement about how your doctor plans to follow-up with you or monitor the condition

Letters from your doctor DO NOT replace progress notes. Letters that amplify information contained in your medical record may help to expedite your medical certification decision. The note your doctor provides is the only way that AMCD has to evaluate your medical issues. Missing information, inaccuracies, or ambiguity will generate questions.

Fine Print and Terminology

When it comes to FAA medical certification, the word “current” means within 90-days preceding your AME or any time after it. There are several exceptions to that rule-of-thumb that are clearly spelled out in the FAA’s Guide for Aviation Medical Examiners. Unless one of those exceptions applies to you, nothing prior to 90-days before your AME appointment will be considered in support of your medical certificate.

The term “detailed” is more subjective. Its inclusion in the FAA’s guidance mostly serves to emphasize that they actually want your doctor to document their considered opinion in a way that shows they spent some effort thinking about your particular situation. As one example, an assessment for high blood pressure that says “htn controlled with prescription medication” is not detailed.

A detailed assessment should look more like this: “43-year-old male with essential hypertension and no other modifiable risk factors for cardiovascular disease. He takes 20mg of Lisinopril per day and his average blood pressure is 125/78. No concern for undiagnosed comorbid conditions or indication for work-up at this time. He should follow-up annually for routine monitoring.”   

The difference should be obvious. While obvious, the first one may be all the doctor cares about for their own reference, but the second one is vital to your certification.

Avoiding Certification Delays 

Progress notes that do not meet these standards slow things down. Visit summaries, notes by non-physicians, notes that lack sufficient detail, old notes, and letters provided in lieu of progress notes will all delay your application.

You can probably identify most deficiencies on your own. If you want to take the guesswork out of your FAA medical certification and avoid any unnecessary delays, visit our website and schedule a free consultation to find out more.  

The post Avoid Medical Certification Delays appeared first on FLYING Magazine.

A storm dropping more than 25 inches of rain in 24 hours has swamped southern Florida, leading to the closure of Fort Lauderdale-Hollywood International Airport (KFLL). The storm stalled over the Bahamas, creating an unlikely weather event for the region.

By Thursday morning, more than 300 flights had been canceled because of the rising water, according to aviation tracking site FlightAware. Travelers were warned not to try to enter or leave the airport as the roads surrounding it were impassable because of the flooding.

Video posted on social media showed water coming into airport buildings and flooded ramps and taxiways. The roads in and out of the airport as well as parking structures were also flooded, and some were blocked by stalled vehicles.

Airport officials released a statement Thursday morning noting, “We ask for your patience as we wait to safely assess the impacts of this unprecedented rainfall to restore airport operations when it is safe.”

Amazing supercell dynamics involved in this catastrophic flash flooding

Watch as lead supercell sheds a constant chain of occluded circulations which converge over Fort Lauderdale, forming a new (tornadic) supercell. pic.twitter.com/iOx4nuUYK7

— Cameron Nixon (@CameronJNixon) April 13, 2023

According to Airnav.com, the airport sits at an elevation of 65 feet and has two parallel runways, 10L/28R measuring 9,000 x 150 feet, and 10R/28L measuring 8,000 x 150 feet. There are 80 aircraft based at the field, which averages around 759 operations a day and includes commercial carrier operations.

Airnav lists four FBOs on the field: Jetscape, Sheltair, Signature Flight Support  and National Jet. Sheltair, Jetscape and National Jet reported they are closed because the airport was still closed as of noon west coast time, and their employees are either at home or sheltering in place. FLYING was unable to reach Signature Flight Support. 

The airport is served by Spirit Airlines, JetBlue Airways, Southwest Airlines, Delta Airlines, and American Airlines.

FLL will be closed until Friday.

"Please don't come to the airport right now," the mayor of Broward County said on Thursday. https://t.co/jokRoQjL2V

— Frommer's (@Frommers) April 13, 2023

All schools in Broward County have been closed for the duration of the event. According to the National Weather Service, a flood watch was in effect across much of South Florida through Thursday evening, prompting city and county officials to issue a warning to residents to stay off roads unless ordered to evacuate or while seeking safety.

The National Weather Service said more rain was expected to continue throughout Thursday, with possible hail and tornadoes.

The post Flooding at Fort Lauderdale Airport Causes Cancellations appeared first on FLYING Magazine.

Recently I took a real-time trip in Microsoft Flight Simulator 2020 (MSFS 2020) over multiple days, from the contiguous U.S. to far western Alaska—a place I would love to see in real life, and certainly a popular place for aviation in general. Although frequently associated with horrendous weather, Alaska is a place that’s probably not often seen except in the last few seconds at minimums and below, or on the TV show, “The Deadliest Catch.” 

My weather was live and real-time as usual, and I was greeted by ceiling and visibility unlimited (CAVU) the day I started this trip. Once there, I marveled at the incredible scenery and beauty of it all, with lots of snowy landscapes to view. It was early spring but winter in Alaska using the live weather features of MSFS, showed the heavy snows they have been having this year are still in place. 

But once flying a variety of heavy aircraft west along the Aleutian Islands, far western Alaska isn’t far from Russia. My curiosity got the best of me, so I continued the short two-hour trip westward to land in Petropavlovsk-Kamchatsky Airport (UHPP), a fairly remote outpost but real-world fuel stop for Asia-bound ferry flights. 

From UHPP, it was only another two hours or so to northern Japan, where the flowers were in full bloom and the weather warmer and more inviting. From there, I decided to explore North Korea, but my stay was brief. I entered illegally and had to get out fast, prohibited from taking any photos.

A day trip was reduced to 20 minutes at hypersonic speeds. After some great difficulty hand flying this beast, I was able to get it back into the normal atmosphere, approach the new Hong Kong International Airport (VHHH) with wide open runways, and land at some 200 kts. I was exhausted, but the real reason to come to the new Hong Kong airport is to see the old one, Kai Tak International Airport (VHHX), which operated until 1998. 

For any aviation fan, the destination rekindles some great memories of when airline pilots had to practice the famous “checkerboard” approach to Kai Tak’s Runway 13. It was perhaps the most famous airport in the world back then, and lives today in fame. 

We can explore what landing at Kai Tak was like via MSFS, which still has the airport open and fully operational. Here, I selected the Boeing 747-8i, an aircraft popular among passenger airlines until recently. 

This was one of those special flight sim moments where I remember this event as if it were real. To be able to experience a famous, challenging airport, one that thousands of aviators worldwide got to experience first hand, hand flying in their wide bodies and heavy jets of their time into this exciting airport. 

I had hoped in my lifetime that I would have been able to experience flying into Kai Tak International but sadly missed that opportunity. My feelings are similar to having never been able to fly or even be a passenger on the Concorde. Yet we have all of this in MSFS and other simulators as well, keeping this dream alive. 

The post Simulated Flight in Real, Uninterrupted Time appeared first on FLYING Magazine.

Question: How often do airliners go around, and what’s the usual reason?

Answer: Go-arounds aren’t terribly common under Part 121 commercial operations, and most airline pilots go a year or more between wave-offs. The most frequent cause is a lack of separation between landing traffic at busy airports, usually when air traffic control mistakenly vectors a heavier, faster aircraft behind a lighter, slower one. Unstabilized approaches are another common reason, either the result of being “slam-dunked” by ATC or simply misjudging a visual approach.

This Article First Appeared in FLYING Magazine

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• READ MORE: What Do Pilots Need to Know About Temperature Inversions?

It’s quite rare to go missed on account of poor weather, since Part 121 requires reported visibility to be above minimums before starting an approach. Because go-arounds are both uncommon and easy to botch, they are practiced frequently during recurrent simulator training, and it is now common to review go-around procedures during the approach briefing.

• READ MORE: Can a CFI Applicant Teach Ground School?

Do you have a question about aviation that’s been bugging you? Ask us anything you’ve ever wanted to know about aviation. Our experts in general aviation, flight training, aircraft, avionics, and more may attempt to answer your question in a future article.

This article was originally published in the December 2022/January 2023 Issue 933 of FLYING.

The post How Often Do Airliners Go Around? appeared first on FLYING Magazine.