When I learned to fly, my instructors did a great job of teaching me how to preflight the airplane, how to land, and how to talk on the radio. One thing I don’t remember is a lesson on traveling in a general aviation airplane. You know, what those lineman’s hand signals mean, what a courtesy car is, and how to use a self-serve fuel pump.

That last one might sound silly: we all pump our own gas into our cars these days so how hard can it be? Well, I can assure you the first time I encountered a self-serve fuel pump at a deserted country airport, I was mystified. There was a rusty lever, a confusing keypad, and an old hose reel that looked very intimidating.

I did figure out how to use it eventually, and pumping avgas into a Cessna is pretty much the same as pumping 93 octane into a Chevrolet once everything is running. But like most things in aviation, the stakes are higher and the room for error is lower. So here is a step-by-step procedure to make your next self-serve fuel stop safe and stress-free. And yes, some of these lessons had to be learned the hard way.

1. Park close to the pumps, but not too close. There’s no fuel truck to drive over to your tiedown, so self-serve fuel means taxiing up to the pump. It sounds simple, but this sometimes requires careful attention because there are obstacles (trees, fuel tanks, fences) that threaten your wingtips and possibly other airplanes nearby. When in doubt, shut the engine down, get the towbar out, and push the airplane closer. It’s better than accidentally taxiing into a fuel pump.

2. Verify mags and master off. Seriously, do it very deliberately, even if you know you flipped the switches. Safety is the only priority here, and it’s worth an extra two seconds to verify the magnetos are off (key out!) and the master switch is off. The last thing you want is a spark or an unexpected engine start. You might even consider saying something out loud to confirm.

3. Ground the airplane. Now it’s time to start the actual fueling procedure. Step one is to grab the grounding wire, unroll it, and clip it to the airplane (typically the exhaust stack). This will prevent static discharge during the fueling process, and most self-serve fuel pumps will ask you to verify that you’ve grounded the airplane before turning on the pump.

4. Get the ladder out (if needed). If you fly a high wing airplane, take the time to find the ladder (usually next to or behind the pump) and set it up. Sure, many airplanes include steps and handles, but I find the more stable platform of a ladder to be safer and easier – especially when you’re trying to look down into a fuel tank. One tip: do this before you put the credit card in the machine, as there’s usually a time limit after approval. If you swipe the card then go for the ladder, you may have to start over.

5. Swipe your credit card. Now that everything is set up and ready to go, find the payment screen on the pump. Each one is a little different, but they all share the same basic setup. You’ll insert your credit card, then enter the airplane’s tail number, and choose whether you want a certain number of gallons or dollars. Once the credit card authorizes, the pump will turn on and you’re ready to fuel (some older models require you to flip a manual lever, so if you don’t hear a pump kick on, look for one).

6. Pull the hose out. Simple, but there are two quick tips to keep in mind. First, make sure you have the 100LL hose and not the Jet A hose. Many fuel farms offer both types, and Jet A in your Archer will ruin your whole day. Usually the hoses and nozzles are quite different in appearance, but it’s worth double checking. Once you have the hose in your hand, pull it much further than you think you need. If you get up on the ladder and find out you need another two feet, you might fall off the ladder trying to pull the hose. I like to walk with the hose all the way under the wing, leaving plenty of slack.

7. Take the gas cap off, but leave it in your hand. There are only two positions for the gas cap – twisted on the airplane tight or in your hand. Do not set the gas cap down on the ground or on the wing if at all possible, as you may forget it (with potentially serious consequences). Ask me how I learned this important lesson…

8. Put a towel down if you have one. Some fuel farms have nice rubber mats to prevent scratches from the hose. If you see one, use it. If not, even a shop towel or windshield cleaner can work.

9. Fill the tank, but cautiously. I always like to have an idea of how many gallons the airplane will take before I squeeze the trigger. That way I can start fast, then slow down the rate as I get close to my expected number of gallons. Otherwise, you may be met with a geyser of avgas.

10. Put the cap back on – now. Don’t wait. A follow up to number 7 above. When the tank is filled, put the gas cap on. You don’t want to allow water or other contaminants to enter the fuel tank.

11. Retract the hose. Now that the airplane is fueled, it’s time to reverse the process. First find the hose reel and push the retract button. This will spin the reel, sometimes with surprising speed. Use your foot to guide the hose and don’t be afraid to stop the process if things get out of control. It sounds ridiculous, but I once saw a pilot take a metal hose nozzle to the head when the reel got going too fast.

12. Retract the grounding wire. Unlike the hose reel, this is usually retracted by pulling out slightly on the wire and then letting the wire automatically rewind.

13. Return the ladder and clean up. Put the ladder back right where you found it, ensuring it won’t be in the way of taxiing airplanes. If you spilled any gas, wipe it up. This is also a good time to sump the fuel tanks and make sure the fuel you just pumped is clean.

14. Most importantly, take a walk around the entire airplane when you’re done. When you think you’re ready to start the engine and taxi away, pause for a moment and look at the airplane. Make sure the fuel caps are on, the hose is put away, and there are no objects on the ramp. Many pilots start rushing around during fueling, especially if it’s hot or there’s a line of airplanes. Resist the urge to do that and take one last look.

The rising popularity of self-serve fuel pumps is great news for pilots. It’s usually less expensive, so it’s an easy way to save money on a long trip. Beyond just savings, though, self serve pumps make cross country travel easier. You’re no longer restricted to “bank hours” when searching for fuel so you have dozens of additional options. That quiet strip of pavement in the middle of nowhere might become the perfect stop when headwinds are stronger than forecast, and you don’t have to call the FBO to verify their hours.

With a few good habits, self-serve fuel pumps are easy and reliable. In fact, I seek them out when I’m flying.

As your flight training progresses and you start flying further away from your local practice area to new airports, you’ll learn all about VFR flight plans and their role in the aviation system. This free service is designed to let someone know that you’ll be out flying for the day, your planned route of flight, and when and where you expect to land. Then in the unlikely event you have to perform an off-airport landing and are out of range of communications, rescue workers will know where to come looking for you.

In the days before computers and tablets, these were typically filed with a Flight Service Station (FSS) over the phone, and then activated in the air by calling FSS again over a dedicated radio frequency. Mobile technology has changed this though, and most pilots take advantage of the VFR flight plan functions in mobile apps like ForeFlight and Garmin Pilot, or directly on the Flight Service website (learn more about how to file a VFR Flight Plan from a variety of mobile apps here).

There’s an important change that goes into effect today related to the form used to file your VFR flight plan. You most likely have been using what’s called the FAA (or Domestic) flight plan form, which collected the essential details of your flight, including aircraft type and N#, route info and your contact information. Starting today, you’ll need to start using a new form when filing VFR flight plans, called the ICAO or International flight plan form.

ICAO stands for the International Civil Aviation Organization, and the group’s goal is to keep aviation processes and infrastructure standard across all countries in the world. Fortunately, most of the major iPad apps and online web planning services support the ICAO flight plan form as an option when submitting a flight plan, so the infrastructure is in place to make it an easy transition for you.

Looking at the ForeFlight app as an example, head over to the Flights tab and set up a sample VFR flight from your home airport to another airport. After entering the basics, tap the Proceed to File button at the bottom of the screen to load the flight plan window. Tap the “Form Type” row at the top, and switch the method from FAA/Domestic to ICAO.

After a quick glance, you’ll notice that the ICAO form requires much of the same information as the domestic form. The big difference is that the international form requests more details about your airplane’s navigation, communication, surveillance (transponder) and survival equipment in greater detail. While this may seem intimidating at first, you’ll only need to do it once when setting up your airplane’s profile in the app and it’ll be saved for future use.

Setting up your airplane profile

We’re going to continue with ForeFlight to show how this all works. Go to the More tab, select Aircraft from the options on the left, and choose one of your existing profiles. ForeFlight includes a lot of customization options here, with a mix of performance data used for flight planning, along with required data for the ICAO flight plan form. Here are the areas to focus on for now:

• General – this section should already be complete from filing previous Domestic VFR flight plans, but verify the data is correct for N#, aircraft type, color and the home airport.
• ICAO Equipment – the ICAO flight plan form is used for both IFR (instrument) and VFR flight plans, so the next few sections are really meant for IFR pilots to identify how their airplanes are equipped for ATC and navigation purposes. This really isn’t required information for VFR Flight Plans, so select your airplane’s equipment to the best of your knowledge (G for GPS, and V for VOR, for example).
• ICAO Surveillance – the upcoming ADS-B out requirement has expanded the number of transponder options and configurations available. There are 2 parts to the ICAO equipment requirement: first, identify the transponder type, and second specify the ADS-B capabilities (your CFI or flight school representative can assist here). If you’re not ADS-B out equipped, you’ll only enter one code–most likely code “C” for a Mode C transponder or code “S” for a Mode S transponder.
• ICAO Wake Category – Enter Light (L) here when aircraft weight is under 15,500 lbs.
• Performance-Based Navigation (PBN) – skip this section when setting up your aircraft for VFR flight plan purposes
• Dingy – pilots flying long distances over open water typically carry an inflatable life boat, and this is the place to enter the details when equipped.
• Emergency – enter the details of supplemental emergency equipment, including life jackets, backup radios and survival gear.

If you’re flying IFR or want to be more precise on the equipment fields, check out this article on how to determine your exact ICAO equipment, surveillance and PBN codes: How to Comply with ICAO Flight Plan Requirements.

The hard work is now done. After saving your updated aircraft profile, ForeFlight will automatically populate the flight plan form each time when filing a new VFR flight plan with the ICAO form type selected. You’ll be able to review all the details (and modify emergency equipment as necessary) each time prior to submission. After pressing File, the data is sent the same way to Flight Service, and you can open and close it using the traditional methods on using your airplane radio, telephone or in the apps.

One improvement worth pointing out is that file VFR Flight Plans now include the supplemental pilot data field in the transmission to Flight Service, which contains pilot contact information, along with the VFR flight plan to the destination facility, to reduce Search and Rescue response times.