taxi

Quiz: Test Your Taxi Techniques

Moving an aircraft on the ground is a vital phase of every flight, but airplanes don’t drive like a car. Certain care must be taken while operating around the airport. Can you answer all these taxi questions correctly?

What control input is normally required to make a standard right taxi turn?
What control input is normally required to make a standard right taxi turn?
Correct! Wrong!
Which aileron positions should a pilot generally use when taxiing in strong quartering headwinds?
Which aileron positions should a pilot generally use when taxiing in strong quartering headwinds?
Correct! Wrong!
How should the elevator be held while taxiing a tricycle-gear airplane into a quartering headwind?
How should the elevator be held while taxiing a tricycle-gear airplane into a quartering headwind?
Correct! Wrong!
What method is used when it is necessary to make sharper than normal turns?
What method is used when it is necessary to make sharper than normal turns?
Correct! Wrong!
When taxiing with strong quartering tailwinds, which aileron positions should be used?
When taxiing with strong quartering tailwinds, which aileron positions should be used?
Correct! Wrong!
Which wind condition would be most critical when taxiing a nosewheel equipped high-wing airplane?
Which wind condition would be most critical when taxiing a nosewheel equipped high-wing airplane?
Correct! Wrong!
What phenomenon needs to be considered when taxiing an aircraft with a free castering nose wheel?
What phenomenon needs to be considered when taxiing an aircraft with a free castering nose wheel?
Correct! Wrong!

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How To Taxi You got out of 7 right!

Want to learn more about avoiding wake turbulence? Check out Sporty’s Learn To Fly Course for more in depth training on this subject.

https://youtu.be/XoVoi0M7jr4

 

Friday photo: Malena Modirzadeh private pilot checkride

The moment: Private pilot checkride

The pilot: Malena Modirzadeh

The place: Asheville Regional Airport, Ashville, NC (KAVL)

The aircraft: Cessna 172S

The memory: On January 15, 2018 after an intense 4 hours of oral examination and 2 hours of flight examination, I earned my wings! This accomplishment marks the beginning of an amazing journey in aviation. I’m halfway through the challenging, but fun, instrument flying now.

Want to share your “Friday Photo” of your solo or checkride moment? Send your photo and description (using the format above) to: [email protected]

Confidence on the radio is all about listening

For me, learning how to talk on the radio was a difficult element of my training. And I know from talking to other pilots, I’m not alone. I would always put undue pressure on myself because of wanting to communicate the right way, but more than anything, I wanted to sound like the polished pros I was used to hearing on LiveATC. I rarely heard anyone fumble. And those confident airline voices always had a knack for communicating in two words what would take me five or more.

I learned at a pilot controlled field, so when we flew to the big city to practice landings at a towered field, I often fumbled my way through the communication. My flight instructor suggested that I invest in an aviation scanner and listen to other pilots in the local area. My process was to listen to the ATC transmission and then try to repeat it back. This annoyed the heck out of my roommate, but it made me much more confident when I had to fly into controlled airspace.

ATC controller

The lack of radio confidence can be just as dangerous a distraction on the flight deck as electronics or a needy passenger. It can create unnecessary barriers when planning flights or even have you thinking twice about asking for assistance so this is just as much about safety as it is enjoyment and utility.

One of the limitations I experienced while listening to a scanner was the reception range. I would consistently hear transmissions at my home airport within 5-10 miles of my location, but I wanted to reach the towered field further down the road. After talking to some local pilots, I learned a few tricks that helped to double range and my learning. Here are a few if you choose to invest in a scanner:  

  1. Location, Location, Location

Transmission reception is highly dependant upon line of sight. When we are flying at 10,000 feet, there are few obstructions that interfere with radio transmissions. But on the ground, trees, buildings, hills, power lines, etc. will affect incoming radio waves. The rule of thumb: the higher you can position the antenna, the better your range. The same receiver picking up traffic 10 miles in one direction may now reach 20 miles in all directions when elevated with unobstructed views.

  1. Bigger is better most of the time

Not all antennas are created equally. Some are tuned for specific bands while others are designed to receive a wide swath of radio signals. Most aviation antennas are the latter. The most popular antennas used for scanners are referred to as discone antennas with lots of arms radiating out in many directions and are normally mounted above the roof of your building. While this will certainly pick up more than a single wire antenna, don’t expect four times the reception distance. Location is much more important than antenna type.

  1. Minimize interference

Most avionics shops have hundreds of stories about chasing down that annoying little pulsing hum in older airplanes, only to find that the shielding on the wire used to the cigarette lighter plug wasn’t sufficient for our modern demands. Here are the top five modern conveniences that may create interference with ground based receivers:

  1. Computers, phones
  2. Fluorescent light bulbs
  3. AC/DC adapters
  4. Appliances
  5. Motors

When in doubt, try to keep your receiver and antenna away from these items.

Finally, my recommendations for ground-based antennas:

Deluxe Base Station Antenna – most popular for roof mounting. Most people are mounting this to a steel pipe and running the wire down the middle. Note: the longer the wire, the more possibility for signal loss. Try to keep the distance from antenna to receiver under 50 feet.

Thru-Glass Mobile Antenna – designed for mobile use in a vehicle. The antenna mounts to the outside of a window with an adhesive pad. The opposite side is attached inside the vehicle. This works pretty well when the glass is relatively thin and you don’t want to permanently mount something on your car. Home use is hit or miss, as double paned windows leaves a fairly large gap between the two pads.

Extension Cables – best thing you can do to improve reception is improve your location. A simple extension cable and some zip ties will do wonders for improving your current antenna’s reception capabilities.

FAA announces complex aircraft change

The complex airplane is no longer required for the Commercial or CFI single engine practical test.

As you may have heard, earlier this week the FAA announced a policy change that went into effect on Tuesday, 4/26/2018, which eliminates the mandate to use a complex airplane on the single-engine commercial and CFI airplane practical exams. The official notice and the revised Commercial ACS & CFI PTS are linked below.

Sporty’s has long held the belief that regulations requiring complex airplane time for the Commercial certificate (ASEL) are antiquated. Leading general aviation manufacturers are producing single-engine, high-performance aircraft with advanced, flight deck technology that are not equipped with retractable landing gear but are capable aircraft and many are utilized in commercial air carrier operations.

At the same time, flight training academies, universities and other flight schools are tasked with maintaining older, retractable gear aircraft often not equipped with the more sophisticated technology likely to be encountered in a pilot’s first commercial pilot job. These aircraft, which are becoming more scarce, are being maintained for the sole purpose of students being able to satisfy the current complex airplane requirement with minimal educational benefit.

It is also important to consider that many Commercial pilot graduates will complete a multiengine rating where they learn complex, multiengine operations. And the requirement to obtain an endorsement to operate a complex aircraft still remains.

Before you walk away from the complex airplane entirely, it’s important to note that the change does NOT remove the complex training requirement from the commercial certificate training requirements of 14 CFR Parts 61 & 141, it only removes the complex requirement from the practical exam. You will still need to acquire 10 hours of training in an airplane that has a retractable landing gear, flaps, and a controllable pitch propeller, or is turbine-powered.

If you are almost ready for your commercial or CFI practical exam and you have been practicing in a retractable gear airplane, you certainly can continue to use it if you choose but you are not required to use it for the test. Use the airplane in which you are most comfortable with the maneuvers and procedures.

Notice of change: https://fsims.faa.gov/PICDetail.aspx?docId=N%208900.463

Commercial Airplane Airman Certification Standards with Change 3: https://www.faa.gov/training_testing/testing/acs/media/commercial_airplane_acs.pdf

Flight Instructor Practical Test Standards with Change 6: https://www.faa.gov/training_testing/testing/test_standards/media/FAA-S-8081-6D.pdf

Video: flying a 1941 Piper J-3 Cub

The J-3 Cub has a legendary reputation among pilots – it taught thousands to fly in the 1940s, and it’s still a fun way to get in the air today. In this video, you’ll first fly in a Piper to a beautiful airport with a grass runway (the modern way to fly). Then go flying in a 1941 Cub (the classic way to fly). Oh yeah, the Cub window is open of course!

Video courtesy of Friendly Skies Film.

Friday photo: Michael Gibbs first solo flight

The moment: 20th anniversary of first solo flight

The pilot: Michael Gibbs (left)

The place: Phoenix Deer Valley Airport, Phoenix, AZ (KDVT)

The aircraft: Cessna 150

The memory: when I first soloed, on October 8th, 1978, the flight school I was attending did not do the cut-the-back-of-your-shirt-off thing for first solo flights. Over the years I felt as though I had missed out on a time-honored tradition! So, on the 20th anniversary of that first solo, I had my instrument flight instructor, Chris Shehi, help me re-create that flight—only this time with the shirt cutting!

I had a custom shirt airbrushed with an image of the C-150 I had originally soloed in (complete with tail number) and, after recreating the flight just as it had originally happened, Chris cut the back off for me.  The shirt is now framed and hanging in my home office.

Want to share your “Friday Photo” of your solo or checkride moment? Send your photo and description (using the format above) to: [email protected]