The World’s Largest Pilot Shop is celebrating April 1st with the release of these amazing new products. Developed by Sporty’s team of expert pilots, each product was hand-picked for this special day.
Sporty’s 2015 Christmas Ornament is…..
the stealth fighter. That’s right! Not since the P-51 has an airplane changed the way our military approaches air-to-air combat. This ornament portrays the stealth’s most important feature: invisible to radar.
But wait, THERE’S MORE! Act now and preorder the stealth fighter 2015 ornament and we’ll give the stealth bomber ornament, a $29.99 value, absolutely free. That’s right, two stealth ornaments – the fighter and the bomber – for only $29.99! Just pay separate processing and shipping.
The Tourniquet Kneeboard
You’re flying along and your foot falls off…WHAT DO YOU DO? Not to worry because you have this innovative new product: the tourniquet kneeboard! It’s a kneeboard and a tourniquet in one simple design! Why carry two separate devices when this amazing product can serve both purposes? Simply attach the kneeboard to your leg. If you’re suffering massive blood loss, spin the kneeboard in a clockwise direction to restrict the flow of blood through your leg.
Indestructible Tie Down Kit
Are you tired of wimpy tie downs at rural airports? Say NO to frayed ropes and permanent restraints with this indestructible tie down kit. Each kit includes a bucket, one bag of concrete mix, and a 10’ chain. They are highly portable and easily fit into the baggage compartment of a Boeing 747. Water sold separately.
The Time the FAA Got It Right
This best-selling book is hot off the press. After decades of thorough research, author and CFI Purdy Crazee compiled a comprehensive review of every time the FAA got it right. “I spent many sleepless nights sifting though years of data to make this book 100% accurate,” says Mr. Crazee. This is a limited edition printing so order now before they are gone. The paperback edition is approximately two pages in length including the cover and back cover.
Flight Instructor Reinforcement Wand
Did you ever have that student who could not perform steep turns perfectly on the first attempt? Correct this unacceptable behavior with the Flight Instructor Reinforce Wand. No more whining, no more complaining! One jolt from this wand will have them thinking twice before drifting off altitude or airspeed. Fine print: batteries sold separately. Human use prohibited.
By now you’ve probably realized that these are not real products. Happy April Fool’s Day! Care to add to our list of outrageous items?
https://media.flighttrainingcentral.com/wp-content/uploads/2015/03/05182516/faa-got-it-right.jpg19801530studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2015-04-01 10:00:332021-06-08 19:23:46Sporty’s Hot New Products for April 1st
Many “seasoned” pilots reason a new flight student arrives for their first lesson with two buckets. One holds the student’s flying experience, which is empty. The other holds the student’s flying luck, hopefully it’s full. From that point forward the student’s goal is to fill his bucket of experience before the luck bucket is empty because it is known that good decisions come from experience and applying the lessons learned from those previous experiences to the current situation. Unfortunately, too often experience is obtained as a result of bad decisions that are survived by making a withdrawal from the luck bucket.
While these notions reflect a fair amount of pragmatism, in my opinion they diminish both the role of the pilot and his instructor in addition to any additional mentors encountered in his flying career. It implies that any of us pilots who are alive today are only alive because of luck. Like most endeavors, pilots that depend on luck to keep themselves, their airplanes and their passengers in the air will someday find they have run out of airspeed, altitude, skill – and luck – simultaneously.
Now I admit to having relied on my luck bucket more than once in my flying (as well as every other) career. After one flight from Lafayette, IN to Rochester, MN I put 36 gallons of fuel in a 38 gallon tank. On another occasion the Skyhawk I was flying at 7,000 feet developed over an inch of ice on the leading edges of everything in about a minute. On a flight to Kitty Hawk I flew into a developing thunderstorm where we climbed over 2,000 feet per minute from 7,000 feet to nearly 15,000 while the throttle was at idle and the only piloting skill I was using was keeping the wings level and the airspeed around 100 knots maneuvering speed. Sure glad I wasn’t in a downdraft! Each of these “experiences” was gained by bad go/no-go decisions and I was lucky enough to deliver myself, my airplane and my passengers safely to our airport of intended landing.
Once subscribed to the “Two Bucket Hypothesis” then you must also believe that your luck bucket only has a finite amount of luck in it. If true, can we have a long rewarding flying experience while reserving our luck for riskier enterprises – like finding our spouse? I believe we can by making sure ourselves, our airplane and the atmosphere is ready for the flight.
Ourselves – are we ready to make the planned flight? Are we healthy, prepared and certified for the trip? A cramped, stuffy cockpit on a hot ramp or in rough air is no place to be nursing a cold, stomach virus, headache or that dreadful combination of a hangover. Have we acquired the necessary skills to complete the flight and are you ready to use them? Practicing seldom used skills is a great way to maintain proficiency and provides an excuse to go flying (like we need an excuse). On every flight I like to try my hand at some skill like spot landing, simulating an engine out, no flap landings or navigating a leg by pilotage or dead reckoning. It can be too easy to take off, turn on George (old pilot’s slang for auto-pilot) and sit back letting the equipment do the work – until one day it doesn’t. It pays to be ready.
Airplane – is our airplane ready for the flight? You have probably checked to make sure the airworthiness certificate and registration is there along with the POH and weight and balance. Those documents are important and a lack thereof will keep you on the ground but there is nothing about pieces of paper that will keep you flying once you are aloft. A thorough physical preflight is a must. Occasionally get out the POH. Make sure your preflight inspection hasn’t somehow been abbreviated over time. If you find a squawk, make sure it is resolved.
Putting air in tires covered by wheel fairings can be a pain, but landing with a flat – at a commercial airport – requiring shutting down the runway – and a tow – and a large service charge – plus being the subject of an NTSB report saying something like “incident occurred as a result of pilot preforming an inadequate preflight inspection” is a much bigger pain. Using checklists for each phase of flight is a good idea and the preflight inspection is a good place to begin that practice.
Atmosphere – is it conducive to completing the flight? Is it VFR, not only at your destination but along the route? There is no such thing as an “all weather” airplane (OK those P-3s the hurricane hunters use are close).
Even the airlines will throw in the towel cancelling flights because of weather. And those airplanes have professional crews, an abundance of power, high wing loading, anti-ice, and tactical weather systems on board. Be prepared to make a no-go decision and stick with it. Do not allow others (or yourself) to talk you into a flight that proposes unacceptable risks due to the weather. Check winds aloft. How will the winds effect groundspeed? Do you have enough gas? Will your trip require an extra stop? If so, have you checked out the conditions at that intermediate airport? Will its FBO be open? Do they have self-serve fuel? Is it working?
Years ago we had a plethora of flight service stations with knowledgeable technicians to answer these questions for us. Now, although a version of flight service still exists, apps such as Fore Flight puts much of this info literally at our fingertips as we swipe our iPads. Teamed with a GPS receiver your groundspeed and time to destination is constantly computed leaving little reason to ever come up short on fuel.
On your next flight make sure yourself, your airplane and the weather is conducive to safely completing it so won’t waste any luck on something over which you have control. You want to have plenty of luck left some day when you might need it to keep the airplane flying in a dire situation – or win the lottery.
https://media.flighttrainingcentral.com/wp-content/uploads/2015/03/05182538/buckets-two.jpg306349studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2015-03-13 10:00:012021-06-08 19:23:46The two bucket theory
Part of the sweeping regulatory changes in the aftermath of the tragic accident near Buffalo, New York, involving a Colgan Air Bombardier Q400, are requirements for the new Airline Transport Pilot (ATP) certification. The FAA released the final rule for pilot certification and qualification requirements for air carrier operations, commonly referred to as the “1,500-hour rule,” in July 2013. First and foremost, to be eligible to serve as a crew member in a Part 121 Air Carrier (airline) operation, every pilot must now possess an ATP. While the experience and certification requirement for the ATP is vastly different on paper from the Commercial certificate and 250 hours previously required to be a first officer, it does NOT represent nearly as dramatic a change in practice.
Pilot hiring has always been market driven, and historically, pilots have been required to possess minimum experience at least close to the ATP requirements to be competitive for pilot positions. While exceptions exist for every rule, pilots generally have been expected to possess anywhere from 1,000 to 1,500 hours of total time and 50 to 100 hours of multiengine time to be marketable to the airlines. This requirement has not changed essentially in the new rule. The more dramatic changes in the new rule are the additional requirements that first officers possess a type rating for their aircraft and that captains have at least 1,000 hours of airline experience.
R-ATP allows pilots to serve as FOs.
The new rule also creates the Restricted ATP (R-ATP) qualification, allowing a pilot to serve as an airline first officer before reaching the necessary 1,500 hours for a full, unrestricted ATP. The R-ATP requires that the pilot be 21 years of age and successfully complete a checkride; in lieu of the minimum hours, it offers credit for specified education and training, thereby acknowledging that specialized, quality training can be an effective substitute for total experience. The options for R-ATP minimum experience are:
750 hours of total pilot time for military pilots
1,000 hours for graduates holding a bachelor’s degree with an aviation major from an approved school
1,250 hours for graduates holding an associate degree with an aviation major from an approved school
For each of these R-ATP options, the majority of total flight experience must have been obtained while enrolled in the specified programs. It is worth noting that simply graduating from a two-year or four-year aviation program does not automatically grant eligibility for the R-ATP. Each school that desires to certify its graduates for the R-ATP must apply for and receive approval from the FAA and must meet criteria outlined in Advisory Circular 61-139.
R-ATP is a good option for flight instructors who may not possess 500 hours cross-country experience.
A separate category of pilots includes those who may possess the 1,500 hours of total pilot time required for a full ATP but fall short of the requisite 500 hours of cross-country experience (e.g. flight instructors). These pilots, who also have at least 200 hours of cross-country time and otherwise meet ATP experience requirements, are also eligible to apply for the R-ATP.
When transitioning to an unrestricted ATP, an FAA inspector can remove R-ATP limitations and issue a full ATP with paperwork only. The applicant must present evidence that he has met the ATP age requirement (23) and the aeronautical experience requirements of § 61.155. The applicant then must complete section III – Record of Pilot Time, on FAA Form 8710-1, Airman Certificate and/or Rating Application Supplemental Information and Instructions, to be issued the unrestricted ATP.
FAA only recently began granting institutional authority to certify for R-ATP. A complete list of approved schools is available at https://www.faa.gov/pilots/training/atp/media/Institutional_Authority_List.pdf. Given the recency of the rule and approval of schools, there exists a population of pilots who have graduated from programs prior to FAA approval and the ability to certify for R-ATP. Unless the school takes steps to include this group in its approval or by other means, it’s conceivable some may not technically meet eligibility requirements – even if having graduated and followed the exact curriculum.
ATP-CTP requires training in a full motion flight simulator.
Also included in new ATP certification rules is the requirement to complete an FAA-approved Airline Transport Pilot Certification Training Program (ATP-CTP) prior to taking the FAA written exam for multiengine ATP. ATP-CTP is a 40 hour course – 30 hours of ground school and 10 hours of simulator training – intended to prepare the applicant to operate safely in those operations which require an ATP. Of the 10 hours of simulator training, six (6) hours must be completed in a Level C or higher full flight simulator that represents a multiengine, turbine airplane with a maximum takeoff weight of at least 40,000 pounds, rendering many corporate aircraft ineligible.
The ATP CTP serves as a prerequisite for the multiengine ATP written exam and includes training in:
Aerodynamics,
Automation,
Adverse weather conditions,
Air carrier operations,
Transport airplane performance,
Professionalism, and
Leadership and development.
ATP-CTP training may be included in some airline new-hire programs.
As of August 1, 2014, all persons applying for the ATP knowledge test are required to present a graduation certificate certifying the completion of an ATP-CTP before taking the written test. For written tests taken before August 1, 2014, those test results still remain valid for 24 calendar months. Written tests for multiengine ATP taken after July 31, 2014 are valid for 60 calendar months. The ATP-CTP graduation certificate itself does not expire so there is no penalty and no harm in taking the ATP-CTP anytime that is convenient.
Single-engine ATP does NOT require the ATP-CTP course, but does require a separate single-engine ATP written exam. Previously held exceptions for taking the ATP practical exam with expired written test results still hold true as provided in § 61.39(b) and (c) which relate to crewmembers of Part 121, 125 or 135 operators or certain foreign pilot license holders.
The movement in the industry appears to be that many regional airline training departments will be creating ATP-CTP courses and seeking FAA approval indicating that completion of the ATP-CTP requirement may be accomplished in large part, as part of the hiring or on-boarding process of some regional airlines.
As you can see, there have been some dramatic changes in certification and the cost of the ATP written for multiengine has essentially gone from $150 to something north of $4,500 factoring in the costs of ATP-CTP. But practical experience requirements to fly as an airline pilot remain nearly the same. It’s much too early to see what effects the changes in certification may have on safety, but if you are in the category of having passed the ATP written exam prior to the ATP-CTP mandate, keep a close eye on those written test results and make sure you’ve earned the ATP before expiration. And if you’re a collegiate aviation program graduate, ensure your institution had received institutional approval for R-ATP and if not, engage your school to determine where they may be in the process.
https://media.flighttrainingcentral.com/wp-content/uploads/2015/03/05182539/airplane-landing.jpg410615studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2015-03-04 10:00:522023-04-24 11:26:07New ATP Certification Requirements: A Pilot’s Guide
Recently, the FAA formally announced that they would be removing a number of test questions from the Private Pilot Knowledge Test. These test questions involved topics such ADF/NDB and Medevac. They also involved a number of weather related questions concerning Radar Summary Charts, EFAS (En Route Flight Advisory Service), and TWEBs (Transcribed Weather Broadcast).
Of the weather topics, the Radar Summary Chart and TWEB products have been essentially eliminated in the Continental United States. Alaska still has TWEB products as of this writing.
This notice from the FAA got me thinking about these and some other weather products that have gone away in the last few years and what has come along to serve the same or a similar purpose. I’ll touch on the TWEB and Radar Summary Chart in this post and perhaps touch on some others in a future post.
TWEB
TWEBs existed when I started flying many years ago and I’ve known about them from that early time. As a pilot and a flight instructor, I can’t recall ever listening to one over all of those years. I would generally just speak to a Flight Service or EFAS briefer instead.
TWEBs were designed to be a prerecorded location or route briefing. These recordings would be broadcast over NDB or VOR facilities and you could tune in to listen to the message. Some TWEB stations allowed you to call in via the telephone as well to listen to the recording. The broadcast would include general weather information along with hazards, local METARs, and a forecast for the respective area.
To be useful, you needed to be flying the route specified or flying a local flight at the particular location.
If you were really a glutton for punishment, the National Weather Service (NWS) also prepared a text version of the TWEB complete with lots of abbreviations for your viewing pleasure.
249 TWEB 251402 KISN-KMOT-KGFK. ALL HGTS AGL XCP TOPS. KISN-50NM E KISN TIL 00Z P6SM SKC… AFT 00Z P6SM SCT050 LCL P6SM -TSRA BKN050. 50NM E KISN-KDVL TIL 20Z P6SM SCT070… AFT 20Z P6SM SCT070 LCL SFC WNDS VRB35G45KT 3-5SM TSRA CIGS OVC030-040. KDVL-KGFK TIL 16Z P6SM SCT-BKN020 AREAS 3-5SM BR… AFT 16Z P6SM SCT040.
Self-briefings through DUAT and later Lockheed Martin Flight Service’s website (let alone a call to Flight Service) allow you to get the same information but specific to your own route. In-flight use of EFAS (Flight Watch) along with satellite and ground based weather downlink/uplink have eliminated much of the need for this prerecorded product. Additionally, the consolidation of the many FSS stations under LM FSS has made this product more difficult to keep up to date even if there hadn’t been suitable replacements.
Radar Summary Chart
The Radar Summary Chart was a great product back in its day. It was one of the few products that would give you an indication of the weather between reporting stations. It would provide information on the height of the precipitation along with the intensity of storm cells and their general speed and direction of movement. It contained a great deal of information that you need as a pilot.
Back in the days before the Internet and smart phones with live radar, this was great information in a relatively compact product that could be received by teletype and later via FAX machine. Black and images with contours for intensity told you much of what you needed to know.
There were a number of issues with the Radar Summary Chart but if you understood them, you could deal with them. First, the chart only came out once per hour. This meant that the information displayed could be out of date, especially with fast moving thunderstorm cells. People complain that the Nexrad information being supplied to our cockpits isn’t real time but compared to the Radar Summary Chart, a 10-15 minute data delay is amazingly close.
Nowadays, one would think that the radar data shown in the Radar Summary Chart would be a digital transfer from live radar screens composited onto a single chart. In its latter years this may have been the case, but for most of the life of this product it was actually compiled from a textual radar product known as a Radar Weather Report or RAREP. RAREPs were and still are an ugly product. They are tough to interpret without plotting them which is what the Radar Summary Chart did.
Here is a RAREP from today as I write this post (there is snow heading this way):
CLE 1935 AREA 8SW+ 262/20 108/11 27W
AUTO
^ML13 NL2
ILN 1935 AREA 6SW+ 272/19 116/10 30W
AUTO
^MM3 NM2
OHX 1935 AREA 2SW++ 273/125 137/110 153W
left: 30px;”>AUTO
The NWS does have a color replacement product but it does seem to be missing some of the elements of the old chart. The new product appears to come out every half hour which is an improvement and it does show more intensity levels through color than the old. One important thing that it does not show is whether an area is blank because there are no echos or because there is no information (ie: equipment failure). Also missing is an indication of the precipitation type that was found on the old chart. Cell movement appears to be there but the symbology has changed from arrows to pennants.
In addition, nearly live radar with motion and color intensity are available from a number of resources. Most of these products unfortunately do not include precipitation height which can be an important indicator to those of us who fly. You also need to be fully aware of any limitations that the bright and shiny color radar display may have. You may not want to stake your life on the latest free app that all of your ground-bound friends are using.
Conclusion
For many years, change in aviation was a slow process and it really still is, but change does come and we all need to keep up. TWEBs and the black and white Radar Summary Chart both had their day. Now, they are moving on to make way for bigger and brighter things. Enjoy the ride!
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New Content and Improved Functionality Deliver Even More Value
Nearly four hours of new high-definition video content have been added along with improved features for the popular written test prep application in the latest version release of Sporty’s Learn to Fly Course.
New video content includes training in cross-country flight operations that focuses on airspace, chart interpretation, planning, and detailed weather analysis that takes advantage of the latest products and technology available from the Aviation Weather Center and Lockheed Martin Flight Service. Real-world cross-country scenarios examine pilotage and dead reckoning while also incorporating GPS and modern iPad EFB applications. For those transitioning to night flying, you’ll also appreciate new tips and techniques. Supplemented with new graphics and 3D animations that offer incredible detail, these new segments are sure to provide student pilots with information relevant to modern technology and the current training environment.
Additionally, Sporty’s is pleased to introduce on-screen Meteorologist Scott Dimmich in this latest version. Scott’s extensive television experience, weather expertise and vast aviation knowledge really shines as he discusses advanced weather theory and frontal weather as it relates to cross-country flying.
Sporty’s has also improved functionality within the written test prep function of the course allowing users to more easily take advantage of the popular feature that allows the written exam endorsement to be earned directly from the course. Test prep allows customized study sessions and simulated exams to be created with access to plain English explanations written by Sporty’s instructional team.
A detailed history of learning sessions is available anytime within customized Progress Reports for further review and to help measure progress. Study achievements can even be shared with friends, fellow pilots and flight instructors.
At each login, online and App users continue to gain access to brand new content at no additional charge. Sporty’s is regularly updating and refining video content, adding graphics and enhancing test preparation. Users are guaranteed to pass their written, oral and flight tests and can even receive their written exam endorsement right from the course.
Maybe it was skirting the edge of that Class B airspace or inadvertently overflying a college football stadium within an hour of kick off. The event was over as fast as it began. You’re quick to dismiss what seemed the innocuous event as there was no observed traffic within sight and you didn’t hear a word about it on the local approach frequency – no harm, no foul. But weeks, if not months later, you receive the dreaded letter that no pilot wants to receive. You’re the subject of an FAA investigation. Now what?
The letter is from an FAA Safety Inspector based at your local Flight Standards District Office (FSDO). He states the purpose of the letter, description of the particular event, and as required, informs you that you’re the subject of an investigation. It’s worth noting that I count among my closest friends in aviation, FAA Safety Inspectors. They are pilots just like us – flight instructors, aircraft owners and students with similar backgrounds and a passion for aviation that unites us. That being said, FAA Safety Inspectors have a job to do which is primarily to protect the general public. And in that capacity, they are bound to investigate suspected FAR violations.
Your first response to such an inquiry can be significant in the course of action an Inspector may choose; however, it’s always advisable to seek some level of counsel ahead of providing an official response. In these cases, having the resources available of a program such as the AOPA Legal Services will more than pay for itself. It would also be advisable to file a report, within 10 days of the event, with the Aviation Safety Reporting System (ASRS). This report is also known as a NASA Report, and should be filed any time you are involved or witness an event with significant safety implications – including a potential violation.
The Aviation Safety Reporting System (ASRS)
The ASRS was established in 1975 under an agreement between the FAA and NASA by which the FAA provides most of the funding for the program and NASA serves as the independent administrator. As administrator, NASA collects, analyzes, and responds to the voluntarily submitted safety incident reports which can be submitted by pilots, controllers, flight attendants, mechanics, ground personnel and anyone involved in aviation operations.
The reports are used to describe safety related matters and, in turn, identify deficiencies and discrepancies to support policy formulation and planning and ultimately make the aviation system better. Reports can be submitted online at asrs.arc.nasa.gov.
When a report is received it is de-identified before being entered into the incident database. During this process, personal and organizational names are removed and dates, times, and related information are generalized or eliminated. The most important aspect of the program is that proof of report submission can be used for sanction (not enforcement) immunity.
Yes, by regulation, FAA will not use ASRS information in enforcement actions (14 CFR 91.25). Fines and penalties are waived for unintentional violations of federal aviation statutes and regulations. Notable limitation of the immunity are:
Does not extend to reports of accidents or criminal activity
Alleged violation must be inadvertent
Cannot be criminal in nature or involve an accident
Reporter must not have had violation within five (5) years
ASRS report must be submitted within 10 days.
Enforcement Actions
Inspectors are empowered with a great deal of discretion and latitude in resolving suspected violations and factors that may be considered are
the nature of violation (inadvertent or deliberate)
level of experience and responsibility
attitude of the suspected violator
hazard to safety of others
action taken by employer of other authority
length of time since a previous violation
need for a special deterrent
presence of any factors involving national interest.
Enforcement actions at the disposal of your local Inspector include an administrative action, reexamination, certificate action, revocation or suspension, civil penalty (typically for organizations) or criminal action.
Administrative actions are used for minor violations which are found not to be deliberate or significantly unsafe and do NOT show lack of competency. The administrative action can take the form of a warning notice or letter of correction. The letter of correction includes the provision that the pilot has taken or will take corrective or preventive action (e.g. remedial training.) Administrative actions remain on your official airman record for two (2) years.
The reexamination option is technically not an enforcement action although it essentially serves the same purpose. You’ll often here the reexamination process described as a “709 ride” which refers to the U.S. code granting the authority of the FAA to take such action. The reexamination can occur anytime reasonable ground exists but generally would occur after an accident, incident or suspected FAR violation according the Inspector’s Handbook. It’s worth noting that the reexaminations have a very low failure rate and if successful, result in no official airman record.
Certificate suspension or revocations are reserved for serious FAR violations indicative of lack of technical proficiency or qualification deemed too serious to remedy through reexamination or administrative action.
Of course, as pilots, we would much prefer, and should strive to avoid the FAA investigative or enforcement process. But we’re all human and mistakes can be made so an important point is that the process is generally fair and can even be a positive, productive learning experience. Remember, if in doubt to the proper response of an FAA investigation, or if concerns exist as to the ramifications of an enforcement action, always take the time to seek out expert advice.
Safe flying!
https://media.flighttrainingcentral.com/wp-content/uploads/2015/02/05182549/FAA-Ramp-Check.jpg359478studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2015-02-09 12:32:242021-06-08 19:23:46FAA Enforcement & the Aviation Safety Reporting System
Sporty’s Hot New Products for April 1st
/in Having fun/by StudentpltnewsEditor’s Note: Happy April Fools’ Day.
The World’s Largest Pilot Shop is celebrating April 1st with the release of these amazing new products. Developed by Sporty’s team of expert pilots, each product was hand-picked for this special day.
Sporty’s 2015 Christmas Ornament is…..
the stealth fighter. That’s right! Not since the P-51 has an airplane changed the way our military approaches air-to-air combat. This ornament portrays the stealth’s most important feature: invisible to radar.
But wait, THERE’S MORE! Act now and preorder the stealth fighter 2015 ornament and we’ll give the stealth bomber ornament, a $29.99 value, absolutely free. That’s right, two stealth ornaments – the fighter and the bomber – for only $29.99! Just pay separate processing and shipping.
The Tourniquet Kneeboard
You’re flying along and your foot falls off…WHAT DO YOU DO? Not to worry because you have this innovative new product: the tourniquet kneeboard! It’s a kneeboard and a tourniquet in one simple design! Why carry two separate devices when this amazing product can serve both purposes? Simply attach the kneeboard to your leg. If you’re suffering massive blood loss, spin the kneeboard in a clockwise direction to restrict the flow of blood through your leg.
Indestructible Tie Down Kit
Are you tired of wimpy tie downs at rural airports? Say NO to frayed ropes and permanent restraints with this indestructible tie down kit. Each kit includes a bucket, one bag of concrete mix, and a 10’ chain. They are highly portable and easily fit into the baggage compartment of a Boeing 747. Water sold separately.
The Time the FAA Got It Right
This best-selling book is hot off the press. After decades of thorough research, author and CFI Purdy Crazee compiled a comprehensive review of every time the FAA got it right. “I spent many sleepless nights sifting though years of data to make this book 100% accurate,” says Mr. Crazee. This is a limited edition printing so order now before they are gone. The paperback edition is approximately two pages in length including the cover and back cover.
Flight Instructor Reinforcement Wand
Did you ever have that student who could not perform steep turns perfectly on the first attempt? Correct this unacceptable behavior with the Flight Instructor Reinforce Wand. No more whining, no more complaining! One jolt from this wand will have them thinking twice before drifting off altitude or airspeed. Fine print: batteries sold separately. Human use prohibited.
By now you’ve probably realized that these are not real products. Happy April Fool’s Day! Care to add to our list of outrageous items?
The two bucket theory
/in Personal stories, Tips and technique/by StudentpltnewsWhile these notions reflect a fair amount of pragmatism, in my opinion they diminish both the role of the pilot and his instructor in addition to any additional mentors encountered in his flying career. It implies that any of us pilots who are alive today are only alive because of luck. Like most endeavors, pilots that depend on luck to keep themselves, their airplanes and their passengers in the air will someday find they have run out of airspeed, altitude, skill – and luck – simultaneously.
Once subscribed to the “Two Bucket Hypothesis” then you must also believe that your luck bucket only has a finite amount of luck in it. If true, can we have a long rewarding flying experience while reserving our luck for riskier enterprises – like finding our spouse? I believe we can by making sure ourselves, our airplane and the atmosphere is ready for the flight.
Putting air in tires covered by wheel fairings can be a pain, but landing with a flat – at a commercial airport – requiring shutting down the runway – and a tow – and a large service charge – plus being the subject of an NTSB report saying something like “incident occurred as a result of pilot preforming an inadequate preflight inspection” is a much bigger pain. Using checklists for each phase of flight is a good idea and the preflight inspection is a good place to begin that practice.
Even the airlines will throw in the towel cancelling flights because of weather. And those airplanes have professional crews, an abundance of power, high wing loading, anti-ice, and tactical weather systems on board. Be prepared to make a no-go decision and stick with it. Do not allow others (or yourself) to talk you into a flight that proposes unacceptable risks due to the weather. Check winds aloft. How will the winds effect groundspeed? Do you have enough gas? Will your trip require an extra stop? If so, have you checked out the conditions at that intermediate airport? Will its FBO be open? Do they have self-serve fuel? Is it working?
Years ago we had a plethora of flight service stations with knowledgeable technicians to answer these questions for us. Now, although a version of flight service still exists, apps such as Fore Flight puts much of this info literally at our fingertips as we swipe our iPads. Teamed with a GPS receiver your groundspeed and time to destination is constantly computed leaving little reason to ever come up short on fuel.
On your next flight make sure yourself, your airplane and the weather is conducive to safely completing it so won’t waste any luck on something over which you have control. You want to have plenty of luck left some day when you might need it to keep the airplane flying in a dire situation – or win the lottery.
New ATP Certification Requirements: A Pilot’s Guide
/in Career, Regulations/by StudentpltnewsPart of the sweeping regulatory changes in the aftermath of the tragic accident near Buffalo, New York, involving a Colgan Air Bombardier Q400, are requirements for the new Airline Transport Pilot (ATP) certification. The FAA released the final rule for pilot certification and qualification requirements for air carrier operations, commonly referred to as the “1,500-hour rule,” in July 2013. First and foremost, to be eligible to serve as a crew member in a Part 121 Air Carrier (airline) operation, every pilot must now possess an ATP. While the experience and certification requirement for the ATP is vastly different on paper from the Commercial certificate and 250 hours previously required to be a first officer, it does NOT represent nearly as dramatic a change in practice.
Pilot hiring has always been market driven, and historically, pilots have been required to possess minimum experience at least close to the ATP requirements to be competitive for pilot positions. While exceptions exist for every rule, pilots generally have been expected to possess anywhere from 1,000 to 1,500 hours of total time and 50 to 100 hours of multiengine time to be marketable to the airlines. This requirement has not changed essentially in the new rule. The more dramatic changes in the new rule are the additional requirements that first officers possess a type rating for their aircraft and that captains have at least 1,000 hours of airline experience.
The new rule also creates the Restricted ATP (R-ATP) qualification, allowing a pilot to serve as an airline first officer before reaching the necessary 1,500 hours for a full, unrestricted ATP. The R-ATP requires that the pilot be 21 years of age and successfully complete a checkride; in lieu of the minimum hours, it offers credit for specified education and training, thereby acknowledging that specialized, quality training can be an effective substitute for total experience. The options for R-ATP minimum experience are:
For each of these R-ATP options, the majority of total flight experience must have been obtained while enrolled in the specified programs. It is worth noting that simply graduating from a two-year or four-year aviation program does not automatically grant eligibility for the R-ATP. Each school that desires to certify its graduates for the R-ATP must apply for and receive approval from the FAA and must meet criteria outlined in Advisory Circular 61-139.
A separate category of pilots includes those who may possess the 1,500 hours of total pilot time required for a full ATP but fall short of the requisite 500 hours of cross-country experience (e.g. flight instructors). These pilots, who also have at least 200 hours of cross-country time and otherwise meet ATP experience requirements, are also eligible to apply for the R-ATP.
When transitioning to an unrestricted ATP, an FAA inspector can remove R-ATP limitations and issue a full ATP with paperwork only. The applicant must present evidence that he has met the ATP age requirement (23) and the aeronautical experience requirements of § 61.155. The applicant then must complete section III – Record of Pilot Time, on FAA Form 8710-1, Airman Certificate and/or Rating Application Supplemental Information and Instructions, to be issued the unrestricted ATP.
FAA only recently began granting institutional authority to certify for R-ATP. A complete list of approved schools is available at https://www.faa.gov/pilots/training/atp/media/Institutional_Authority_List.pdf. Given the recency of the rule and approval of schools, there exists a population of pilots who have graduated from programs prior to FAA approval and the ability to certify for R-ATP. Unless the school takes steps to include this group in its approval or by other means, it’s conceivable some may not technically meet eligibility requirements – even if having graduated and followed the exact curriculum.
Also included in new ATP certification rules is the requirement to complete an FAA-approved Airline Transport Pilot Certification Training Program (ATP-CTP) prior to taking the FAA written exam for multiengine ATP. ATP-CTP is a 40 hour course – 30 hours of ground school and 10 hours of simulator training – intended to prepare the applicant to operate safely in those operations which require an ATP. Of the 10 hours of simulator training, six (6) hours must be completed in a Level C or higher full flight simulator that represents a multiengine, turbine airplane with a maximum takeoff weight of at least 40,000 pounds, rendering many corporate aircraft ineligible.
The ATP CTP serves as a prerequisite for the multiengine ATP written exam and includes training in:
As of August 1, 2014, all persons applying for the ATP knowledge test are required to present a graduation certificate certifying the completion of an ATP-CTP before taking the written test. For written tests taken before August 1, 2014, those test results still remain valid for 24 calendar months. Written tests for multiengine ATP taken after July 31, 2014 are valid for 60 calendar months. The ATP-CTP graduation certificate itself does not expire so there is no penalty and no harm in taking the ATP-CTP anytime that is convenient.
Single-engine ATP does NOT require the ATP-CTP course, but does require a separate single-engine ATP written exam. Previously held exceptions for taking the ATP practical exam with expired written test results still hold true as provided in § 61.39(b) and (c) which relate to crewmembers of Part 121, 125 or 135 operators or certain foreign pilot license holders.
To date, very few approvals for ATP-CTP have been issued. Sporty’s training partner, ABX Air, in Wilmington, Ohio, was one of the first outside of Embry Riddle Aeronautical University. A list of eligible providers is available at https://www.faa.gov/pilots/training/atp/media/ATP_CTP_Providers.pdf.
The movement in the industry appears to be that many regional airline training departments will be creating ATP-CTP courses and seeking FAA approval indicating that completion of the ATP-CTP requirement may be accomplished in large part, as part of the hiring or on-boarding process of some regional airlines.
As you can see, there have been some dramatic changes in certification and the cost of the ATP written for multiengine has essentially gone from $150 to something north of $4,500 factoring in the costs of ATP-CTP. But practical experience requirements to fly as an airline pilot remain nearly the same. It’s much too early to see what effects the changes in certification may have on safety, but if you are in the category of having passed the ATP written exam prior to the ATP-CTP mandate, keep a close eye on those written test results and make sure you’ve earned the ATP before expiration. And if you’re a collegiate aviation program graduate, ensure your institution had received institutional approval for R-ATP and if not, engage your school to determine where they may be in the process.
For additional information, FAA resources are available at https://www.faa.gov/pilots/training/atp/.
Out with the Old, In with the New
/in Tips and technique/by StudentpltnewsRecently, the FAA formally announced that they would be removing a number of test questions from the Private Pilot Knowledge Test. These test questions involved topics such ADF/NDB and Medevac. They also involved a number of weather related questions concerning Radar Summary Charts, EFAS (En Route Flight Advisory Service), and TWEBs (Transcribed Weather Broadcast).
Of the weather topics, the Radar Summary Chart and TWEB products have been essentially eliminated in the Continental United States. Alaska still has TWEB products as of this writing.
This notice from the FAA got me thinking about these and some other weather products that have gone away in the last few years and what has come along to serve the same or a similar purpose. I’ll touch on the TWEB and Radar Summary Chart in this post and perhaps touch on some others in a future post.
TWEB
TWEBs existed when I started flying many years ago and I’ve known about them from that early time. As a pilot and a flight instructor, I can’t recall ever listening to one over all of those years. I would generally just speak to a Flight Service or EFAS briefer instead.
TWEBs were designed to be a prerecorded location or route briefing. These recordings would be broadcast over NDB or VOR facilities and you could tune in to listen to the message. Some TWEB stations allowed you to call in via the telephone as well to listen to the recording. The broadcast would include general weather information along with hazards, local METARs, and a forecast for the respective area.
To be useful, you needed to be flying the route specified or flying a local flight at the particular location.
If you were really a glutton for punishment, the National Weather Service (NWS) also prepared a text version of the TWEB complete with lots of abbreviations for your viewing pleasure.
249 TWEB 251402 KISN-KMOT-KGFK. ALL HGTS AGL XCP TOPS. KISN-50NM E KISN TIL 00Z P6SM SKC… AFT 00Z P6SM SCT050 LCL P6SM -TSRA BKN050. 50NM E KISN-KDVL TIL 20Z P6SM SCT070… AFT 20Z P6SM SCT070 LCL SFC WNDS VRB35G45KT 3-5SM TSRA CIGS OVC030-040. KDVL-KGFK TIL 16Z P6SM SCT-BKN020 AREAS 3-5SM BR… AFT 16Z P6SM SCT040.
Self-briefings through DUAT and later Lockheed Martin Flight Service’s website (let alone a call to Flight Service) allow you to get the same information but specific to your own route. In-flight use of EFAS (Flight Watch) along with satellite and ground based weather downlink/uplink have eliminated much of the need for this prerecorded product. Additionally, the consolidation of the many FSS stations under LM FSS has made this product more difficult to keep up to date even if there hadn’t been suitable replacements.
Radar Summary Chart
The Radar Summary Chart was a great product back in its day. It was one of the few products that would give you an indication of the weather between reporting stations. It would provide information on the height of the precipitation along with the intensity of storm cells and their general speed and direction of movement. It contained a great deal of information that you need as a pilot.
There were a number of issues with the Radar Summary Chart but if you understood them, you could deal with them. First, the chart only came out once per hour. This meant that the information displayed could be out of date, especially with fast moving thunderstorm cells. People complain that the Nexrad information being supplied to our cockpits isn’t real time but compared to the Radar Summary Chart, a 10-15 minute data delay is amazingly close.
Nowadays, one would think that the radar data shown in the Radar Summary Chart would be a digital transfer from live radar screens composited onto a single chart. In its latter years this may have been the case, but for most of the life of this product it was actually compiled from a textual radar product known as a Radar Weather Report or RAREP. RAREPs were and still are an ugly product. They are tough to interpret without plotting them which is what the Radar Summary Chart did.
Here is a RAREP from today as I write this post (there is snow heading this way):
CLE 1935 AREA 8SW+ 262/20 108/11 27W
AUTO
^ML13 NL2
ILN 1935 AREA 6SW+ 272/19 116/10 30W
AUTO
^MM3 NM2
OHX 1935 AREA 2SW++ 273/125 137/110 153W
left: 30px;”>AUTO
^LL41 MI1 ML31 NI1111 NO11 OL111111 PI1111 QI111121
The black and white Radar Summary Chart saw its last transmission from the NWS back in June, 2013. The FAA released a new computer testing supplement for the Sport, Recreational, and Private tests later that year with the old chart still a part of the test. Thankfully, as of February 9th, 2015, it is no longer on the test.
In addition, nearly live radar with motion and color intensity are available from a number of resources. Most of these products unfortunately do not include precipitation height which can be an important indicator to those of us who fly. You also need to be fully aware of any limitations that the bright and shiny color radar display may have. You may not want to stake your life on the latest free app that all of your ground-bound friends are using.
Conclusion
For many years, change in aviation was a slow process and it really still is, but change does come and we all need to keep up. TWEBs and the black and white Radar Summary Chart both had their day. Now, they are moving on to make way for bigger and brighter things. Enjoy the ride!
Sporty’s Releases Updated Learn to Fly Course
/in Get Started/by StudentpltnewsNew Content and Improved Functionality Deliver Even More Value
New video content includes training in cross-country flight operations that focuses on airspace, chart interpretation, planning, and detailed weather analysis that takes advantage of the latest products and technology available from the Aviation Weather Center and Lockheed Martin Flight Service. Real-world cross-country scenarios examine pilotage and dead reckoning while also incorporating GPS and modern iPad EFB applications. For those transitioning to night flying, you’ll also appreciate new tips and techniques. Supplemented with new graphics and 3D animations that offer incredible detail, these new segments are sure to provide student pilots with information relevant to modern technology and the current training environment.
Sporty’s has also improved functionality within the written test prep function of the course allowing users to more easily take advantage of the popular feature that allows the written exam endorsement to be earned directly from the course. Test prep allows customized study sessions and simulated exams to be created with access to plain English explanations written by Sporty’s instructional team.
At each login, online and App users continue to gain access to brand new content at no additional charge. Sporty’s is regularly updating and refining video content, adding graphics and enhancing test preparation. Users are guaranteed to pass their written, oral and flight tests and can even receive their written exam endorsement right from the course.
Sporty’s online Learn to Fly Course or Learn to Fly App is available for just $199.
FAA Enforcement & the Aviation Safety Reporting System
/in Regulations, Tips and technique/by StudentpltnewsMaybe it was skirting the edge of that Class B airspace or inadvertently overflying a college football stadium within an hour of kick off. The event was over as fast as it began. You’re quick to dismiss what seemed the innocuous event as there was no observed traffic within sight and you didn’t hear a word about it on the local approach frequency – no harm, no foul. But weeks, if not months later, you receive the dreaded letter that no pilot wants to receive. You’re the subject of an FAA investigation. Now what?
Your first response to such an inquiry can be significant in the course of action an Inspector may choose; however, it’s always advisable to seek some level of counsel ahead of providing an official response. In these cases, having the resources available of a program such as the AOPA Legal Services will more than pay for itself. It would also be advisable to file a report, within 10 days of the event, with the Aviation Safety Reporting System (ASRS). This report is also known as a NASA Report, and should be filed any time you are involved or witness an event with significant safety implications – including a potential violation.
The Aviation Safety Reporting System (ASRS)
The reports are used to describe safety related matters and, in turn, identify deficiencies and discrepancies to support policy formulation and planning and ultimately make the aviation system better. Reports can be submitted online at asrs.arc.nasa.gov.
When a report is received it is de-identified before being entered into the incident database. During this process, personal and organizational names are removed and dates, times, and related information are generalized or eliminated. The most important aspect of the program is that proof of report submission can be used for sanction (not enforcement) immunity.
Yes, by regulation, FAA will not use ASRS information in enforcement actions (14 CFR 91.25). Fines and penalties are waived for unintentional violations of federal aviation statutes and regulations. Notable limitation of the immunity are:
Enforcement Actions
Enforcement actions at the disposal of your local Inspector include an administrative action, reexamination, certificate action, revocation or suspension, civil penalty (typically for organizations) or criminal action.
Administrative actions are used for minor violations which are found not to be deliberate or significantly unsafe and do NOT show lack of competency. The administrative action can take the form of a warning notice or letter of correction. The letter of correction includes the provision that the pilot has taken or will take corrective or preventive action (e.g. remedial training.) Administrative actions remain on your official airman record for two (2) years.
The reexamination option is technically not an enforcement action although it essentially serves the same purpose. You’ll often here the reexamination process described as a “709 ride” which refers to the U.S. code granting the authority of the FAA to take such action. The reexamination can occur anytime reasonable ground exists but generally would occur after an accident, incident or suspected FAR violation according the Inspector’s Handbook. It’s worth noting that the reexaminations have a very low failure rate and if successful, result in no official airman record.
Certificate suspension or revocations are reserved for serious FAR violations indicative of lack of technical proficiency or qualification deemed too serious to remedy through reexamination or administrative action.
Of course, as pilots, we would much prefer, and should strive to avoid the FAA investigative or enforcement process. But we’re all human and mistakes can be made so an important point is that the process is generally fair and can even be a positive, productive learning experience. Remember, if in doubt to the proper response of an FAA investigation, or if concerns exist as to the ramifications of an enforcement action, always take the time to seek out expert advice.
Safe flying!