Editor’s Note (10/23/2024): The FAA has indicated that it will miss its December 2024 target for ICAO format NOTAMs and that the change will occur late 2025.
By December 2024, all NOTAMs issued by the FAA will be distributed using the ICAO format.
WHY ARE NOTAMs TRANSITIONING TO THE NEW ICAO FORMAT
Notices to Air Missions (NOTAMs) provide pilots, operators, and aircrews with essential information about the abnormal status of a component of the national airspace system that could affect a flight from being completed as planned. Yet, because of how NOTAMs are currently written, pilots often can’t identify or miss critical flight information about where they can fly and any issues with departure or arrival airports.
To help address this serious safety risk, the FAA is making the data more accessible and readable by adopting the ICAO standardized format. Essentially, NOTAMs will be much easier to read and interpret.
HOW TO READ THE NEW ICAO FORMAT
The ICAO NOTAM contains specific mandatory and optional fields similar to the domestic NOTAM format with the addition of the qualifier line which is described in further detail below.
WHAT IS THE NOTAM SERIES
In the ICAO format, NOTAMs are organized by series, with each series covering a specific NOTAM condition. The NOTAM series replaces the keywords previously used in the domestic format. The Series is the first element of the NOTAM, followed by the NOTAM Number. NOTAMs are numbered consecutively by Flight Information Region (FIR), and series beginning with S0001 each year. The FAA will utilize 13 different series for NOTAMs as follows:
WHAT IS THE NOTAM ACTION
The Action indicates the type of NOTAM:
NOTAM(N) contains New information
NOTAM(R) Replaces previous NOTAM
NOTAM(C) Cancels previous non-auto cancel NOTAM
AN ICAO NOTAM EXAMPLE
In this example, we will examine a NOTAM issued for the Chicago O’Hare Airport (ORD) closing Runway 05L/23R for a specific period of time.
In the current (traditional) NOTAM format, the notice would read:
In the new ICAO format, the same information would be presented as follows:
B0667/22 NOTAMN Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005 A) KORD B) 2202141700 C) 2202141900 E) RWY 05L/23R CLSD
WHAT IS IN THE NOTAM QUALIFIER LINE
A qualifier line contains coded information, coordinates, and radius for area for the automated filtering of NOTAMs.
The first element of the qualifier line is the Flight Information Regions (FIR) In the US, the FIR identifier is an ARTCC identifier. In the example above, KZAU (Chicago) is used as the FIR.
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The second element of the qualifier line is the NOTAM code. The NOTAM Code forms the basis upon which NOTAM qualifiers TRAFFIC, PURPOSE, and SCOPE are determined for inclusion in Item Q) of the NOTAM Format, in addition to defining the abbreviated plain-language text which appears in Item E). All NOTAM code groups contain a total of five letters and the first letter is always the letter Q. The second and third letters identify the subject. In this example, MR, indicates Runway (specific runway).
The fourth and fifth letters denote the condition of the subject being reported. In this example, LC, indicates Closed.
The ICAO NOTAM decode tables are found in Appendix B of Order 7930.2T, but again, the plain language associated with these codes is found in line E of the ICAO NOTAM.
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The third element, traffic qualifier, relates the NOTAM to a type of traffic and allows retrieval according to the user’s needs. Depending on the NOTAM subject and content, the qualifier field TRAFFIC may contain the combined qualifiers. This example displays IV as the Traffic.
Type of Traffic:
I – Instrument Flight Rules (IFR)
V – Visual Flight Rules (VFR)
K – NOTAM is a Checklist
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The fourth element, purpose, relates a NOTAM to certain purposes (intentions) and thus allows retrieval according to the user’s requirements. Depending on the NOTAM subject and content, the qualifier field PURPOSE may contain combined qualifiers. This example displays NBO as the Purpose.
Purpose description
N – selected for the immediate attention of aircraft operators
B – selected for pre-flight information briefing
O – concerning flight operations
M – not subject for briefing, but is available on request
K – is a Checklist
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The fifth element, scope, is used to categorize NOTAMs. Depending on the NOTAM subject and content, the qualifier field SCOPE may contain combined qualifiers. This example uses A as the scope.
Scope Description
A – Aerodrome
E – Enroute
W – Navigation warning
K – Checklist
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The sixth element is the lower and upper limits. The lower and upper limit field applies mainly to airspace related NOTAMs. Most aerodrome-related information, qualifier scope ‘A’, refers to ground installations for which the insertion of lower/upper limit is not relevant. Therefore, such NOTAMs must include the default values of 000/999.
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The final element contain coordinates. The coordinates represent the coordinates of the point of influence, or the approximate center of a circle whose radius encompasses the whole area of influence. It is specified by an 11-character latitude and longitude. This example displays 4159N0875W as the coordinates.
https://media.flighttrainingcentral.com/wp-content/uploads/2024/09/30124018/ICAO-NOTAM-FTC-Article.jpg10001250Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2024-09-30 08:55:082024-10-23 17:21:19NOTAMS Transitioning to ICAO Format
Line up and wait is an air traffic control (ATC) procedure designed to position an aircraft onto the runway for an imminent departure in order to expedite the flow of traffic. The procedure is not available at all towered airports and is subject to a number of restrictions. When a pilot hears the ATC instruction LINE UP AND WAIT he is cleared to taxi onto the departure runway and position the aircraft for takeoff. In earlier aviation days, this was known as “position and hold” but the phrase was updated to provide additional clarity.
ATC Procedure
Line up and wait is an ATC procedure that is only used at certain tower-controlled airports.
An important distinction is that line up and wait is an ATC procedure. It is conducted at certain tower controlled airports where the tower controller knows what he or she has instructed the previous aircraft to do. The reason for a line up and wait instruction is often due to a prior aircraft still being on the current runway or a crossing runway and the controller wanting to expedite the takeoff of the line up and wait aircraft. The reason for expediting this takeoff may be that there is another aircraft on final or in the pattern that will soon be ready to land. The controller is in a position to see all three aircraft and make modifications if the timing is off or there is a delay due to a pilot error in one of the aircraft.
You should be aware, that a line up and wait instruction from ATC is not an authorization to takeoff. You should expect an authorization to takeoff shortly after the controller is satisfied that the condition that delayed you is now safe. If you do not receive a takeoff clearance within a reasonable amount of time, you should contact the controller and remind him or her that you are there. Accidents have occurred after a controller forgot an aircraft waiting on the runway and cleared another airplane to land on that same runway.
Even when following line up and wait instructions at tower controlled airport, it is important for you as the pilot in command to remain vigilant and situationally aware. Listen to the instructions and clearances that the tower is giving to other aircraft in the area. If you hear a clearance to land where you are currently waiting, be alert and ready to call the tower if necessary. You might also consider lining up at a slight angle that affords a better view of landing aircraft approaching behind you.
You should be especially vigilant at night, during reduced visibility, and when the airport is using line up and wait operations on more than one runway. Listen carefully for your call sign and the runway that you are using. Be alert for similar sounding call signs and avoid following the instructions for a different aircraft than yours. When in doubt, contact ATC for clarification. If you are unable to raise ATC, have an escape plan for getting you and your aircraft to a safe location if you are concerned about another aircraft landing in your location.
If you are the landing aircraft and you hear ATC give line up and wait instructions to an aircraft on the runway to which you have been cleared to land, bensure that the aircraft has departed before you land. Even if you haven’t heard a line up and wait clearance, be sure that runway is clear before landing. Do not hesitate to ask ATC about any traffic that you see on the runway where you are landing.
Line Up and Wait Is Not Applicable at Non-Towered Airports
Line up and wait is an ATC procedure that should not be used by pilots at non-towered airports.
Line up and wait procedures were never intended for use at non-towered airports despite being common practice with some pilots. As indicated, it is an ATC procedure. Without the additional eyes of the controller, and his or her knowledge of the instructions issued to other aircraft, it is simply not a safe procedure to perform.
As the pilot in command of an aircraft that is ready to takeoff, you have no real idea of the intentions of the aircraft that is temporarily blocking your takeoff runway. Will he make the intersection? Will he roll the full length of the runway? How fast will he taxi to the runway exit? Is he unsure of his surroundings and unsure where to turn? Will his takeoff follow a standard pattern departure? Will he abort the takeoff? You may think that you know but you really do not know when the runway will be clear.
Once you are positioned for takeoff, your ability to see the runway’s approach is seriously limited. How close is that final traffic getting? Is there another aircraft approach that is not using a radio? Does the approaching pilot see or hear you?
Is your life and the life of your passengers really not worth waiting until the runway is clear?
https://media.flighttrainingcentral.com/wp-content/uploads/2024/09/23133909/line-up-and-wait.jpg693956Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngFlight Training Central Staff2024-09-27 08:55:342024-09-23 13:39:26Line Up and Wait: What Every Pilot Needs to Know
GPS technology revolutionized how pilots fly instrument approaches to runways when the ceiling and visibility are low. A great example is the LPV instrument approach, which provides similar lateral and vertical guidance as an ILS approach, but without the need for expensive radio equipment to be installed for each runway service. Instead, LPV approaches rely on GPS satellites to provide ILS-like approach guidance to any runway in the U.S. which meets FAA standards. Today there are over 4,100 LPV approaches in the U.S., compared to 1,500 ILS approaches.
In this week’s video tip, we’ll explain the differences between a GPS LNAV and LPV instrument approach, and show how to fly an LPV approach using a Garmin GTN 650 navigator.
To take the next step, check out Sporty’s Instrument Rating Course, which includes 13 hours of in-flight HD cross-country and instrument approach video training and comprehensive written test preparation tools: https://www.sportys.com/instrument
https://media.flighttrainingcentral.com/wp-content/uploads/2024/09/25110334/LPV-Approach-FTC.png10001250Bret Koebbehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngBret Koebbe2024-09-25 10:41:542024-09-25 11:03:42Video Tip: How to fly an LPV (GPS) approach with a Garmin GTN 650
Welcome to Sporty’s Flight Maneuver Spotlight series. Each maneuver is part of Sporty’s 2024 Learn to Fly Course and includes a narrated video animation, along with step-by-step instructions that include performance standards and common errors. Study them while on the ground or print them for quick reference in the airplane.
This week we’re going to fly steep turns, a maneuver that will help both improve your flight control skills at a steeper bank angle and show the importance of keeping your eyes moving between inside and outside the cockpit.
These step-by-step instructions are from Sporty’s 2024 Learn to Fly Course, which includes over 15 hours of HD and 4K video that demonstrates how to fly each maneuver, along with complete FAA test prep features.
https://media.flighttrainingcentral.com/wp-content/uploads/2024/09/25111518/Steep-Turns-FTC-Video-.png10001250Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngFlight Training Central Staff2024-09-23 08:55:292024-09-25 11:15:26Steep Turns – Sporty’s HD Flight Maneuver Spotlight
There are many nuances when it comes to sharing flight expenses with friends.
Private and Commercial pilots are permitted to share in the expenses of a flight with passengers. The types of expenses that can be shared are expressly stated in § 61.113(c) which are “fuel, oil, airport expenditures, or rental fees.” If you are to share in these expenses with other passengers, the pilot should not “pay less than the pro rata share of the operating expenses.” The pilot must also have a common purpose with his passengers for traveling to the destination. In other words, the pilot’s motivation cannot simply be flying as a favor or for the purpose of building flight time.
Scenario 1: You work for a real estate development company and are also a Private pilot who owns a Cessna 182 Skylane. Next week, you and a co-worker are traveling to a meeting that will be a two-hour drive. With a nice weather forecast, you decide you are going to fly instead and save a lot of travel time.
Scenario 2: You own a Cirrus SR-22 and are planning to fly the airplane to a concert with your spouse. You discover that another couple you know are planning to drive to the same concert. Given that you are close friends, you offer to pick them up in your airplane at an airport closer to where your friends live, and then drop them back off after the concert before flying home. Your friends graciously offer to share in the expense of the entire flight.
Can you share the expenses of this flight with your friends?
While you can be compensated to fly as a Commercial pilot, you can only do so under the common law term, private carriage, which is conducted under Part 91. The opposite of private carriage is common carriage which requires a Part 119 authorzation (Air Carrier Certificate) issued under Part 135 for charter operators or Part 121 for airlines.
An operation becomes a common carrier when it holds itself out (another common law term) to the public to fly any person or cargo who desires the service. Advertising is one of the most obvious forms of holding out to the public which can include social media posts, but the FAA has held that even establishing a reputation as one who provides his pilot services to the public is enough to be considered a common carrier requiring an air carrier certificate.
Scenario 3: You’ve just completed your checkride and earned your Commercial pilot certificate. But your checkride ran long and the DPE has another checkride starting soon at a nearby airport. The DPE offers to pay pay for the fuel if you can fly him to the nearby airport. After all, you have some time and he did just issue you your Commercial pilot certificate.
For every pilot, maintaining proficiency is not just about keeping your license current—it’s about ensuring the safety of yourself, your passengers, and the aircraft. One essential part of this process is the Flight Review required under FAR 61.56 which must be completed every 24 calendar months. While it’s not a test or a checkride, it’s an opportunity to sharpen your skills and stay up to date with regulations. So, what should a pilot expect during a flight review?
Purpose of the Flight Review
The flight review is intended to evaluate a pilot’s knowledge and proficiency to ensure that they can safely exercise the privileges of their certificate. It’s more about collaborative learning and less about a pass/fail examination. The goal is to identify areas that may need improvement and ensure that the pilot is confident in operating an aircraft within safe parameters.
The goal of the flight review is to identify areas that may need improvement.
Components of the Flight Review
A flight review has two main parts:
Ground Instruction – A minimum of one hour (could be in-person, online or combination)
Flight Instruction – A minimum of one hour
The review must be conducted by a CFI and should be tailored to the pilot’s individual needs and experience.
Ground Instruction
The ground portion usually involves a review of aeronautical knowledge and regulations. Topics typically covered include:
Airspace: Familiarity with different types of airspace, including controlled, uncontrolled, and special use airspaces, along with recent changes in airspace classification or operation.
Weather: How to interpret weather reports and forecasts, including TAFs (Terminal Aerodrome Forecasts), METARs, and PIREPs. You’ll also review the effects of weather on flight and decision-making.
Regulations: A review of any updates to the regulations, particularly those affecting pilot recency of experience, flight operations, and medical requirements.
Aeronautical Decision-Making (ADM): This involves evaluating a pilot’s approach to decision-making, risk management, and use of checklists in various scenarios.
Many pilots use this opportunity to ask questions or discuss areas where they may need clarification. The ground review is also a great time to go over recent changes in technology or procedures that may not have been covered in your original training.
Flight Instruction
The flight portion of the review will be tailored to the type of flying you do most frequently. If you mainly fly VFR, you’ll focus on maneuvers and procedures related to VFR flight. If you frequently fly IFR, expect some instrument work. Here’s what you can typically expect:
Preflight Procedures: Your instructor may observe how you prepare for a flight (weather, performance, weight and balance) and verify that you are using proper procedures for ensuring aircraft airworthiness.
Basic Maneuvers: You will likely perform a variety of standard flight maneuvers such as steep turns, stalls, slow flight, and pattern work. These exercises assess your fundamental skills and ensure that you maintain control of the aircraft in various scenarios.
Emergency Procedures: Be prepared to demonstrate your knowledge of emergency protocols, such as handling engine failure, electrical failures, or other in-flight anomalies. The CFI may simulate emergencies to assess how you respond under pressure.
Navigation and Communication: Pilots may be asked to perform basic navigation tasks, including GPS and autopilot management, as well as demonstrate proper radio communication, including towered and non-towered airport operations.
This flight portion is where your instructor evaluates your operational skills, ensuring you can handle the aircraft safely and respond correctly to any issues.
The flight portion is where your instructor evaluates your operational skills.
Tips for a Successful Flight Review
Prepare Ahead: Refresh your knowledge on key topics, especially those you may not encounter frequently. Study up on airspace, weather interpretation, and regulations before your review. Great resources to get started with are Sporty’s Flight Review, Sporty’s Instrument Proficiency Check and AOPA’s Rusty Pilots Course.
Bring Documentation: Make sure to bring your pilot’s license, photo ID, medical certificate or basic med, and logbook to review your flying activity.
Be Open to Feedback: The flight review is a learning experience, not a test. Take constructive criticism as an opportunity to grow as a pilot.
Tailor the Review: If you fly in specific environments—mountainous terrain, congested airspace, or IFR conditions—ask your instructor to focus on those areas. This ensures that the review is relevant to your flying habits.
Stay Current: Although the flight review is only required every two years, consider periodic training or checkouts with an instructor to keep your skills sharp, especially if you have long gaps between flights.
Refresh your knowledge on key topics, especially those you may not encounter frequently.
After the Flight Review
At the end of the review, the instructor will sign your logbook, signifying that you’ve completed the requirements for the flight review. Keep in mind that completing the review does not automatically renew your privileges for carrying passengers under night conditions—separate currency requirements apply.
The flight review is an invaluable opportunity to refresh your skills and ensure you’re flying safely. Approach it with the mindset of continuous improvement, and you’ll walk away a more confident and proficient pilot. Rather than seeing it as a hurdle, view it as a chance to engage with a CFI, address any gaps in your knowledge, and stay up-to-date with aviation best practices. Safe flying!
https://media.flighttrainingcentral.com/wp-content/uploads/2024/09/25113313/Flight-Review.png10001250Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2024-09-19 08:55:112024-09-26 17:25:14What to expect on a flight review
NOTAMS Transitioning to ICAO Format
/in News, Tips and technique/by Eric RadtkeEditor’s Note (10/23/2024): The FAA has indicated that it will miss its December 2024 target for ICAO format NOTAMs and that the change will occur late 2025.
By December 2024, all NOTAMs issued by the FAA will be distributed using the ICAO format.
In this article:
WHY ARE NOTAMs TRANSITIONING TO THE NEW ICAO FORMAT
Notices to Air Missions (NOTAMs) provide pilots, operators, and aircrews with essential information about the abnormal status of a component of the national airspace system that could affect a flight from being completed as planned. Yet, because of how NOTAMs are currently written, pilots often can’t identify or miss critical flight information about where they can fly and any issues with departure or arrival airports.
To help address this serious safety risk, the FAA is making the data more accessible and readable by adopting the ICAO standardized format. Essentially, NOTAMs will be much easier to read and interpret.
HOW TO READ THE NEW ICAO FORMAT
The ICAO NOTAM contains specific mandatory and optional fields similar to the domestic NOTAM format with the addition of the qualifier line which is described in further detail below.
WHAT IS THE NOTAM SERIES
In the ICAO format, NOTAMs are organized by series, with each series covering a specific NOTAM condition. The NOTAM series replaces the keywords previously used in the domestic format. The Series is the first element of the NOTAM, followed by the NOTAM Number. NOTAMs are numbered consecutively by Flight Information Region (FIR), and series beginning with S0001 each year. The FAA will utilize 13 different series for NOTAMs as follows:
WHAT IS THE NOTAM ACTION
The Action indicates the type of NOTAM:
AN ICAO NOTAM EXAMPLE
In this example, we will examine a NOTAM issued for the Chicago O’Hare Airport (ORD) closing Runway 05L/23R for a specific period of time.
In the current (traditional) NOTAM format, the notice would read:
!ORD 02/001 RWY 05L/23R CLSD 2202141700-2202141900
In the new ICAO format, the same information would be presented as follows:
B0667/22 NOTAMN
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
A) KORD
B) 2202141700
C) 2202141900
E) RWY 05L/23R CLSD
WHAT IS IN THE NOTAM QUALIFIER LINE
A qualifier line contains coded information, coordinates, and radius for area for the automated filtering of NOTAMs.
The first element of the qualifier line is the Flight Information Regions (FIR) In the US, the FIR identifier is an ARTCC identifier. In the example above, KZAU (Chicago) is used as the FIR.
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The second element of the qualifier line is the NOTAM code. The NOTAM Code forms the basis upon which NOTAM qualifiers TRAFFIC, PURPOSE, and SCOPE are determined for inclusion in Item Q) of the NOTAM Format, in addition to defining the abbreviated plain-language text which appears in Item E). All NOTAM code groups contain a total of five letters and the first letter is always the letter Q. The second and third letters identify the subject. In this example, MR, indicates Runway (specific runway).
The fourth and fifth letters denote the condition of the subject being reported. In this example, LC, indicates Closed.
The ICAO NOTAM decode tables are found in Appendix B of Order 7930.2T, but again, the plain language associated with these codes is found in line E of the ICAO NOTAM.
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The third element, traffic qualifier, relates the NOTAM to a type of traffic and allows retrieval according to the user’s needs. Depending on the NOTAM subject and content, the qualifier field TRAFFIC may contain the combined qualifiers. This example displays IV as the Traffic.
Type of Traffic:
I – Instrument Flight Rules (IFR)
V – Visual Flight Rules (VFR)
K – NOTAM is a Checklist
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The fourth element, purpose, relates a NOTAM to certain purposes (intentions) and thus allows retrieval according to the user’s requirements. Depending on the NOTAM subject and content, the qualifier field PURPOSE may contain combined qualifiers. This example displays NBO as the Purpose.
Purpose description
N – selected for the immediate attention of aircraft operators
B – selected for pre-flight information briefing
O – concerning flight operations
M – not subject for briefing, but is available on request
K – is a Checklist
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The fifth element, scope, is used to categorize NOTAMs. Depending on the NOTAM subject and content, the qualifier field SCOPE may contain combined qualifiers. This example uses A as the scope.
Scope Description
A – Aerodrome
E – Enroute
W – Navigation warning
K – Checklist
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The sixth element is the lower and upper limits. The lower and upper limit field applies mainly to airspace related NOTAMs. Most aerodrome-related information, qualifier scope ‘A’, refers to ground installations for which the insertion of lower/upper limit is not relevant. Therefore, such NOTAMs must include the default values of 000/999.
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The final element contain coordinates. The coordinates represent the coordinates of the point of influence, or the approximate center of a circle whose radius encompasses the whole area of influence. It is specified by an 11-character latitude and longitude. This example displays 4159N0875W as the coordinates.
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
DOWNLOAD THE ICAO NOTAM FORMAT EXAMPLE HERE.
Line Up and Wait: What Every Pilot Needs to Know
/in Tips and technique/by Flight Training Central StaffLine up and wait is an air traffic control (ATC) procedure designed to position an aircraft onto the runway for an imminent departure in order to expedite the flow of traffic. The procedure is not available at all towered airports and is subject to a number of restrictions. When a pilot hears the ATC instruction LINE UP AND WAIT he is cleared to taxi onto the departure runway and position the aircraft for takeoff. In earlier aviation days, this was known as “position and hold” but the phrase was updated to provide additional clarity.
ATC Procedure
Line up and wait is an ATC procedure that is only used at certain tower-controlled airports.
An important distinction is that line up and wait is an ATC procedure. It is conducted at certain tower controlled airports where the tower controller knows what he or she has instructed the previous aircraft to do. The reason for a line up and wait instruction is often due to a prior aircraft still being on the current runway or a crossing runway and the controller wanting to expedite the takeoff of the line up and wait aircraft. The reason for expediting this takeoff may be that there is another aircraft on final or in the pattern that will soon be ready to land. The controller is in a position to see all three aircraft and make modifications if the timing is off or there is a delay due to a pilot error in one of the aircraft.
You should be aware, that a line up and wait instruction from ATC is not an authorization to takeoff. You should expect an authorization to takeoff shortly after the controller is satisfied that the condition that delayed you is now safe. If you do not receive a takeoff clearance within a reasonable amount of time, you should contact the controller and remind him or her that you are there. Accidents have occurred after a controller forgot an aircraft waiting on the runway and cleared another airplane to land on that same runway.
Even when following line up and wait instructions at tower controlled airport, it is important for you as the pilot in command to remain vigilant and situationally aware. Listen to the instructions and clearances that the tower is giving to other aircraft in the area. If you hear a clearance to land where you are currently waiting, be alert and ready to call the tower if necessary. You might also consider lining up at a slight angle that affords a better view of landing aircraft approaching behind you.
You should be especially vigilant at night, during reduced visibility, and when the airport is using line up and wait operations on more than one runway. Listen carefully for your call sign and the runway that you are using. Be alert for similar sounding call signs and avoid following the instructions for a different aircraft than yours. When in doubt, contact ATC for clarification. If you are unable to raise ATC, have an escape plan for getting you and your aircraft to a safe location if you are concerned about another aircraft landing in your location.
If you are the landing aircraft and you hear ATC give line up and wait instructions to an aircraft on the runway to which you have been cleared to land, bensure that the aircraft has departed before you land. Even if you haven’t heard a line up and wait clearance, be sure that runway is clear before landing. Do not hesitate to ask ATC about any traffic that you see on the runway where you are landing.
Line Up and Wait Is Not Applicable at Non-Towered Airports
Line up and wait is an ATC procedure that should not be used by pilots at non-towered airports.
Line up and wait procedures were never intended for use at non-towered airports despite being common practice with some pilots. As indicated, it is an ATC procedure. Without the additional eyes of the controller, and his or her knowledge of the instructions issued to other aircraft, it is simply not a safe procedure to perform.
As the pilot in command of an aircraft that is ready to takeoff, you have no real idea of the intentions of the aircraft that is temporarily blocking your takeoff runway. Will he make the intersection? Will he roll the full length of the runway? How fast will he taxi to the runway exit? Is he unsure of his surroundings and unsure where to turn? Will his takeoff follow a standard pattern departure? Will he abort the takeoff? You may think that you know but you really do not know when the runway will be clear.
Once you are positioned for takeoff, your ability to see the runway’s approach is seriously limited. How close is that final traffic getting? Is there another aircraft approach that is not using a radio? Does the approaching pilot see or hear you?
Is your life and the life of your passengers really not worth waiting until the runway is clear?
Video Tip: How to fly an LPV (GPS) approach with a Garmin GTN 650
/in IFR flying, Video Tips/by Bret KoebbeGPS technology revolutionized how pilots fly instrument approaches to runways when the ceiling and visibility are low. A great example is the LPV instrument approach, which provides similar lateral and vertical guidance as an ILS approach, but without the need for expensive radio equipment to be installed for each runway service. Instead, LPV approaches rely on GPS satellites to provide ILS-like approach guidance to any runway in the U.S. which meets FAA standards. Today there are over 4,100 LPV approaches in the U.S., compared to 1,500 ILS approaches.
In this week’s video tip, we’ll explain the differences between a GPS LNAV and LPV instrument approach, and show how to fly an LPV approach using a Garmin GTN 650 navigator.
To take the next step, check out Sporty’s Instrument Rating Course, which includes 13 hours of in-flight HD cross-country and instrument approach video training and comprehensive written test preparation tools: https://www.sportys.com/instrument
Steep Turns – Sporty’s HD Flight Maneuver Spotlight
/in Flight Maneuvers/by Flight Training Central StaffWelcome to Sporty’s Flight Maneuver Spotlight series. Each maneuver is part of Sporty’s 2024 Learn to Fly Course and includes a narrated video animation, along with step-by-step instructions that include performance standards and common errors. Study them while on the ground or print them for quick reference in the airplane.
This week we’re going to fly steep turns, a maneuver that will help both improve your flight control skills at a steeper bank angle and show the importance of keeping your eyes moving between inside and outside the cockpit.
These step-by-step instructions are from Sporty’s 2024 Learn to Fly Course, which includes over 15 hours of HD and 4K video that demonstrates how to fly each maneuver, along with complete FAA test prep features.
Test Your Knowledge: Sharing Flight Expenses with Passengers
/in Quiz/by Eric RadtkeThere are many nuances when it comes to sharing flight expenses with friends.
Private and Commercial pilots are permitted to share in the expenses of a flight with passengers. The types of expenses that can be shared are expressly stated in § 61.113(c) which are “fuel, oil, airport expenditures, or rental fees.” If you are to share in these expenses with other passengers, the pilot should not “pay less than the pro rata share of the operating expenses.” The pilot must also have a common purpose with his passengers for traveling to the destination. In other words, the pilot’s motivation cannot simply be flying as a favor or for the purpose of building flight time.
Scenario 1: You work for a real estate development company and are also a Private pilot who owns a Cessna 182 Skylane. Next week, you and a co-worker are traveling to a meeting that will be a two-hour drive. With a nice weather forecast, you decide you are going to fly instead and save a lot of travel time.
Share the quiz to show your results !
Facebook
Facebook
Share your results :
Facebook
Facebook
Twitter
Google+
Scenario 2: You own a Cirrus SR-22 and are planning to fly the airplane to a concert with your spouse. You discover that another couple you know are planning to drive to the same concert. Given that you are close friends, you offer to pick them up in your airplane at an airport closer to where your friends live, and then drop them back off after the concert before flying home. Your friends graciously offer to share in the expense of the entire flight.
Share the quiz to show your results !
Facebook
Facebook
Share your results :
Facebook
Facebook
Twitter
Google+
While you can be compensated to fly as a Commercial pilot, you can only do so under the common law term, private carriage, which is conducted under Part 91. The opposite of private carriage is common carriage which requires a Part 119 authorzation (Air Carrier Certificate) issued under Part 135 for charter operators or Part 121 for airlines.
An operation becomes a common carrier when it holds itself out (another common law term) to the public to fly any person or cargo who desires the service. Advertising is one of the most obvious forms of holding out to the public which can include social media posts, but the FAA has held that even establishing a reputation as one who provides his pilot services to the public is enough to be considered a common carrier requiring an air carrier certificate.
Scenario 3: You’ve just completed your checkride and earned your Commercial pilot certificate. But your checkride ran long and the DPE has another checkride starting soon at a nearby airport. The DPE offers to pay pay for the fuel if you can fly him to the nearby airport. After all, you have some time and he did just issue you your Commercial pilot certificate.
Share the quiz to show your results !
Facebook
Facebook
Share your results :
Facebook
Facebook
Twitter
Google+
What to expect on a flight review
/in Tips and technique/by Eric RadtkeFor every pilot, maintaining proficiency is not just about keeping your license current—it’s about ensuring the safety of yourself, your passengers, and the aircraft. One essential part of this process is the Flight Review required under FAR 61.56 which must be completed every 24 calendar months. While it’s not a test or a checkride, it’s an opportunity to sharpen your skills and stay up to date with regulations. So, what should a pilot expect during a flight review?
Purpose of the Flight Review
The flight review is intended to evaluate a pilot’s knowledge and proficiency to ensure that they can safely exercise the privileges of their certificate. It’s more about collaborative learning and less about a pass/fail examination. The goal is to identify areas that may need improvement and ensure that the pilot is confident in operating an aircraft within safe parameters.
The goal of the flight review is to identify areas that may need improvement.
Components of the Flight Review
A flight review has two main parts:
The review must be conducted by a CFI and should be tailored to the pilot’s individual needs and experience.
Ground Instruction
The ground portion usually involves a review of aeronautical knowledge and regulations. Topics typically covered include:
Many pilots use this opportunity to ask questions or discuss areas where they may need clarification. The ground review is also a great time to go over recent changes in technology or procedures that may not have been covered in your original training.
Flight Instruction
The flight portion of the review will be tailored to the type of flying you do most frequently. If you mainly fly VFR, you’ll focus on maneuvers and procedures related to VFR flight. If you frequently fly IFR, expect some instrument work. Here’s what you can typically expect:
This flight portion is where your instructor evaluates your operational skills, ensuring you can handle the aircraft safely and respond correctly to any issues.
The flight portion is where your instructor evaluates your operational skills.
Tips for a Successful Flight Review
Refresh your knowledge on key topics, especially those you may not encounter frequently.
After the Flight Review
At the end of the review, the instructor will sign your logbook, signifying that you’ve completed the requirements for the flight review. Keep in mind that completing the review does not automatically renew your privileges for carrying passengers under night conditions—separate currency requirements apply.
The flight review is an invaluable opportunity to refresh your skills and ensure you’re flying safely. Approach it with the mindset of continuous improvement, and you’ll walk away a more confident and proficient pilot. Rather than seeing it as a hurdle, view it as a chance to engage with a CFI, address any gaps in your knowledge, and stay up-to-date with aviation best practices. Safe flying!