Blog Multi Author : Flight Training Central

Departing the airport traffic pattern – HD Flight Maneuver Spotlight

October 23, 2023/in Flight Maneuvers/by Bret Koebbe

Welcome to the latest edition of the Flight Maneuver Spotlight series. Here we’ll highlight the various maneuvers you’ll practice during your flight training and be expected to demonstrate during your private pilot checkride.

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.

These step-by-step instructions are from Sporty’s 2024 Learn to Fly Course, which includes over 15 hours of HD and 4K video demonstrating how to fly each maneuver, along with complete FAA test prep features.

How to fly the perfect chandelle

October 20, 2023/in Tips and technique/by Eric Radtke

A chandelle is a maximum performance, 180° climbing turn that begins from approximately straight-and-level flight and concludes with the airplane in a wings-level, nose-high attitude just above stall speed. The goal of the Commercial pilot maneuver is to gain the most altitude possible for a given bank angle and power setting to help develop positive control techniques at varying airspeeds and attitudes while remaining oriented and coordinated.

The Commercial pilot standards include reaching an airspeed that is just above stall speed at completion with minimum altitude loss during recovery. There should be 180° of heading change ±10° with bank angle not to exceed 30°.

A chandelle is best described in two specific phases: the first 90° of turn and the second 90° of turn. The first 90° of turn is described as constant bank and continuously increasing pitch; and the second 90° as constant pitch and continuously decreasing bank. During the first 90°, the pilot will set the bank angle, increase power, and increase pitch attitude at a rate such that maximum pitch-up occurs at the completion of the first 90°. The maximum pitch-up attitude achieved at the 90° mark is held for the remainder of the maneuver.

If the pitch attitude is set too low, the airplane’s airspeed will never decrease to just above stall speed. If the pitch attitude is set too high, the airplane may aerodynamically stall prior to completion of the maneuver. Starting at the 90° point, and while maintaining the pitch attitude set at the end of the first 90°, the pilot begins a slow and coordinated constant rate rollout so as to have the wings level when the airplane is at the 180° point. If the rate of rollout is too rapid or sluggish, the airplane either exceeds the 180° turn or does not complete the turn as the wings come level to the horizon.

Follow these steps to execute the perfect Chandelle:

1. Select an altitude that will allow the maneuver to be performed no lower than 1500 feet AGL. Select a prominent reference point off the wing tip. Clear the area and establish the manufacturer’s recommended entry speed or maneuvering speed (VA) if one is not recommended.

2. Enter a coordinated 30° bank turn in the direction of the reference point. Simultaneously apply power, as appropriate, and smoothly increase the pitch attitude so as to obtain a pitch at the 90° point which, when maintained, will result in the aircraft slowing to just above the power-on stall speed at the completion of the 180° turn. As airspeed decreases during the chandelle, left-turning tendencies will have a greater effect so right rudder pressure is progressively increased to ensure that the airplane remains coordinated.

3. Maintain coordination and a constant 30° bank angle during the first 90° of turn.

4. After passing the 90° point, maintain coordination and begin a slow, constant rollout so as to arrive at the wings level position just as the 180° turn is completed. After the 90° point, the back pressure should be adjusted, as necessary, to maintain a constant pitch attitude until reaching the 180° point. When the airspeed is slowest at completion of the chandelle, right rudder pressure is significant, especially when rolling out from a left chandelle due to left adverse yaw and left-turning tendencies. When rolling out from a right chandelle, the yawing moment is to the right which partially cancels some of the left-turning tendency’s effect.

5. Upon reaching the 180° point, the aircraft should be held momentarily just above stall airspeed with the wings level.

6. Upon completion, maintain the final altitude and accelerate to normal cruise.

Ten airport signs, markings, and lights all pilots should know

October 16, 2023/in Tips and technique/by Chris Clarke

Taxiing at larger airports can add new complexities to your flight, especially when visiting an unfamiliar airport for the first time. Here’s a review of ten airport signs and pavement markings you might encounter during ground operations at a busy airport.

Runway Safety Area with Engineered Material Arresting System (EMAS)

Name
Runway Safety Area with Engineered Material Arresting System (EMAS)

Purpose

The Runway Safety Area is typically 500 feet wide and extends to a maximum of 1,000 feet beyond each end of the runway. It provides a graded area in the event that an aircraft overruns, undershoots, or veers off the side of the runway. EMAS uses crushable material placed at the end of a runway to stop an aircraft that overruns the runway. The tires of the aircraft sink into the lightweight material and the aircraft is decelerated as it rolls through the material. This is currently installed for 117 runway ends at 69 airports in the United States.

What do these markings indicate?

The yellow chevrons indicate the area is to be used for emergencies only, and not for taxi, takeoff or landing.

Runway Distance Remaining

Name
Runway Distance Remaining

Purpose

Distance remaining signs are located along the sides of runways at 1,000 feet increments. These signs can give a pilot indications that the landing or takeoff is performing as expected or if an abort might be appropriate.

What does this sign indicate?

There are 4,000 feet of remaining runway left from the current position.

Runway Status Lights (RWSL)

Name
Runway Status Lights (RWSL)

Purpose

This fully automated advanced alerting system uses embedded lights in the runway to alert pilots when it is unsafe to enter, cross or takeoff from a runway.

What do these lights indicate?

This is an example of Takeoff Hold Lights, which are red due to an aircraft currently clearing the runway up ahead.

Runway/Taxiway Location Signs

Name
Runway/Taxiway Location Signs

Purpose

Taxiway location signs are black with a yellow border and numerals. They are used to identify taxiways or runways on which the aircraft is located. A yellow sign with a black arrow defines the direction and designation of intersecting taxiways. A red sign with white lettering defines the entrance to a runway or where an aircraft should hold short until receiving an ATC clearance to enter. A red sign with the runway number and APCH indicates an area where ATC may request you to hold short during certain situations.

What do these signs indicate?

You are currently located on Taxiway Juliet. Taxiway Sierra crosses perpendicular in front of you from left to right, and you are nearing the Runway 27 Approach Area holding position (you are only required to hold short of the Approach area if instructed by ATC, even though it uses the same pavement hold short markings that you’d find leading up to an active runway).

ILS Critical Area

Name
ILS Critical Area

Purpose

This sign identifies the ILS critical area boundary. At towered fields, you must hold short of the ILS critical area only when instructed by ATC. At non-towered fields during instrument conditions, remain clear of the critical area until released by ATC.

What does this sign indicate?

You are approaching the ILS critical area.

No Entry Sign

Name
No Entry Sign

Purpose

The no entry sign identifies paved areas where aircraft entry is prohibited.

What does this sign indicate?

Do not enter – the paved surface is the entrance to the airport fire department.

Ground vehicle surface marking

Name
Ground vehicle surface marking

Purpose

White markings are for ground vehicles and are used to define a pathway for operations on or crossing areas that are also intended for aircraft.

What does this sign indicate?

The red “stop” letters on the white painted background instruct ground vehicles to stop at this location.

Non-movement area marking

Name
Non-movement area marking

Purpose

A single sold line next to a single dashed line delineates movement from non-movement areas. The non-movement area begins on the side with the solid line and typically separates areas like FBO ramps and aprons from active taxiways and runways. You can taxi freely in the non-movement area without an ATC clearance. When ready to taxi out of a non-movement area, pull up to the solid line side of the marking and call ATC for a taxi clearance.

What does this marking indicate?

You are taxiing in from the movement area (an active taxiway) to the non-movement area (the FBO ramp)

Runway Holding Position Sign and Marking

Name
Runway Holding Position Sign and Marking

Purpose

These markings identify the locations on a taxiway where aircraft MUST STOP when a clearance has not been issued to proceed onto the runway. Generally, runway holding position markings also identify the boundary of the runway safety area (RSA) for aircraft exiting the runway. An aircraft exiting a runway is not clear of the runway until all parts of the aircraft have crossed the applicable holding position marking.

What does this sign and marking indicate?

You are currently on taxiway Alpha, holding short of the approach end of Runway 27.

Runway Blue Dot

Name

Runway Blue Dot

Purpose

There are several uniquely colored, round markers painted on the runways at Oshkosh (KOSH) during EAA’s Airventure week, which ATC uses to instruct inbound airplanes on which part of the runway to aim for during land.

What does this marking indicate?

You just landed on runway 36L at Oshkosh!

Now is a great time to take our quiz on airport signs and markings.

Can you fly with inoperative instruments?

October 13, 2023/in Regulations/by Eric Radtke

Well, it depends.

It may be possible to operate an aircraft with a piece of equipment not working if it falls within the scope of FAR 91.213.

While the regulations generally require that all instruments and equipment installed aboard the aircraft be in working condition, it may be possible to operate an aircraft with a piece of equipment not working if it falls within the scope of FAR 91.213 or the aircraft is operating with a Minimum Equipment List.

FAR 91.213 allows certain Part 91 operators to fly an aircraft with inoperative instruments or equipment but it is limited to aircraft operating in a non-turbine powered, small airplane. A small airplane is defined as one that has a maximum certified takeoff weight of 12,500 pounds or less. But there are additional limitations.

The inoperative instruments and equipment cannot be part of the VFR-day type certification requirements or indicated as required on the aircraft’s equipment list or the aircraft’s kinds of operations equipment list for the kind of flight operation being conducted. The equipment also cannot be required by FAR 91.205 which describes the bare minimum for airworthiness, or any other rule of Part 91. The inoperative components also cannot be required to be operational by an airworthiness directive.

The aircraft’s equipment list, or kinds of operations equipment list, can be found in the Pilot’s Operating Handbook.

Finally, a pilot or certified mechanic must determine that the inoperative instrument or equipment does not constitute a hazard.

If it is determined the flight can be conducted safely under the guidance of FAR 91.213, the inoperative instruments and equipment must be removed from the aircraft, the cockpit control placarded, and the maintenance recorded. Alternatively, the equipment can be deactivated and placarded inoperative. If deactivation of the inoperative instrument or equipment involves maintenance, it must be accomplished and recorded in the aircraft maintenance logs.

MINIMUM EQUIPMENT LISTS

The MEL is developed from the Master Minimum Equipment List (MMEL).

For aircraft that are unable to utilize the relief for inoperative instruments or equipment contained in FAR 91.213, such as jet aircraft or any aircraft operated as a certified air carrier under Part 135 or 121, the only option for relief is to utilize a Minimum Equipment List (MEL). An MEL is a precise listing of instruments, equipment, and procedures that allows an aircraft to be operated under specific conditions with inoperative equipment.

The MEL is developed from the Master Minimum Equipment List (MMEL) which is produced by the aircraft manufacturer and ultimately approved by the FAA. An operator’s MEL may be identical to the MMEL but it does not have to be. If it differs, the MEL can never be less restrictive than the MMEL which is why many operators choose to simply adopt the MMEL.

When the individual operator’s MEL is approved and authorized by the FAA, it then becomes a Supplemental Type Certificate for the aircraft and must be followed at all time. It is worth noting, that even if an aircraft/operator is eligible to utilize the relief of FAR 91.213 for inoperative instruments and equipment, you may choose to seek approval for an MEL. But once the MEL is approved, you must always abide by the MEL and are not permitted to revert back to FAR 91.213.

The FAA has MMELs available for most of the type-certificated aircraft in use today. They can be found with the FAA’s Dynamic Regulatory System page. Certain instruments and equipment are not allowed to be included in an MEL. For example, instruments and equipment that are required by airworthiness standards.

An MEL is intended to permit operation with inoperative instruments or equipment for a limited period until repairs can be accomplished. The MEL also may establish conditions for operation with inoperative equipment. When inoperative equipment is discovered, the regulations require that it be reported via a proper entry in the aircraft maintenance records. The item is then repaired, or deferred for repair, but must also be deactivated and placarded inoperative by an appropriately certificated technician.

MEL conditions and limitations do not relieve the operator from determining that the aircraft is in condition for safe operation with items inoperative, and the deactivation of one inoperative instrument should not degrade or negate the performance of any other instruments or equipment.

Whether you are a Part 91 operator or a commercial operator, an FAA operations inspector will be the primary FAA official responsible for the overall process of evaluating, and approving an MEL document.

Webinar video: Flying with Datalink Weather

October 12, 2023/in Webinars/by Eric Radtke

Datalink weather, either from ADS-B or SiriusXM, is an essential tool for almost all pilots. Once you’ve flown a cross country with in-flight radar, up-to-date METARs, and visual AIRMETs, it’s awfully hard to go back to flying without it. It makes flying safer, easier, and more comfortable – a rare combination – but only if you know how to use it properly.

Join Air Facts editor John Zimmerman for an in-depth look at datalink weather.

And if you’re considering a datalink weather receiver for your iPad (like a Sentry, Stratus, or GDL), one of the first decisions you’ll face is the source of your weather data: ADS-B or SiriusXM? This webinar will explore the important differences to consider.

Quiz: Weather theory for pilots

October 9, 2023/in Quiz/by Chris Clarke

There is one constant in aviation that affects every flight, no matter if you’re flying as a student pilot in the practice area or flying for the airlines from coast to coast – the weather. Developing a sound knowledge of weather theory is critical in the early phases of flight training to assist with making the important go/no-go decision. Take our latest quiz and test your knowledge of the fundamentals of weather theory.