Back in July of 2013, the FAA implemented a new set of rules for the multiengine ATP. July, 2014, was the last month to take the old FAA knowledge test without having to take the then new ATP-CTP course.
Prior to 2014, there were typically 6-8000 ATP written tests given each year. The first half of 2014 saw a huge increase in the number of tests given with over 27,000 pilots taking the old version of the test before the July 31st deadline. After the deadline, there was a sharp drop off in testing with 60 pilots taking the new version of the test during the rest of the year.
While the FAA statistics don’t break down the months, the calls to our flight school would indicate that the majority of the pilots we spoke to, had taken the test during July. I say this because the end of July, 2016, is when written exams taken in July, 2014, would expire and a lot of pilots were looking to upgrade their certificates under the old testing system.
While the statistics won’t be out for several months, it will be interesting to compare the number of Multiengine ATP certificates issued during 2016 to other years. I don’t believe that it will be anywhere near 27,000 but I suspect that it will be double or triple the average of previous years.
Our flight school saw over a 1000% increase in the number of clients coming here to prepare for and take their ATP practical exam when compared to a typical year prior to the rule change. During June and July, we had to turn potential clients away due to a lack of aircraft and instructor capacity as did many other flight schools. Planning for and timing 100 hour inspections was a challenge but our excellent maintenance crew did a great job on both scheduled maintenance and the inevitable unplanned repairs.
June was the busiest month ever on our Piper Aztec. July was also busy but there was a break in the middle of the month for a 100 hour/annual inspection that was due.
Our last ATP client under the old testing rules finished his checkride on Saturday, July 30th, after some weather delays earlier in the week and an unexpected primary flight display failure that occurred on Friday (Thank you Aspen Avionics, FedEx, and Cincinnati Avionics for fixing that issue by Saturday morning), he left with his new certificate in hand.
Now that we have reached the month of August, we are servicing a backlog of non-ATP multiengine clients that did not have a July 31st deadline.
Moving forward, we expect to see a return to a slower pace of ATP clients but not as slow as it was before the ATP rules were changed. Let’s face it, the ATP is now a requirement for the right seat of an airliner and it is likely that more competitive pilots will opt to obtain the ATP before applying.
Foreign pilots that want a US ATP certificate also like to book the ATP-CTP with our ABX Airlines partners then spend an extra few days getting to know the Aztec and passing the ATP practical exam so that they can return to their home country with an FAA ATP certificate. Can you blame them?
https://media.flighttrainingcentral.com/wp-content/uploads/2016/08/05181023/KK-ATP-crop.jpg16681248studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2016-08-22 11:00:232021-06-08 19:23:44The Last of the “Old Written” ATPs
At the beginning of my flight training I remember reviewing the lesson objectives with my flight instructor and what he wanted to cover during those first few hours. Most of the tasks made sense, as they were the building blocks from which more advanced concepts would be based. They included things like flight instruments, airplane controls, checklists, pitch/power, climbs, descents, and collision avoidance.
Wait, collision avoidance? I was really looking forward to doing all of the other flight maneuvers until that topic came up, which brought to mind an image of twisted metal in the sky. Yes sir, I remember thinking, I would like to do whatever it takes to avoid collisions in the sky.
I of course soon learned he was using the FAA/industry buzzword for the process of keeping your eyes out the window and looking for other traffic, but at that time it seemed like a lot of pressure to put on a zero-time student pilot who was still getting used to late afternoon turbulence while trying to maintain altitude. Shouldn’t my experienced CFI worry about making sure we don’t run into anyone while I concentrate on flying the airplane?
Of course this concern quickly passed after 2 or 3 lessons as I started to feel comfortable at the controls, and realized looking out at the window was way more productive than staring at the instruments to control the airplane anyway. I was glad that he taught me this habit early on, and following the law of primacy, it was something that I took seriously on every flight going forward.
Fortunately the odds of ever getting into a mid-air collision are low, as there are on average only about 10 cases per year. The big sky theory is in your favor here too, meaning there is way more empty space out there than aluminum flying around. There are times though that you should be extra cautious, as data shows that about half of the mid-air accidents take place within five miles of the airport when at low altitudes. This makes sense, as it’s the place where the most airplanes are likely concentrated in the airspace system.
This presents a challenge to student pilots though, because it’s also the time when you’re most task-saturated. You’ll need to juggle the steps to configure the airplane for landing, run before-landing checklists, make radio calls, and oh yea, keep an eye out for other airplanes that may or may not be reporting their position in the pattern. This will soon all come naturally to you, but it’s a lot to get used to during the first few lessons.
Fortunately there are some things you can do to give yourself an advantage when it comes to collision avoidance and spotting other traffic:
Fly visually – This first tip is the most important of all listed here. You should be learning to fly the airplane by looking out the window and maintaining various pitch attitudes by the relationship of the airplane’s nose to the horizon. Not only will it make you a better stick and rudder pilot, but it’ll keep your eyes out the window always looking for traffic too.
Don’t get caught up in the FARs – If a potential traffic conflict arises, don’t get too caught up with right-of-way rules to the point that you freeze up and do nothing. Take the course of action that puts the most space between you and the other airplane and save the debate for later.
Clean the windshield – during summertime flying it doesn’t take more than a few hours of low-altitude flying to fill the windshield with smashed bugs. Not only are they annoying to look through, but a bug-filled window makes it increasingly difficult to spot nearby airplanes.
Be methodical and don’t “scan” – Many CFIs and training resources use the term “scan” when describing the method look for nearby traffic. To me scanning involves constantly moving your eyes back and forth, in the same motion that onboard radar sweeps the sky looking for precipitation. This tends to blur the vision and can work against your efforts. Instead follow the FAA’s guidance and concentrate in 10° increments of the sky, and let your eyes rest still in each of those sectors to see if any traffic is in that area.
Light up the airplane – with today’s LED light bulb technology taking the place of the old life-limited incandescent bulbs, there’s no reason not to have all the lights turned on in the pattern and when maneuvering in the practice area, even during the day.
Visualize each radio call– when operating in and around the airport environment, make it a habit to visualize the position for every other aircraft that calls in, even at fields with an ATC tower. With practice you’ll find this will become second-nature and you’ll automatically develop a mental view of the aircraft nearby, making it easier to spot them out the window.
iPad traffic awareness – Technology is also playing an important role in collision avoidance. The NextGen air traffic control system includes a traffic component, that sends out the location of other airplanes via an electronic datalink. You must be equipped with 2 components to receive this traffic data: an ADS-B out transponder, and an ADS-B in receiver and display. The second half of the equation can be as simple as a portable ADS-B receiver and iPad.
Apps like ForeFlight can also display visual and aural alerts on the iPad when a potential traffic threat arises, which will help to limit heads down time starting at the iPad. Here are some more tips for using the traffic feature in ForeFlight on iPad.
https://media.flighttrainingcentral.com/wp-content/uploads/2016/08/05181020/nearby-traffic.png8151223studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2016-08-08 10:00:222021-06-08 19:23:44How to spot nearby traffic like a pro
Being a student pilot is a lot like being an 8th grader: sometimes you just want to fit in. Since I learned to fly at a towered airport, I was especially worried about being a bad teammate: making a mistake on the radio, breaking some unwritten rule or upsetting air traffic control (ATC). Whenever possible, I wanted to say yes and fit into the flow.
I suspect most pilots are the same way. After all, we are typically the can-do type who view “no” as a sign of weakness. But as much as we like to press the push-to-talk button and calmly proclaim “wilco,” sometimes you simply have to say no – even when it’s uncomfortable. It’s not being lazy or being a bad pilot, it’s prioritizing safety over convenience.
Here are 8 times it’s not just advisable but required to say no:
You can tell him no – he’ll forgive you.
Say no to a takeoff clearance if you’re not ready. “Cessna 12345, cleared for immediate takeoff, traffic on 1 mile final.” It happens all the time at busy airports, but this scenario is packed with subtle pressure to start moving – now. Resist the urge to rush. No matter how much you want to help out, you’re not doing your job as pilot in command if you take off before you’re ready. In fact, the deadliest accident in aviation history can ultimately be blamed on a 747 taking off before both pilots were ready.
Say no to “max forward speed” on final if you can’t safely do it. If there’s a Learjet or a Boeing behind you for the runway, you may hear ATC ask you to fly as fast as you can on final in order to keep the spacing acceptable for him. If you have 500 hours in the airplane and can do it, by all means, comply with the request and make everyone’s life easier. But if you’re on your first solo cross country, you’re under no obligation to accept this request – and it is a request. You might have to turn off final or do a 360, but that’s better than arriving at the threshold high, fast and unstabilized.
Say no to land and hold short if you’re unsure. So-called LAHSO operations are pretty rare these days, but you might get issued this instruction at a bigger airport with intersecting runways. If you’re not absolutely certain you can land and hold short of the crossing runway, and if you haven’t previously studied the chart and briefed the procedure, don’t say yes. Sure, the controller may not be happy, but he’ll be a whole lot less happy if you accept but can’t do it.
If you don’t have the airport in sight on a hazy day, don’t lie.
Say no if you really don’t have the airport in sight. This is another situation where ATC often exerts a subtle pressure on pilots: “Clermont County Airport is 12 o’clock, 5 miles, report it in sight.” The controller would love for you to call the airport in sight and get rid of you. Some pilots fudge this, assuming that since the GPS shows the position of the airport, they can simply say yes and keep navigating until right on top of the airport. This trick will probably work 90% of the time, but the one time it doesn’t, you’ll really wish you were still talking to ATC. If you don’t have the airport in sight, the answer is no. Simple as that.
Say no to an approach clearance if you’re not stabilized. For instrument pilots, the start of an approach is a critical time: the airplane is descending towards terrain and obstacles without visual reference. If you’re not certain of your position – and if the airplane isn’t configured and slowed down properly – accepting an approach clearance and chasing the needles will not make things better. Ask for a delay vector and go back out to re-intercept the final approach course. Good landings are the result of good approaches, so insist on starting them the right way.
Say no to a crossing restriction you can’t make. Another concern for IFR pilots, and occasionally VFR pilots, is when ATC asks you to pass a certain waypoint at or below a certain altitude. Often this is a simple clearance to comply with, but sometimes ATC asks for the impossible. If you do the math (hint: your GPS’s VNAV function saves a lot of time) and find out you’ll need to maintain 2000 ft/min down, you probably need to let ATC know it’s not possible. This isn’t the end of the world – just be honest and let them come up with a plan B.
You are PIC – if you can’t do it, say no.
Say no to a more experienced pilot when you’re uncomfortable. Not all pressure comes from ATC; sometimes other pilots are guilty too. Years ago, as a brand new Private Pilot, I was staring intently at the weather maps at the airport as I tried to figure out a way to fly home. A much more experienced pilot, in an effort to be helpful, leaned over my shoulder and gave some advice: “looks worse than it really is – I think you’ll be fine.” I ended up taking off, but I shouldn’t have. I had let the older pilot’s opinion influence me, substituting his personal minimums for mine. Never again. Your decision is your decision, and sometimes that means politely thanking another pilot and saying no to yourself.
Say no to pushy passengers if the weather is marginal. Passengers can also offer their opinion, even if you don’t want it. This is tricky, especially with friends and family, since we love to show off our piloting skills and “get the job done.” But general aviation flying is supposed to be fun, and if the weather doesn’t look fun it’s your job as PIC to say no. It may be disappointing, but it’s the right call – no matter who the passenger is.
Fitting in is a good thing most of the time and there’s no virtue in being a nuisance, so use your PIC authority wisely. But if you’re ever unsure or uncomfortable, you have every right to say no. In fact, most good controllers will tell you that they expect it.
https://media.flighttrainingcentral.com/wp-content/uploads/2016/07/05181125/Pilot-talking-on-radio-in-Cessna-cockpit-communications.jpg6821000studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2016-07-11 10:00:552021-06-08 19:23:458 times you should say no as a pilot
A new, enhanced version of the Practical Test Standards (PTS) is coming mid-June, 2016 for Private Pilot Airplane and Instrument Rating Airplane. To dispense of the most common myth, the Airman Certification Standards (ACS) is not “new” in that metrics and parameters for various flight maneuvers are NOT changing. The ACS is a good and necessary evolution of the PTS that’s sure to bring about greater synergy across all phases of certification by integrating the applicable components.
ACS offers a more cohesive set of standards
The PTS contains the standards from which pilots are evaluated during the practical examination. It not only provides the tasks and elements to perform in the airplane, but also the specific metrics used in the examiner’s evaluation (e.g. altitude +/- 100’, heading +/- 10°, etc.).
The PTS also contains special emphasis areas provided within a dedicated section of the publication that may or may not apply to each maneuver. While the intent of special emphasis areas was sound in drawing our attention and “emphasis” to areas with the greatest opportunity for profound impact on safety, its success is debatable and many believe certain emphasis areas remain largely disconnected from training and evaluation due to a lack of context.
ACS offers a more direct coding system for knowledge testing
But perhaps most conspicuous in its absence from the traditional PTS are standards related to knowledge testing. Standards for knowledge testing have never existed and this omission has resulted in a testing element to certification that is, in many ways, disconnected from how we fly and train.
The good news is that the proposed ACS is a vast improvement in bringing all of the components related to certification into one cohesive document – knowledge, skills, risk management and performance metrics. The ACS will help students, instructors and examiners better understand how these various elements are connected and apply to each task.
ACS began as a project to improve knowledge testing and I’m optimistic the system will drive the industry toward continuous improvement in this area. The ultimate creation of the ACS was a collaborative effort of stakeholders including advocacy groups, flight Instructor associations, academia, manufacturers, and course training providers. The resulting ACS will offer a clear and more concise description of what pilots must know, consider, and do to earn a certificate.
Central to this cohesive effort is a new coding system introduced in the ACS that will help bridge knowledge and practical testing. The new codes replace the notoriously vague Learning Statement Codes that are used on airman test reports. The codes will ensure test questions are rooted in the certification standards and provide more effective guidance for training.
Additionally, FAA has created an ACS Exam Review Board that includes subject matter experts from multiple FAA offices and one non-FAA representative who has extensive experience in the test development field. The ACS Exam Review Board is using the ACS codes as a tool to review and revise knowledge test questions for the knowledge tests and ensure each test question has a purpose and link to the standards.
Sporty’s courses are ACS aligned
From a student preparation perspective, applicants can use the ACS document to clearly understand what they must know, consider and do. For those choosing Sporty’s courseware for ground school, flight preparation and learning beyond the certificate, the ACS very much aligns with the holistic approach Sporty’s has always has emphasized in its training. In other words, train how you will fly the airplane in the real world environment.
Sporty’s course users also have access to the ACS document with cross-references to the video-based training. While updates are being made on a continual basis to written test preparation components, the ACS philosophy will better link knowledge testing to the core, video-based training component.
In speaking with some active designated pilot examiners, it’s not anticipated that one would notice significant change in how checkrides are administered as the ACS does not change the performance metrics. The ACS should result in a more focused checkride as the ACS should reduce subjectivity and increase standardization.
ACS offers much-needed enhancements to standards and the opportunity for a cohesive certification process. The enhancements should improve system-wide consistency and application. If you’ve not already done so, I’d encourage all stakeholders to review the ACS at FAA.gov. We should embrace the improved system and do our own personal part to ensure a smooth transition.
https://media.flighttrainingcentral.com/wp-content/uploads/2013/03/05183233/flight-school1.png488862studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2016-06-01 07:30:592021-06-08 19:23:45Airman Certification Standards (ACS) – a pilot report
As a student pilot, you will need a Student Pilot Certificate at some point during your flight training program. When you will need the student certificate will vary based upon the type of training that you are doing.
You may also need an FAA Medical Certificate. The type of medical certificate you should obtain, if you should obtain one at all, depends on your flight training goals.
Your Student Pilot Certificate
You will need a Student Pilot Certificate before your first solo; that wondrous time when your instructor has enough confidence in your ability to get out of the airplane and send you off by yourself. When training under the general rules for flight training, often referred to as “Part 61 training,” you can obtain the certificate at any time prior to the solo.
If you are training under the more formalized rules for flight schools, referred to as “Part 141 training,” you must obtain your Student Pilot Certificate prior to enrolling in the flight curriculum for a Recreational certificate program or before enrolling in the solo flight phase of a Private pilot certification course. Essentially, you need the Student Pilot Certificate before you can start a Recreational program and early in a Private program under 141.
Your Student Pilot Certificate is a standalone document that must be obtained using the FAA’s Integrated Airman Certification and Rating Application (IACRA) system and through the assistance of the local FAA office (Flight Standards District Office or FSDO), a Designated Pilot Examiner (DPE), an Airman Certification Representative (ACR) associated with a part 141 pilot school, or your own Certified Flight Instructor (CFI).
Before you meet with any of these individuals, you can and should go to IACRA to register and start the application process.
Go to https://iacra.faa.gov and click the “Register” link near the upper right corner of the page.
Select “Applicant” on the next page then review the Terms of Service (TOS) and click the “Agree to TOS and Continue>>” button to move on.
Fill out your IACRA – User Profile Information as accurately as possible. It will be helpful if your name information closely matches the name on your photo id. Leave the “Airman Certificate Number” and “Date of Issuance” fields blank. Many pilots select “Do Not Use” regarding their social security number but this is up to you.
After registering, login with your new credentials.
Click the “Start New Application” button.
The Application Type will be “Pilot” and the Pilot Certifications will be “Student Pilot.” Click the Start Application button.
Fill in the information the Personal Information section and click the Save & Continue button.
Submit the application and make an appointment with your instructor or another authorized individual.
When the time comes to meet for verification purposes, be sure to bring your unexpired driver’s license, passport, or other acceptable photo id to your meeting. You must apply in person with the authorized individual. Good instructors will likely do this free of charge as a part of their service to their clients provided that the clients take care of their part of IACRA before meeting for verification.
Student Pilot Certificates acquired under this process do not expire.
Your FAA Medical Certificate and Alternatives
The pursuit of most pilot certificates will require you to obtain and hold an FAA Medical Certificate prior to flying solo.
If you are pursuing a Sport Pilot Certificate and will only be flying solo in a Light Sport Airplane, you may be able to use your valid driver’s license as a testament to your acceptable health. To exercise the option of using your driver’s license in place an FAA Medical Certificate, you must not have failed your most recent attempt at an FAA Medical Certificate or be under a medical suspension. If you have never attempted to obtain an FAA Medical Certificate or you allowed your most recent medical to expire, the valid driver’s license may be an option for you.
If you are learning to fly in a glider, motorglider, or balloon, you will not need a medical. You will simply need to be able to attest to the fact that you do not have any medical conditions that would preclude your safe operation of the aircraft in solo flight.
FAA Medical Certificate’s are issued by an FAA Designated Aviation Medical Examiner (AME). AME’s are physicians with a special interest in aviation safety and have training in aviation medicine.
If you have any condition that may be medically disqualifying or could slow your medical approval, do not visit your AME before meeting with and discussing your options with a knowledgeable instructor. Alternatively, you can contact a resource like the Aircraft Owners and Pilots Association (AOPA) to discuss your situation. You can get a free 6 month membership as a Student Pilot. They have experts available to help find your best route for success in the medical certification process.
Some conditions that can be disqualifying or could slow your medical approval include but are not limited to:
Diabetes
Heart Disease
Nervous Disorders
History of Kidney Stones
Emotional or Mental Disorders
Epilepsy
Uncorrectable Vision
Certain Levels of Hearing Loss
History of Alcohol or Drug Dependence
Any condition that could impair your ability to operate an aircraft safely
If you would like further information on potentially disqualifying conditions, the standards for medical certification are contained in Title 14 Code of Federal Regulations (CFR) Part 67. If 14 CFR Part 67 indicates that a condition will not allow you to obtain a medical certificate, all hope is not lost. There may be an option to obtain a special issuance medical certificate or obtain a medical with certain operating limitations. Discuss this with one of the previously mentioned sources before pushing forward with your examination.
If you are in good health and ready to obtain your FAA Medical Certificate, find an AME, schedule an appointment, and fill out your application on MedXPress before going to see the doctor. Be truthful on this application, especially in the area of alcohol related driving offenses. The FAA can and will check your answers against the National Driver Register database. Falsification of facts can lead to fines and revocation of certificates.
At some point in the process, you will be asked about the “Class” of medical you would like to apply for. We will review the classes in a moment but you should plan to obtain the class of medical certificate required, for the certificate level you ultimately want. This will tell you if you are medically qualified for that certificate. Finding this out now is better than waiting until you have already spent thousands of dollars on training for a certificate that you ultimately may not be able to use.
A 1st Class medical is required when flight operations require an Airline Transport Pilot (ATP) certificate. An ATP is required to act as the Pilot in Command (PIC) or Captain of a scheduled airliner.
A 2nd Class medical is required when flight operations require a Commercial Pilot certificate. A Commercial certificate is required essentially to get paid to be a pilot.
A 3rd Class medical is required for all other flight operations that require an FAA Medical Certificate. This includes Student Pilots pursuing a Recreational or Private certificate, Recreational and Private pilots, and most Flight Instructors.
For operations as a Student, Recreational, or Private Pilot, all classes of medical certificates are valid for 60 calendar months if you obtained the certificate prior to your 40th birthday. If you obtained the medical on or after your 40th birthday, the certificate is valid for only 24 calendar months.
More detailed information about FAA Medical Certificate expirations can be found in the table below from the FAA via 14 CFR Part 61:
If you hold
And on the date of
examination for your most recent medical certificate you were
And you are conducting an operation
requiring
Then your medical certificate expires, for that operation, at the end of the last day of the
(1) A first-class medical certificate
(i) Under age 40
an airline transport pilot certificate
12th month after the month of the date of examination shown on the medical certificate.
(ii) Age 40 or older
an airline transport pilot certificate
6th month after the month of the date of examination shown on the medical certificate.
(iii) Any age
a commercial pilot certificate or an air traffic control tower operator certificate
12th month after the month of the date of examination shown on the medical certificate.
(iv) Under age 40
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
60th month after the month of the date of examination shown on the medical certificate.
(v) Age 40 or older
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
24th month after the month of the date of examination shown on the medical certificate.
(2) A second-class medical certificate
(i) Any age
a commercial pilot certificate or an air traffic control tower operator certificate
12th month after the month of the date of examination shown on the medical certificate.
(ii) Under age 40
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
60th month after the month of the date of examination shown on the medical certificate.
(iii) Age 40 or older
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
24th month after the month of the date of examination shown on the medical certificate.
(3) A third-class medical certificate
(i) Under age 40
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
60th month after the month of the date of examination shown on the medical certificate.
(ii) Age 40 or older
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
24th month after the month of the date of examination shown on the medical certificate.
https://media.flighttrainingcentral.com/wp-content/uploads/2016/05/05181309/medical.png10801440studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2016-05-09 13:00:032023-01-31 17:48:26Student Pilot and FAA Medical Certificates
In recent weeks we experienced an uncommon and unwelcome pattern of cold air masses in the Midwest that not only brought winter-like temperatures, but also strong frontal boundaries with gusty winds and accompanying low-level wind shear (the PIREPs were plentiful to prove it). Needless to say, the flying conditions have been less than ideal and have put crosswind competency to the test. Several consecutive flights with wind gusts and crosswind components at or near the airplane and pilot limits, have me longing for a flight with a few knots of wind straight down the runway.
Being based at an airport absent the luxury of a crosswind runway, you’re forced to maintain a certain degree of crosswind proficiency. But if you’re a pilot who often has many choices of runways most aligned with the wind, or chooses to avoid crosswinds altogether, these situations demand careful consideration lest the crosswind conditions become perilous.
Despite considerable experience in the aircraft I was operating and years of practice in crosswind conditions at my home base, as part of my safety management strategy, I have still have pre-determined limitations for total wind gust (gust factor) as well as total crosswind component. Establishing these personal limitations effectively eliminates the external factors that could cloud my judgement on a particular flight. In other words, the decision to attempt a landing versus seeking an alternate airport has been largely made on my behalf by virtue of the conditions being reported. An ancillary benefit is that passengers also understand this basic premise that policy (designed to enhance safety) may prevent an attempt at a takeoff or landing under certain conditions.
While crosswind considerations and the resulting personal limitations tend to focus largely on landing, crosswind takeoffs also warrant equal analysis. Consider that a) the same aerodynamic forces and control limits are at play during a takeoff as they are with landing and b) it’s prudent to have the airport you’re departing available for landing in case an immediate return is required.
Crosswind Takeoffs
When departing with a crosswind, position the ailerons into the wind. By raising the aileron on the upwind wing, we impose a downward force on the wing to counteract the lifting force of the crosswind.
To begin the takeoff, full aileron input should be held into the wind. As speed builds, this control input can be relaxed as the control surfaces become more effective and the crosswind effects less pronounced (as the relative wind changes). As with a normal takeoff, rudder pressure will also be used to maintain directional control. Keep in mind that the airplane will have a natural tendency to weathervane into the wind so anticipate additional downwind rudder pressure to maintain a straight ground track.
At liftoff, the proper technique is to sideslip the airplane (maintain the longitudinal axis of the airplane parallel to the runway) in case the airplane were to settle back to the ground. In a sideslip, continue to position the ailerons into the wind to keep the upwind wing from rising and prevent drift off of the runway centerline. Utilize rudder pressure to prevent weathervaning and to keep the longitudinal axis parallel to the runway.
If you were to immediately establish a wind correction angle and the airplane were to inadvertently settle back to the runway, dangerous side loads could be imposed on the landing gear and make directional control difficult if not impossible.
If gusty crosswinds exist, it would also be a prudent choice to hold the airplane on the ground slightly longer than in a normal takeoff setting if field conditions permit. This will allow for more positive control at liftoff and mitigate a sudden gust that may rob you of lift. After a positive rate of climb is established, you’ll want to transition from a sideslip to a wind correction angle that keeps the aircraft flight path tracking the runway centerline until departing the traffic pattern.
Crosswind Landings
Once you’ve determined the crosswind conditions of the day are within your capability, it’s time to put good technique into practice. The most common technique is the crab method that transitions to a sideslip just before roundout. Essentially, the takeoff method just described in reverse.
Transition to a sideslip during the roundout
During your stabilized final approach, a wind correction angle (crab) should be established into the wind so that the aircraft’s flight path is tracking the runway centerline. Keep in mind, the amount of this correction will vary during descent as speed and wind direction may shift with altitude. Just before the roundout, the aircraft should be transitioned from a crab to a sideslip so that the longitundinal axis of the airplane is once again, parallel with the runway. To effect the sideslip, position the ailerons into the wind to keep the upwind wing from rising and prevent drift off of the runway centerline. Utilize opposite rudder pressure to prevent weathervaning and to keep the longitudinal axis parallel to the runway.
The amount of control force necessary to maintain runway centerline with the longitunidal axis parallel for landing will vary throughout the roundout, flare and touchdown as control effectiveness and crosswind effects diminish with decreasing speed. If the proper technique is followed, touchdown should be made on the upwind main wheel first. It’s important at touchdown to maintain the crosswind technique to ensure positive control throughout the landing roll. After wheels down, continue to apply aileron pressure into the wind until reaching full aileron input nearing taxi speed.
It’s worth re-emphasizing that the proper crosswind technique will result in constantly changing control inputs and pressure to track the runway centerline and keep the aircraft’s longitudinal axis parallel with the runway. If the aircraft begins to drift, take immediate positive action to increase the amount of bank into the wind. Add corresponding opposite rudder pressure to keep the nose aligned and parallel with the runway.
Type certification requires that aircraft be tested and found to be controllable in a 90 degree crosswind up to a velocity of 20% of the aircraft’s stall speed in the power-off, landing configuration without the pilot possessing any extraordinary skill. In a Cessna 172, this would equate to about 10 knots (direct crosswind). Maximum demonstrated crosswind velocity is required to be published, and while it often exceeds certification requirements, a good rule of thumb is to stick with the more conservative estimate as a personal limitation.
As a general rule of thumb, avoid the danger zone
Gusty wind conditions present yet another variable. In order to mitigate the risks associated with rapidly changing wind speed and corresponding effects on lift, it’s advisable to add a correction to your planned final approach speed. The widely accepted best practice is to add half the calculated gust factor to your final approach speed – the gust factor being the difference between the sustained wind and reported gust.
As an example, if winds were being reported from 250 at 10 knots gusting to 16 knots, the gust factor is 6 knots (16-10). Applying the half gust factor (3) correction would result in a final approach speed of 3 knots faster than your normal final approach speed.
This correction makes sense and is an effective mitigation strategy up to a certain point. But as your corrections increase, you’ll need to consider whether the higher approach speed and corresponding wind shear results in an equally dangerous situation.
It’s true that we never fully “master” the crosswind. We can only hope to learn and improve from our humbling experiences. But continuing our diligent practice in a controlled environment will equip us with the confidence and skill to manage those unexpected conditions and give us the flexibility to enjoy more flying days ahead.
https://media.flighttrainingcentral.com/wp-content/uploads/2015/10/05182149/Crosswind-2.jpg338600studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2016-04-25 11:47:282021-06-08 19:23:45Taming the crosswind
The Last of the “Old Written” ATPs
/in Career/by StudentpltnewsPrior to 2014, there were typically 6-8000 ATP written tests given each year. The first half of 2014 saw a huge increase in the number of tests given with over 27,000 pilots taking the old version of the test before the July 31st deadline. After the deadline, there was a sharp drop off in testing with 60 pilots taking the new version of the test during the rest of the year.
While the FAA statistics don’t break down the months, the calls to our flight school would indicate that the majority of the pilots we spoke to, had taken the test during July. I say this because the end of July, 2016, is when written exams taken in July, 2014, would expire and a lot of pilots were looking to upgrade their certificates under the old testing system.
While the statistics won’t be out for several months, it will be interesting to compare the number of Multiengine ATP certificates issued during 2016 to other years. I don’t believe that it will be anywhere near 27,000 but I suspect that it will be double or triple the average of previous years.
Our last ATP client under the old testing rules finished his checkride on Saturday, July 30th, after some weather delays earlier in the week and an unexpected primary flight display failure that occurred on Friday (Thank you Aspen Avionics, FedEx, and Cincinnati Avionics for fixing that issue by Saturday morning), he left with his new certificate in hand.
Now that we have reached the month of August, we are servicing a backlog of non-ATP multiengine clients that did not have a July 31st deadline.
Moving forward, we expect to see a return to a slower pace of ATP clients but not as slow as it was before the ATP rules were changed. Let’s face it, the ATP is now a requirement for the right seat of an airliner and it is likely that more competitive pilots will opt to obtain the ATP before applying.
Foreign pilots that want a US ATP certificate also like to book the ATP-CTP with our ABX Airlines partners then spend an extra few days getting to know the Aztec and passing the ATP practical exam so that they can return to their home country with an FAA ATP certificate. Can you blame them?
How to spot nearby traffic like a pro
/in Tips and technique/by StudentpltnewsWait, collision avoidance? I was really looking forward to doing all of the other flight maneuvers until that topic came up, which brought to mind an image of twisted metal in the sky. Yes sir, I remember thinking, I would like to do whatever it takes to avoid collisions in the sky.
I of course soon learned he was using the FAA/industry buzzword for the process of keeping your eyes out the window and looking for other traffic, but at that time it seemed like a lot of pressure to put on a zero-time student pilot who was still getting used to late afternoon turbulence while trying to maintain altitude. Shouldn’t my experienced CFI worry about making sure we don’t run into anyone while I concentrate on flying the airplane?
Of course this concern quickly passed after 2 or 3 lessons as I started to feel comfortable at the controls, and realized looking out at the window was way more productive than staring at the instruments to control the airplane anyway. I was glad that he taught me this habit early on, and following the law of primacy, it was something that I took seriously on every flight going forward.
This presents a challenge to student pilots though, because it’s also the time when you’re most task-saturated. You’ll need to juggle the steps to configure the airplane for landing, run before-landing checklists, make radio calls, and oh yea, keep an eye out for other airplanes that may or may not be reporting their position in the pattern. This will soon all come naturally to you, but it’s a lot to get used to during the first few lessons.
Fortunately there are some things you can do to give yourself an advantage when it comes to collision avoidance and spotting other traffic:
Fly visually – This first tip is the most important of all listed here. You should be learning to fly the airplane by looking out the window and maintaining various pitch attitudes by the relationship of the airplane’s nose to the horizon. Not only will it make you a better stick and rudder pilot, but it’ll keep your eyes out the window always looking for traffic too.
Don’t get caught up in the FARs – If a potential traffic conflict arises, don’t get too caught up with right-of-way rules to the point that you freeze up and do nothing. Take the course of action that puts the most space between you and the other airplane and save the debate for later.
Be methodical and don’t “scan” – Many CFIs and training resources use the term “scan” when describing the method look for nearby traffic. To me scanning involves constantly moving your eyes back and forth, in the same motion that onboard radar sweeps the sky looking for precipitation. This tends to blur the vision and can work against your efforts. Instead follow the FAA’s guidance and concentrate in 10° increments of the sky, and let your eyes rest still in each of those sectors to see if any traffic is in that area.
Light up the airplane – with today’s LED light bulb technology taking the place of the old life-limited incandescent bulbs, there’s no reason not to have all the lights turned on in the pattern and when maneuvering in the practice area, even during the day.
Visualize each radio call – when operating in and around the airport environment, make it a habit to visualize the position for every other aircraft that calls in, even at fields with an ATC tower. With practice you’ll find this will become second-nature and you’ll automatically develop a mental view of the aircraft nearby, making it easier to spot them out the window.
Apps like ForeFlight can also display visual and aural alerts on the iPad when a potential traffic threat arises, which will help to limit heads down time starting at the iPad. Here are some more tips for using the traffic feature in ForeFlight on iPad.
8 times you should say no as a pilot
/in Tips and technique/by StudentpltnewsBeing a student pilot is a lot like being an 8th grader: sometimes you just want to fit in. Since I learned to fly at a towered airport, I was especially worried about being a bad teammate: making a mistake on the radio, breaking some unwritten rule or upsetting air traffic control (ATC). Whenever possible, I wanted to say yes and fit into the flow.
I suspect most pilots are the same way. After all, we are typically the can-do type who view “no” as a sign of weakness. But as much as we like to press the push-to-talk button and calmly proclaim “wilco,” sometimes you simply have to say no – even when it’s uncomfortable. It’s not being lazy or being a bad pilot, it’s prioritizing safety over convenience.
Here are 8 times it’s not just advisable but required to say no:
You can tell him no – he’ll forgive you.
Say no to a takeoff clearance if you’re not ready. “Cessna 12345, cleared for immediate takeoff, traffic on 1 mile final.” It happens all the time at busy airports, but this scenario is packed with subtle pressure to start moving – now. Resist the urge to rush. No matter how much you want to help out, you’re not doing your job as pilot in command if you take off before you’re ready. In fact, the deadliest accident in aviation history can ultimately be blamed on a 747 taking off before both pilots were ready.
Say no to “max forward speed” on final if you can’t safely do it. If there’s a Learjet or a Boeing behind you for the runway, you may hear ATC ask you to fly as fast as you can on final in order to keep the spacing acceptable for him. If you have 500 hours in the airplane and can do it, by all means, comply with the request and make everyone’s life easier. But if you’re on your first solo cross country, you’re under no obligation to accept this request – and it is a request. You might have to turn off final or do a 360, but that’s better than arriving at the threshold high, fast and unstabilized.
Say no to land and hold short if you’re unsure. So-called LAHSO operations are pretty rare these days, but you might get issued this instruction at a bigger airport with intersecting runways. If you’re not absolutely certain you can land and hold short of the crossing runway, and if you haven’t previously studied the chart and briefed the procedure, don’t say yes. Sure, the controller may not be happy, but he’ll be a whole lot less happy if you accept but can’t do it.
If you don’t have the airport in sight on a hazy day, don’t lie.
Say no if you really don’t have the airport in sight. This is another situation where ATC often exerts a subtle pressure on pilots: “Clermont County Airport is 12 o’clock, 5 miles, report it in sight.” The controller would love for you to call the airport in sight and get rid of you. Some pilots fudge this, assuming that since the GPS shows the position of the airport, they can simply say yes and keep navigating until right on top of the airport. This trick will probably work 90% of the time, but the one time it doesn’t, you’ll really wish you were still talking to ATC. If you don’t have the airport in sight, the answer is no. Simple as that.
Say no to an approach clearance if you’re not stabilized. For instrument pilots, the start of an approach is a critical time: the airplane is descending towards terrain and obstacles without visual reference. If you’re not certain of your position – and if the airplane isn’t configured and slowed down properly – accepting an approach clearance and chasing the needles will not make things better. Ask for a delay vector and go back out to re-intercept the final approach course. Good landings are the result of good approaches, so insist on starting them the right way.
Say no to a crossing restriction you can’t make. Another concern for IFR pilots, and occasionally VFR pilots, is when ATC asks you to pass a certain waypoint at or below a certain altitude. Often this is a simple clearance to comply with, but sometimes ATC asks for the impossible. If you do the math (hint: your GPS’s VNAV function saves a lot of time) and find out you’ll need to maintain 2000 ft/min down, you probably need to let ATC know it’s not possible. This isn’t the end of the world – just be honest and let them come up with a plan B.
You are PIC – if you can’t do it, say no.
Say no to a more experienced pilot when you’re uncomfortable. Not all pressure comes from ATC; sometimes other pilots are guilty too. Years ago, as a brand new Private Pilot, I was staring intently at the weather maps at the airport as I tried to figure out a way to fly home. A much more experienced pilot, in an effort to be helpful, leaned over my shoulder and gave some advice: “looks worse than it really is – I think you’ll be fine.” I ended up taking off, but I shouldn’t have. I had let the older pilot’s opinion influence me, substituting his personal minimums for mine. Never again. Your decision is your decision, and sometimes that means politely thanking another pilot and saying no to yourself.
Say no to pushy passengers if the weather is marginal. Passengers can also offer their opinion, even if you don’t want it. This is tricky, especially with friends and family, since we love to show off our piloting skills and “get the job done.” But general aviation flying is supposed to be fun, and if the weather doesn’t look fun it’s your job as PIC to say no. It may be disappointing, but it’s the right call – no matter who the passenger is.
Fitting in is a good thing most of the time and there’s no virtue in being a nuisance, so use your PIC authority wisely. But if you’re ever unsure or uncomfortable, you have every right to say no. In fact, most good controllers will tell you that they expect it.
Airman Certification Standards (ACS) – a pilot report
/in Regulations/by StudentpltnewsA new, enhanced version of the Practical Test Standards (PTS) is coming mid-June, 2016 for Private Pilot Airplane and Instrument Rating Airplane. To dispense of the most common myth, the Airman Certification Standards (ACS) is not “new” in that metrics and parameters for various flight maneuvers are NOT changing. The ACS is a good and necessary evolution of the PTS that’s sure to bring about greater synergy across all phases of certification by integrating the applicable components.
ACS offers a more cohesive set of standards
The PTS contains the standards from which pilots are evaluated during the practical examination. It not only provides the tasks and elements to perform in the airplane, but also the specific metrics used in the examiner’s evaluation (e.g. altitude +/- 100’, heading +/- 10°, etc.).
The PTS also contains special emphasis areas provided within a dedicated section of the publication that may or may not apply to each maneuver. While the intent of special emphasis areas was sound in drawing our attention and “emphasis” to areas with the greatest opportunity for profound impact on safety, its success is debatable and many believe certain emphasis areas remain largely disconnected from training and evaluation due to a lack of context.
ACS offers a more direct coding system for knowledge testing
But perhaps most conspicuous in its absence from the traditional PTS are standards related to knowledge testing. Standards for knowledge testing have never existed and this omission has resulted in a testing element to certification that is, in many ways, disconnected from how we fly and train.
The good news is that the proposed ACS is a vast improvement in bringing all of the components related to certification into one cohesive document – knowledge, skills, risk management and performance metrics. The ACS will help students, instructors and examiners better understand how these various elements are connected and apply to each task.
ACS began as a project to improve knowledge testing and I’m optimistic the system will drive the industry toward continuous improvement in this area. The ultimate creation of the ACS was a collaborative effort of stakeholders including advocacy groups, flight Instructor associations, academia, manufacturers, and course training providers. The resulting ACS will offer a clear and more concise description of what pilots must know, consider, and do to earn a certificate.
Central to this cohesive effort is a new coding system introduced in the ACS that will help bridge knowledge and practical testing. The new codes replace the notoriously vague Learning Statement Codes that are used on airman test reports. The codes will ensure test questions are rooted in the certification standards and provide more effective guidance for training.
Additionally, FAA has created an ACS Exam Review Board that includes subject matter experts from multiple FAA offices and one non-FAA representative who has extensive experience in the test development field. The ACS Exam Review Board is using the ACS codes as a tool to review and revise knowledge test questions for the knowledge tests and ensure each test question has a purpose and link to the standards.
Sporty’s courses are ACS aligned
From a student preparation perspective, applicants can use the ACS document to clearly understand what they must know, consider and do. For those choosing Sporty’s courseware for ground school, flight preparation and learning beyond the certificate, the ACS very much aligns with the holistic approach Sporty’s has always has emphasized in its training. In other words, train how you will fly the airplane in the real world environment.
Sporty’s course users also have access to the ACS document with cross-references to the video-based training. While updates are being made on a continual basis to written test preparation components, the ACS philosophy will better link knowledge testing to the core, video-based training component.
In speaking with some active designated pilot examiners, it’s not anticipated that one would notice significant change in how checkrides are administered as the ACS does not change the performance metrics. The ACS should result in a more focused checkride as the ACS should reduce subjectivity and increase standardization.
ACS offers much-needed enhancements to standards and the opportunity for a cohesive certification process. The enhancements should improve system-wide consistency and application. If you’ve not already done so, I’d encourage all stakeholders to review the ACS at FAA.gov. We should embrace the improved system and do our own personal part to ensure a smooth transition.
Additional resources:
ACS PRIVATE PILOT
ACS INSTRUMENT RATING
ACS BROCHURE
ACS FAQs
SPORTY’S LEARN TO FLY COURSE
SPORTY’S INSTRUMENT RATING COURSE
Student Pilot and FAA Medical Certificates
/in Get Started/by StudentpltnewsAs a student pilot, you will need a Student Pilot Certificate at some point during your flight training program. When you will need the student certificate will vary based upon the type of training that you are doing.
You may also need an FAA Medical Certificate. The type of medical certificate you should obtain, if you should obtain one at all, depends on your flight training goals.
Your Student Pilot Certificate
If you are training under the more formalized rules for flight schools, referred to as “Part 141 training,” you must obtain your Student Pilot Certificate prior to enrolling in the flight curriculum for a Recreational certificate program or before enrolling in the solo flight phase of a Private pilot certification course. Essentially, you need the Student Pilot Certificate before you can start a Recreational program and early in a Private program under 141.
Your Student Pilot Certificate is a standalone document that must be obtained using the FAA’s Integrated Airman Certification and Rating Application (IACRA) system and through the assistance of the local FAA office (Flight Standards District Office or FSDO), a Designated Pilot Examiner (DPE), an Airman Certification Representative (ACR) associated with a part 141 pilot school, or your own Certified Flight Instructor (CFI).
Before you meet with any of these individuals, you can and should go to IACRA to register and start the application process.
When the time comes to meet for verification purposes, be sure to bring your unexpired driver’s license, passport, or other acceptable photo id to your meeting. You must apply in person with the authorized individual. Good instructors will likely do this free of charge as a part of their service to their clients provided that the clients take care of their part of IACRA before meeting for verification.
Student Pilot Certificates acquired under this process do not expire.
Your FAA Medical Certificate and Alternatives
The pursuit of most pilot certificates will require you to obtain and hold an FAA Medical Certificate prior to flying solo.
If you are pursuing a Sport Pilot Certificate and will only be flying solo in a Light Sport Airplane, you may be able to use your valid driver’s license as a testament to your acceptable health. To exercise the option of using your driver’s license in place an FAA Medical Certificate, you must not have failed your most recent attempt at an FAA Medical Certificate or be under a medical suspension. If you have never attempted to obtain an FAA Medical Certificate or you allowed your most recent medical to expire, the valid driver’s license may be an option for you.
If you are learning to fly in a glider, motorglider, or balloon, you will not need a medical. You will simply need to be able to attest to the fact that you do not have any medical conditions that would preclude your safe operation of the aircraft in solo flight.
FAA Medical Certificate’s are issued by an FAA Designated Aviation Medical Examiner (AME). AME’s are physicians with a special interest in aviation safety and have training in aviation medicine.
If you have any condition that may be medically disqualifying or could slow your medical approval, do not visit your AME before meeting with and discussing your options with a knowledgeable instructor. Alternatively, you can contact a resource like the Aircraft Owners and Pilots Association (AOPA) to discuss your situation. You can get a free 6 month membership as a Student Pilot. They have experts available to help find your best route for success in the medical certification process.
Some conditions that can be disqualifying or could slow your medical approval include but are not limited to:
If you would like further information on potentially disqualifying conditions, the standards for medical certification are contained in Title 14 Code of Federal Regulations (CFR) Part 67. If 14 CFR Part 67 indicates that a condition will not allow you to obtain a medical certificate, all hope is not lost. There may be an option to obtain a special issuance medical certificate or obtain a medical with certain operating limitations. Discuss this with one of the previously mentioned sources before pushing forward with your examination.
You can find an AME using the FAA’s database found at https://www.faa.gov/pilots/amelocator/.
At some point in the process, you will be asked about the “Class” of medical you would like to apply for. We will review the classes in a moment but you should plan to obtain the class of medical certificate required, for the certificate level you ultimately want. This will tell you if you are medically qualified for that certificate. Finding this out now is better than waiting until you have already spent thousands of dollars on training for a certificate that you ultimately may not be able to use.
A 1st Class medical is required when flight operations require an Airline Transport Pilot (ATP) certificate. An ATP is required to act as the Pilot in Command (PIC) or Captain of a scheduled airliner.
A 2nd Class medical is required when flight operations require a Commercial Pilot certificate. A Commercial certificate is required essentially to get paid to be a pilot.
A 3rd Class medical is required for all other flight operations that require an FAA Medical Certificate. This includes Student Pilots pursuing a Recreational or Private certificate, Recreational and Private pilots, and most Flight Instructors.
For operations as a Student, Recreational, or Private Pilot, all classes of medical certificates are valid for 60 calendar months if you obtained the certificate prior to your 40th birthday. If you obtained the medical on or after your 40th birthday, the certificate is valid for only 24 calendar months.
More detailed information about FAA Medical Certificate expirations can be found in the table below from the FAA via 14 CFR Part 61:
examination for your most recent medical certificate you were
requiring
Taming the crosswind
/in Tips and technique/by StudentpltnewsCrosswinds require careful consideration
In recent weeks we experienced an uncommon and unwelcome pattern of cold air masses in the Midwest that not only brought winter-like temperatures, but also strong frontal boundaries with gusty winds and accompanying low-level wind shear (the PIREPs were plentiful to prove it). Needless to say, the flying conditions have been less than ideal and have put crosswind competency to the test. Several consecutive flights with wind gusts and crosswind components at or near the airplane and pilot limits, have me longing for a flight with a few knots of wind straight down the runway.
Being based at an airport absent the luxury of a crosswind runway, you’re forced to maintain a certain degree of crosswind proficiency. But if you’re a pilot who often has many choices of runways most aligned with the wind, or chooses to avoid crosswinds altogether, these situations demand careful consideration lest the crosswind conditions become perilous.
Despite considerable experience in the aircraft I was operating and years of practice in crosswind conditions at my home base, as part of my safety management strategy, I have still have pre-determined limitations for total wind gust (gust factor) as well as total crosswind component. Establishing these personal limitations effectively eliminates the external factors that could cloud my judgement on a particular flight. In other words, the decision to attempt a landing versus seeking an alternate airport has been largely made on my behalf by virtue of the conditions being reported. An ancillary benefit is that passengers also understand this basic premise that policy (designed to enhance safety) may prevent an attempt at a takeoff or landing under certain conditions.
While crosswind considerations and the resulting personal limitations tend to focus largely on landing, crosswind takeoffs also warrant equal analysis. Consider that a) the same aerodynamic forces and control limits are at play during a takeoff as they are with landing and b) it’s prudent to have the airport you’re departing available for landing in case an immediate return is required.
Crosswind Takeoffs
When departing with a crosswind, position the ailerons into the wind. By raising the aileron on the upwind wing, we impose a downward force on the wing to counteract the lifting force of the crosswind.
To begin the takeoff, full aileron input should be held into the wind. As speed builds, this control input can be relaxed as the control surfaces become more effective and the crosswind effects less pronounced (as the relative wind changes). As with a normal takeoff, rudder pressure will also be used to maintain directional control. Keep in mind that the airplane will have a natural tendency to weathervane into the wind so anticipate additional downwind rudder pressure to maintain a straight ground track.
At liftoff, the proper technique is to sideslip the airplane (maintain the longitudinal axis of the airplane parallel to the runway) in case the airplane were to settle back to the ground. In a sideslip, continue to position the ailerons into the wind to keep the upwind wing from rising and prevent drift off of the runway centerline. Utilize rudder pressure to prevent weathervaning and to keep the longitudinal axis parallel to the runway.
If you were to immediately establish a wind correction angle and the airplane were to inadvertently settle back to the runway, dangerous side loads could be imposed on the landing gear and make directional control difficult if not impossible.
If gusty crosswinds exist, it would also be a prudent choice to hold the airplane on the ground slightly longer than in a normal takeoff setting if field conditions permit. This will allow for more positive control at liftoff and mitigate a sudden gust that may rob you of lift. After a positive rate of climb is established, you’ll want to transition from a sideslip to a wind correction angle that keeps the aircraft flight path tracking the runway centerline until departing the traffic pattern.
Crosswind Landings
Once you’ve determined the crosswind conditions of the day are within your capability, it’s time to put good technique into practice. The most common technique is the crab method that transitions to a sideslip just before roundout. Essentially, the takeoff method just described in reverse.
Transition to a sideslip during the roundout
During your stabilized final approach, a wind correction angle (crab) should be established into the wind so that the aircraft’s flight path is tracking the runway centerline. Keep in mind, the amount of this correction will vary during descent as speed and wind direction may shift with altitude. Just before the roundout, the aircraft should be transitioned from a crab to a sideslip so that the longitundinal axis of the airplane is once again, parallel with the runway. To effect the sideslip, position the ailerons into the wind to keep the upwind wing from rising and prevent drift off of the runway centerline. Utilize opposite rudder pressure to prevent weathervaning and to keep the longitudinal axis parallel to the runway.
The amount of control force necessary to maintain runway centerline with the longitunidal axis parallel for landing will vary throughout the roundout, flare and touchdown as control effectiveness and crosswind effects diminish with decreasing speed. If the proper technique is followed, touchdown should be made on the upwind main wheel first. It’s important at touchdown to maintain the crosswind technique to ensure positive control throughout the landing roll. After wheels down, continue to apply aileron pressure into the wind until reaching full aileron input nearing taxi speed.
It’s worth re-emphasizing that the proper crosswind technique will result in constantly changing control inputs and pressure to track the runway centerline and keep the aircraft’s longitudinal axis parallel with the runway. If the aircraft begins to drift, take immediate positive action to increase the amount of bank into the wind. Add corresponding opposite rudder pressure to keep the nose aligned and parallel with the runway.
Type certification requires that aircraft be tested and found to be controllable in a 90 degree crosswind up to a velocity of 20% of the aircraft’s stall speed in the power-off, landing configuration without the pilot possessing any extraordinary skill. In a Cessna 172, this would equate to about 10 knots (direct crosswind). Maximum demonstrated crosswind velocity is required to be published, and while it often exceeds certification requirements, a good rule of thumb is to stick with the more conservative estimate as a personal limitation.
As a general rule of thumb, avoid the danger zone
Gusty wind conditions present yet another variable. In order to mitigate the risks associated with rapidly changing wind speed and corresponding effects on lift, it’s advisable to add a correction to your planned final approach speed. The widely accepted best practice is to add half the calculated gust factor to your final approach speed – the gust factor being the difference between the sustained wind and reported gust.
As an example, if winds were being reported from 250 at 10 knots gusting to 16 knots, the gust factor is 6 knots (16-10). Applying the half gust factor (3) correction would result in a final approach speed of 3 knots faster than your normal final approach speed.
This correction makes sense and is an effective mitigation strategy up to a certain point. But as your corrections increase, you’ll need to consider whether the higher approach speed and corresponding wind shear results in an equally dangerous situation.
It’s true that we never fully “master” the crosswind. We can only hope to learn and improve from our humbling experiences. But continuing our diligent practice in a controlled environment will equip us with the confidence and skill to manage those unexpected conditions and give us the flexibility to enjoy more flying days ahead.