How airplane pressurization systems work (video tip)

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High-performance airplanes and jets incorporate a pressurization system to provide a comfortable cabin environment for the flight crew and passengers. In this video, we’ll show how this system works in piston-engine airplanes, like a Piper Malibu, and how the pilot controls it from the flight deck.

 

This video tip is from Sporty’s Commercial Pilot Training Course. Video training, test prep, checkride prep and more.

Pilot’s Guide to International Flight Planning

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Flying to an international destination can be a thrilling experience, but does demand careful planning and attention to detail in the interest of safety as well as compliance with regulations. Before you decide on your destination, it’s important to investigate that country’s individual entry and departure requirements as well as the availability of services including fuel, parking, transportation if needed—and the fees associated with these services.

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Before you decide on your international destination, it’s important to investigate that country’s requirements.

Individual Country Requirements

Each country’s individual requirements can vary and there are a number of quality online resources to help. And if you can connect with the FBO or another pilot who has local knowledge and experience to share, even better.

Now is also a good time to check for any travel advisories or warnings issued by the State Department and confirm your aircraft insurance extends to the country in which you intend to operate.

You’ll find that many destinations—Canada, the Bahamas and much of the Caribbean—are very accommodating of private aircraft and it’s relatively easy to comply with the local procedures. But for other international destinations, you’ll find the complexities are such that it may be worthwhile—or even required—to enlist the assistance of a local representative known as a handler to help navigate the entry and departure requirements to ensure a hassle-free visit. For Central and South American destinations, for example, requirements can change significantly on short notice.

Or you may decide your first international pilot-in-command experience would be best served as part of a guided tour. There are many companies that specialize in guiding pilots to exotic destinations with the added benefit and fun of being part of an aviation group with an expert guide who will handle  most of the paperwork.

While crossing the North Atlantic to Europe is possible, those trips are generally reserved for airliners or private jets with the training and authorizations to operate within the high-altitude minimum navigation performance specification airspace. A transatlantic flight at lower altitude in a light aircraft, brings the added challenges of aircraft communication and fuel range, as well as planning adequate fuel stops and emergency contingencies. This is not an adventure to be taken lightly and demands extended, detailed planning, possible aircraft modification for the addition of fuel, and the right window of weather that’s conducive for the trip. The North Atlantic Operations and Airspace Manual from the international Civil Aviation Organization (ICAO) provides detailed information on those procedures.

Regardless of your destination, you must understand the US Customs and Border Protection (CBP) requirements and procedures for departure and re-entry.

Aircraft Documents & Equipment

To begin, your aircraft must be affixed with a CBP user fee decal which can be purchased online allowing several weeks for delivery. The decal is required to be displayed on the aircraft. Many pilots opt for a location on or near the door so it’s easy to access and identity. The decal is valid for a given calendar year.

Check that your required aircraft documents are current and valid. This includes your airworthiness certificate, registration, operating limitations, and weight and balance data. While not required for domestic flights, a radio station license is required by the FCC for international flying. Although enforcement of this requirement is not common.

You should also ensure a flotation device is available for each occupant if operating beyond power-off gliding distance from shore as well as a pyrotechnic signaling device as required by 91.205. In the case of overwater travel, it’s recommended that you also carry a life raft suitable for all occupants.

If you fall into the category of a large and turbine-powered multiengine airplane subject to Part 91, Subpart F, you’ll also need to comply with the equipment required in 91.509 for overwater operations.

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If you fall into the category of a large and turbine-powered multiengine airplane subject to Part 91, Subpart F,

As PIC, you must ensure all travelers have the appropriate travel documents on their person which includes a valid US Passport, or, for non-US citizens, a valid travel document. As the pilot, you must have your license with english proficiency endorsement, passport, medical certificate, restricted radiotelephone operators permit and, if the aircraft is not registered in the pilot’s name, it’s best to have a letter of authorization granting permission for the aircraft to be operated abroad.

EAPIS & Customs

Use of an ICAO flight plan is required for international flights—either IFR or Defense VFR. While an ICAO flight plan and an FAA flight plan are similar in many ways, there are some important differences including equipment codes.

All pilots crossing the US border, in either direction, are required to use the CPB Electronic Advance Passenger Information (EAPIS) system to provide crew, passengers, aircraft, and trip information. EAPIS information can be submitted online after creating an account and must be filed at least one hour before departing or arriving in the US, but you can file as far in advance as you wish.

As part of the EAPIS departure submission, you’ll be required to provide aircraft information including your customs decal number, departure information to include the CBP airport which is your last domestic point of departure, or in the case you are not departing from a CBP airport, the CBP airport closest your actual departure point. While you’ll be required to submit a time of departure, if that time should later change due to an unexpected delay, as long as the date of your departure remains the same, you’re not required to submit a new EAPIS manifest.

You’ll then have to provide detailed crew and passenger information prior to submitting your manifest. It’s recommended that you save a copy of your submitted manifest, either digital or hard copy.

Once the EAPIS manifest has been processed, the receipt message will instruct you to proceed with the departure flight and a confirmation email is also sent.

For planning your return to the states, ensure your arrival EAPIS has been filed and check for any special requirements on the CBP website and then locate an airport of entry (AOE). An AOE is an airport that provides customs and immigration services for inbound flights. In most cases your first landing airport must be the one closest to the point where the air defense identification zone (ADIZ) is penetrated, but there can be exceptions and it’s also possible to obtain an overflight permit allowing you to fly beyond an initial airport of entry.

You can locate AOEs on the CBP website, FAA Chart Supplement, or your most flight planning apps. It’s also a good practice to contact the CBP ahead of time to better understand hours of operation and local policies.

CBP also requires formal notice of arrival at least one hour in advance, normally accomplished by a telephone call to the office at your intended airport. The notification call is a good opportunity to ask questions regarding local procedures and ensure you’re familiar with the CBP location on the airport. 

When you land, taxi immediately to the CBP facility. Should no inspecting officer be present, the pilot should call the CBP office for instructions. As the PIC, you are responsible for holding any merchandise or baggage unopened and on the aircraft until either a CBP officer arrives or gives instructions.

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When you land, taxi immediately to the CBP facility.

All occupants should have the same documents available for the return flight. And for re-entry into the states, you’ll be required to complete the US Customs and Declaration Form. The head of a family may make a joint declaration for all members residing in the same household and returning to the US.

Be prepared to comply with inspection which may entail offloading baggage and a brief interview by a CBP officer. The pilot should assist in opening aircraft and baggage compartments. The aircraft will also be scanned for any nuclear materials. The entire inspection should only last a few minutes for most light aircraft and a little longer for larger or turbine aircraft.

Once cleared by the CBP officer, you’re free to continue on your way.

Ask a CFI: How should a pilot respond to a traffic advisory from ATC?

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ATC is only interested in confirmation of air traffic acquired visually.

When you you are flying under IFR, or receiving services from ATC while flying VFR in the terminal environment or en route (VFR Flight Following), it is common to receive traffic advisories from ATC. Traffic advisories are issued to alert pilots to other known or observed air traffic which may be in such proximity to the position or intended route of flight of their aircraft to warrant their attention. While it is the responsibility of every pilot to see and avoid other air traffic, advisories from ATC serve as an extra set of eyes in the sky.

A traffic advisory from ATC would commonly sound something like this: “Traffic, 2 o’clock, one zero miles, southbound, eight thousand.” If the type of aircaft is known by ATC, that information may also be included.

There are only two official responses to a traffic advisory issued by ATC:

1) “Traffic in sight” if the pilot sees the traffic or

2) “Negative contact” if the pilot does not have the traffic in sight.

However, Flight Training Central spoke to ATC personnel on the subject who confirm that the phrase “Looking for traffic” is often used informally and is generally understood and accepted by ATC as a useful alternative to a “negative contact” response, especially in VFR operations. The term “Looking for traffic” implies active participation on the part of the pilot in acquiring a traffic target. Once the target is acquired, the pilot should follow up with a “Traffic in sight” response.

Given the availability of traffic information on installed avionics and portable EFBs on the flight deck, you may also hear pilots respond to traffic advisories with confirmation that a traffic target is visible electronically such as “I have him on TCAS,” “I have him on my iPad” or “I have him on my screen.” It is worth noting that, in Flight Training Central’s discussion with ATC personnel, it was noted that ATC is ONLY looking for confirmation when targets are acquired visually. Electronic confirmations are not helpful to controllers in offering visual separation or assurances that conflicts will be avoided.

 

VFR Challenge from Pilot Workshops—A Fuel’s Errand

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VFR Challenge:  A fuel’s errand—what would you on a cross-country trip when you discover no fuel is available at your only planned stop

In this PilotWorkshops VFR Mastery scenario, you’re making a 650nm VFR cross-country from Red Wing, Minnesota (KRGK) to Sheridan, Wyoming (KSHR) for a ski trip. About half way there, at your only planned fuel stop in, you discover the self-serve pump is inoperative. Now, with no other airports within comfortable fuel range, you’ll have to find a way out of this mess. None of your options are very good, and each one adds potential risks or long delays. Let’s jump in and see what you would decide.

 

How to take off and land from grass runways (video tip)

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Most of your flight training has likely occurred on a long paved runway as you continue improving your normal takeoff and landing skills. The runway length is likely two or three times longer than the performance charts require, providing plenty of extra margin as you build experience.

A new skill you’ll learn during flight training is how to achieve the maximum performance from the airplane by operating from what is referred to as a “soft-field”, which will most likely come in the form of a grass runway. It’s also a technique that can be used on other types of surfaces, such as a snow-covered runway.

This video clip below is from Sporty’s Private Pilot Learn to Fly Course.

How to find the smooth air

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Over the course of your flight training, you’ll spend a lot of time learning how to fly safely and competently. That’s important, but it shouldn’t be your sole focus as you grow and mature as a pilot. Learning to fly “comfortably” should be up there on the list as well as one of your top priorities, especially as you graduate to flying passengers.

When you take passengers up for a flight, especially if they’ve never been in a small airplane before, comfort is a major determinant of how much they will enjoy the experience. They expect you to be safe, but minimizing the bumps so they can enjoy the sights will keep them coming back. It is also much less fatiguing when you’re coasting along in smooth air.

If you’ve ever talked to a professional pilot or heard them on the radio, you know how much effort they put into finding a smooth ride. They’re routinely reviewing pilot reports and asking Air Traffic Control (ATC) for reports of turbulence, and they’ll go so far as to change their route of flight or altitude fairly dramatically to find smooth air.

In general aviation (GA) airplanes, we don’t worry much about the jet stream or mountain waves at 37,000 feet. Instead, we need to look for visual cues as to the smoothness of the air. As a first clue, consider the height of haze layer. This concept is incredibly important for light GA airplanes, but it’s rarely taught as a part of primary training even though it’s present almost every day of the year.

If you climb out on a typical summer day, you’ll bump along for the first 5,000 feet in hazy air. Then, if you’re paying attention, you’ll notice there’s almost a line in the sky, above which is clear blue sky and below is murky. That’s the top of the haze layer, and below it you’ll almost always find a few bumps and restricted visibility. Above it will most likely be smooth air and a nice ride.

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Below the haze layer, you’ll almost always find a few bumps and restricted visibility

In the cooler seasons, you may find the top of the haze layer as low as 1,500 feet. But in Texas in the summer, it might be 9,000 feet, and it rises as the day heats up. Make it a habit to find this layer and plan to cruise above it (if possible) when you’re flying cross-country.

Secondly, pay attention to the strength of the surface winds. Strong winds by themselves don’t necessarily mean turbulence, but gusty winds almost always do. This is usually the worst within a few thousand feet of the surface, so again, higher is better.

In particular, watch for those gusty days following the passage of a cold front. The combination of cooler air overrunning warm ground and a wind shift often make for a bumpy takeoff and landing.

The combination of cooler air overrunning warm ground and a wind shift often make for a bumpy takeoff and landing

If you fly in Kansas, you may not worry much about hills and mountains, but if you fly in Colorado, it should be very high on your list. The combination of strong winds or full sun over uneven terrain can create some memorable turbulence, so be alert if your departure or destination airport takes you over rugged terrain.

The next weather phenomenon to consider is thermals. Ever flown over a large, paved parking lot? Then you’ve experienced thermals–the rising columns of air that are created by the sun’s heating of the earth and then the release of that heat back into the atmosphere. Large, flat, dark spaces like parking lots and freshly plowed fields are the best thermal creators. Conversely, wooded areas don’t absorb as much heat.

Finally, you should pay attention to the shapes of clouds.  If you’re a VFR pilot, you shouldn’t be flying through any clouds, so why should you care what they look like? The type of clouds, particularly whether they’re cumulus or stratus, is a good indicator of the stability of the air aloft. And stability is what we’re really talking about with most turbulence.

Big, billowing cumulus clouds usually mean there’s some lifting action in the atmosphere, while flat stratus clouds often indicate more stable air. If you’re an instrument rated pilot, consider the cloud type before you go busting through them. Remember, just because you’re legal to fly through clouds doesn’t mean you have to.

None of these factors are necessarily dangerous, so just because there’s a breeze doesn’t mean you need to cancel your flight. But consider your route of flight, your altitude and your passengers. A few adjustments, or even just a good pre-takeoff briefing to set expectations can make a difference.

If you do encounter turbulence, be careful not to fight the bumps. While you want to maintain positive control of the airplane at all times, don’t make it worse by over-controlling. Fly a basic attitude and let the natural waves in the air do what they will.

One other thing you can change is the time of day you fly. A constant throughout this list is that morning flights are usually smoother; the thermals haven’t built up yet, the wind usually isn’t as strong, and the haze layer may be lower.