While you can still call Flight Service for a traditional telephone weather briefing, most pilots prefer to use graphical weather products found online and in mobile apps to get a more contextual view of the weather before a flight. This week’s tips looks at several free resources you can access online, including the Aviation Weather Center and the Flight Service website.
https://media.flighttrainingcentral.com/wp-content/uploads/2016/10/05180747/Modern-WX-Briefing-YT.png10801920studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2016-10-19 15:13:402021-06-08 19:23:31Video tip: how to get a modern weather briefing
In 1976 Bob Seger released “Night Moves”, a song about going out “parking” on a date.
For those of you too young to have ever bought an 8-track tape, prior to the eighties most cars other than true sport cars had bench seats. The room these seats offered made drive in movies and country gravel roads a lot more interesting.
For pilots north of the Tropic of Cancer, approaching the end of Daylight Saving Time means fall weather is rapidly approaching. It also means that, for many of us, it will be dark by the time we can make it to the airport after work. (OK, I know I work at an airport, but I understand most pilots aren’t that lucky). But does darkness mean you can’t fly or continue your training? Hardly. Even if you are nyctophobic, (look it up, it is a word) now is the time to conquer your fears. Flying after dark can be just as much fun as in daylight but does require some additional planning.
First of all, your aircraft must be ready for night flight. Navigation lights are required for any flight after sunset. Landing lights become more critical and, of course, you want interior lights to work after dark. You will need a good flashlight, make that two or three. I prefer one fairly bright to perform the necessary pre-flight inspections and securing the aircraft post flight. (Author’s note: If you are planning an overnight stay and flying after dark, consider buying an overnight bag of some bright color or putting reflective tape on it. This will make it less likely for you to leave it on a dark ramp. Don’t ask me how I know this.)
I prefer a dim white light over a red lens (or LED) for additional cockpit lighting. In my opinion, night vision is not compromised very much by low white light while everything on a sectional chart that is red or magenta, and a lot is, will “disappear” under red illumination. Some lights allow varying degrees of illumination and are perfect for pilots. Also consider using a lanyard to secure your flashlight during flight. A dropped unilluminated flashlight is virtually impossible to find as it rolls under the rudder pedals (again, don’t ask me how I know). These new LED lights are super reliable and darn nearly indestructible, but I always like to carry a spare, just in case.
How can you incorporate night flying into your training? You may be aware that 10 night landings are required for Private Pilot candidates. It’s a lot easier to “stay up” until 8 or 9 pm fulfilling this requirement than starting your lesson at 10 pm as long summer days require. A night cross country flight is another requirement. Also, the obligation for 3 hours of flight solely by instrument reference can be more realistically fulfilled (with less cheating out the corner of the hood) at night.
Often the combination of cool air and darkness will lead to superb visibility. On one recent trip, (in Sporty’s Legend Cub Sweepstakes Airplane) I could see the lights of Cincinnati from Columbus nearly 90 nautical miles away. At a groundspeed of 80 MPH, my destination was visible for well over an hour. The towns look just like those yellow areas on the sectional charts and the navigation lights make airplanes easier to spot.
The color of those lights also makes it easy to tell if the traffic is approaching or flying away from you. If you see a green light on the left and a red light on the right the airplane is heading for you. Hence the mnemonic Red Right Run! These days, most of the airplanes I fly have LED landing/taxi lights with 5000 hour service lives. 5000 hours is essentially forever so I leave them on all the time making my airplane visible to others from even greater distances.
Like all flights, an off airport landing is a risk. At night it is hard to tell if that dark spot is an open field, woods or a lake. I have pre-decided that if required, I would land close to a light hoping someone would hear me and come help. Other than a flashlight, I think a handheld transceiver is required equipment. If all the electrons in your airplane quit moving, the handheld can be used to get you home and turn on the airport’s pilot controlled lighting. In an off airport landing, a call on 121.5 to some airplane monitoring “guard” may bring you the help you need.
There is no thing such as bad weather, just inadequate clothing. I always like to carry an extra jacket and some insulated gloves with me during winter, but especially at night. Think about other things you might need to make it to morning. More and more pilots are carrying a Personal Locator Beacon that will not only notify search and rescue you are in distress, but also inform them who you are, who to contact and your exact location.
Night flying has one great advantage. The amount of traffic decreases greatly. Usually controllers have time for flight following and the traffic patterns are empty. A word of caution as you land on rural runways. Watch out for critters! (OK four words).
Deer tend to move just after dark and just before dawn. I have found making a low pass over the runway, then circling in the pattern to land will keep the deer away long enough. Smaller critters may also snuggle in for the latent heat in the asphalt as the night air cools off. Just be ready to maneuver around whatever comes into view and remember you are not done flying until all the parts quit moving.
Yes night flying is a lot of fun. So practice your aeronautical “Night Moves” during the long evenings this winter. It will keep your skills sharp. Just like everything else, the more you do it, the better you will become. The better you are flying at night, the more those scary gremlins will be chased out of your psyche, making night flights more comfortable for both you and your passengers.
In August, 2016, new operational rules became effective for routine, commercial use of small, unmanned aircraft systems (UAS) or “drones.” It’s known as Part 107 and is viewed as an early pathway to fully integrating drones into the national airspace. The much anticipated rulemaking has been applauded by many industry trade groups and helps provide structure to what has been a somewhat chaotic environment as regulations attempt to catch up to the rapid technological advancements and accessibility of small drones.
Part 107 does not apply to recreational drone use
For those operating a drone for fun, Part 107 does not apply. You do not need permission from the FAA to fly, but you do have to be at least 13 years of age and also a U.S. citizen or permanent resident. You must register and label your drone if it weighs more than .55 pounds. And you are required to abide by these minimum safety practices:
Fly at or below 400 feet
Keep your drone within sight
Never fly near other aircraft, especially near airports (5 miles)
Never fly over groups of people
Never fly over stadiums or sporting events
Never fly near emergency response efforts such as fires
Never fly under the influence of alcohol or drugs
Be aware of airspace requirements
Additional best practices for recreational drone use are available from KnowBeforeYouFly.org.
PART 107 HISTORY
Prior to 107, drone operators had to seek exemptions
In 2012, Congress passed the FAA Modernization and Reform Act (Public Law 112-95). Section 333 of the law directed the Secretary of Transportation to determine whether UAS operations posing the least amount of public risk and no threat to national security could safely be operated in the national airspace system (NAS) and, if so, to establish requirements for the safe operation of these systems. The FAA has done so, in part, with the introduction of Part 107.
Prior to Part 107, anyone intending to utilize a drone for a commercial purpose had to seek an exemption from Section 333 which have been issued by FAA on a case by case basis. While there were many challenges associated with the exemption process, the number of requests exploded in 2014-2015 as the industry began garnering attention from entrepreneurs, start-ups, and mass-consumer outlets. It also sought to discourage illegal use of drones in commercial use which was, and still remains, rampant.
The volume of exemption requests was such that FAA opted to streamline the exemption process and began issuing blanket authorizations for use under certain conditions, but the backlog of requests still required months to be processed. Part 333 exemptions also required the operator to possess a traditional manned pilot license – sport, private, commercial, etc. To date, more than 5,500 Part 333 exemptions have been granted.
Today, most Part 333 exemption holders and new commercial operators will now be able to operate under Part 107.
NEW PILOTS OPERATING UNDER PART 107
New drone pilots must pass a written exam
The rule requires all operators to possess a remote pilot operator certificate. The basic requirements for a remote pilot certificate for those who don’t already possess a pilot certificate are:
Must be vetted by the Transportation Safety Administration (TSA)
After completion of the knowledge test, you must apply for the remote operator certificate via the FAA’s online application system (IACRA). A permanent certificate, valid for two years, will be mailed once the internal processing and TSA vetting is complete. Certificate holders will be required to pass a recurrent knowledge test every two years. There are a variety of resources available to prepare for the FAA knowledge test including Sporty’s Drone Study Buddy. An endorsement to take the test is not required and results are valid for 24 calendar months.
EXISTING PILOTS OPERATING UNDER PART 107
Existing pilots must complete a free online safety course
Existing pilots who wish to operate a drone under Part 107 must be current (flight review completed within the previous 24 months) and also possess a remote pilot certificate. To obtain the remote pilot certificate, pilots must:
Complete an online training course – Part 107 Small Unmanned Aircraft Systems – available on the FAA FAASTeam website.
Apply for the remote operator certificate via IACRA.
Contact a FSDO, an FAA-designated pilot examiner (DPE), an airman certification representative (ACR), or a certified flight instructor (CFI) to make an appointment.
Present the completed FAA Form 8710-13 along with the online course completion certificate and proof of a current flight review.
The completed FAA Form 8710-13 application will be signed by the applicant after the FSDO, DPE, ACR, or CFI examines the applicant’s photo identification and verifies the applicant’s identity.
A FSDO representative, a DPE, or an ACR will issue the applicant a temporary airman certificate (a CFI is not authorized to issue a temporary certificate; they can process applications for applicants who do not need a temporary certificate).
A permanent remote pilot certificate will be sent via mail once all other FAA-internal processing is complete.
There is no direct cost incurred for remote pilot certification for existing pilots. Pilots must pass a recurrent online training course every two years.
PART 107 OPERATING RULES
Your drone must always be close enough to see and react
Once you’ve obtained the necessary pilot certification to operate your small drone in commercial operations, ensure it’s been registered. The operator should always avoid manned aircraft and never operate in a careless or reckless manner. You must keep your drone within sight. Alternatively, if you use First Person View or similar technology, you must have a visual observer always keep your aircraft within sight. An important note is that even if using a visual observer, you must still keep your drone close enough to be able to see it if something unexpected happens. Neither you nor a visual observer can be responsible for more than one unmanned aircraft operation at a time.
You can fly during daylight or in twilight (30 minutes before sunrise to 30 minutes after sunset) with appropriate anti-collision lighting. Minimum weather visibility is three miles from your control station. The maximum allowable altitude is 400 feet above the ground, and higher as long as your drone remains within 400 feet of a structure. The maximum speed is 100 mph (87 knots).
You can’t fly a small UAS over anyone who is not directly participating in the operation, under a covered structure, or inside a covered stationary vehicle. No operations from a moving vehicle are allowed unless you are flying over a sparsely populated area.
Operations in Class G airspace are allowed without air traffic control permission. Operations in Class B, C, D and E airspace need ATC approval.
Many Part 107 limitations are waivable with approval
You can carry an external load if it is securely attached and does not adversely affect the flight characteristics or controllability of the aircraft. You may also transport property for compensation or hire within state boundaries provided the drone – including its attached systems, payload and cargo – weighs less than 55 pounds total and you obey the other flight rules.
Part 107 includes the option to apply for a certificate of waiver, which allows for a small UAS operation to deviate from certain operating rules if the FAA finds that the proposed operation can be performed safely. Waivable sections of part 107 include:
Operation from a moving vehicle or aircraft
Daylight operation
Visual line of sight aircraft operation
Visual observer
Operation of multiple small unmanned aircraft systems
Yielding the right of way
Operation over people
Operation in certain airspace
Operating limitations for small unmanned aircraft
A drone operator is required to report an accident to the FAA within 10 days if it results in a serious injury to any person or any loss of consciousness or if damage to any property, other than the drone, if the cost is greater than $500 to repair or replace the property (whichever is lower).
COMMERCIAL VERSUS NON-COMMERCIAL USE
Determining whether you’re subject to Part 107 as a commercial drone operator versus flying for fun, which is not subject to Part 107, comes down to the purpose of your flight. Recreational or hobby use is flying for enjoyment and not for work, business purposes, or for compensation or hire. In the FAA’s Interpretation of the Special Rule for Model Aircraft, it relied on the ordinary, dictionary definition of these terms. UAS use for hobby is a “pursuit outside one’s regular occupation engaged in especially for relaxation.” UAS use for recreation is “refreshment of strength and spirits after work; a means of refreshment or division.”
If in doubt, consider erring on the side of caution and take the steps to obtain your Remote Pilot Certificate. You’re able to use the guidance of Part 107 even if your drone flight is for recreational purposes. And while the FAA is first to admit that the availability of resources limits its ability to pursue all illegal drone use, there are numerous stories of severe penalties being levied against those who openly flaunt the law. Besides, what could be more fun than showing off a new “drone license.”
https://media.flighttrainingcentral.com/wp-content/uploads/2016/08/05180927/yuneec.jpg10011500studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2016-08-28 17:00:102021-06-08 19:23:44Guide to Part 107 Drone Operations
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.
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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.
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Video tip: how to get a modern weather briefing
/in Video Tips/by StudentpltnewsWhile you can still call Flight Service for a traditional telephone weather briefing, most pilots prefer to use graphical weather products found online and in mobile apps to get a more contextual view of the weather before a flight. This week’s tips looks at several free resources you can access online, including the Aviation Weather Center and the Flight Service website.
The video clip below is from Sporty’s complete Learn to Fly Course
Night Moves
/in Tips and technique/by StudentpltnewsIn 1976 Bob Seger released “Night Moves”, a song about going out “parking” on a date.
For those of you too young to have ever bought an 8-track tape, prior to the eighties most cars other than true sport cars had bench seats. The room these seats offered made drive in movies and country gravel roads a lot more interesting.
First of all, your aircraft must be ready for night flight. Navigation lights are required for any flight after sunset. Landing lights become more critical and, of course, you want interior lights to work after dark. You will need a good flashlight, make that two or three. I prefer one fairly bright to perform the necessary pre-flight inspections and securing the aircraft post flight. (Author’s note: If you are planning an overnight stay and flying after dark, consider buying an overnight bag of some bright color or putting reflective tape on it. This will make it less likely for you to leave it on a dark ramp. Don’t ask me how I know this.)
How can you incorporate night flying into your training? You may be aware that 10 night landings are required for Private Pilot candidates. It’s a lot easier to “stay up” until 8 or 9 pm fulfilling this requirement than starting your lesson at 10 pm as long summer days require. A night cross country flight is another requirement. Also, the obligation for 3 hours of flight solely by instrument reference can be more realistically fulfilled (with less cheating out the corner of the hood) at night.
Often the combination of cool air and darkness will lead to superb visibility. On one recent trip, (in Sporty’s Legend Cub Sweepstakes Airplane) I could see the lights of Cincinnati from Columbus nearly 90 nautical miles away. At a groundspeed of 80 MPH, my destination was visible for well over an hour. The towns look just like those yellow areas on the sectional charts and the navigation lights make airplanes easier to spot.
The color of those lights also makes it easy to tell if the traffic is approaching or flying away from you. If you see a green light on the left and a red light on the right the airplane is heading for you. Hence the mnemonic Red Right Run! These days, most of the airplanes I fly have LED landing/taxi lights with 5000 hour service lives. 5000 hours is essentially forever so I leave them on all the time making my airplane visible to others from even greater distances.
Like all flights, an off airport landing is a risk. At night it is hard to tell if that dark spot is an open field, woods or a lake. I have pre-decided that if required, I would land close to a light hoping someone would hear me and come help. Other than a flashlight, I think a handheld transceiver is required equipment. If all the electrons in your airplane quit moving, the handheld can be used to get you home and turn on the airport’s pilot controlled lighting. In an off airport landing, a call on 121.5 to some airplane monitoring “guard” may bring you the help you need.
There is no thing such as bad weather, just inadequate clothing. I always like to carry an extra jacket and some insulated gloves with me during winter, but especially at night. Think about other things you might need to make it to morning. More and more pilots are carrying a Personal Locator Beacon that will not only notify search and rescue you are in distress, but also inform them who you are, who to contact and your exact location.
Night flying has one great advantage. The amount of traffic decreases greatly. Usually controllers have time for flight following and the traffic patterns are empty. A word of caution as you land on rural runways. Watch out for critters! (OK four words).
Yes night flying is a lot of fun. So practice your aeronautical “Night Moves” during the long evenings this winter. It will keep your skills sharp. Just like everything else, the more you do it, the better you will become. The better you are flying at night, the more those scary gremlins will be chased out of your psyche, making night flights more comfortable for both you and your passengers.
Guide to Part 107 Drone Operations
/in Regulations/by StudentpltnewsIn August, 2016, new operational rules became effective for routine, commercial use of small, unmanned aircraft systems (UAS) or “drones.” It’s known as Part 107 and is viewed as an early pathway to fully integrating drones into the national airspace. The much anticipated rulemaking has been applauded by many industry trade groups and helps provide structure to what has been a somewhat chaotic environment as regulations attempt to catch up to the rapid technological advancements and accessibility of small drones.
Part 107 does not apply to recreational drone use
For those operating a drone for fun, Part 107 does not apply. You do not need permission from the FAA to fly, but you do have to be at least 13 years of age and also a U.S. citizen or permanent resident. You must register and label your drone if it weighs more than .55 pounds. And you are required to abide by these minimum safety practices:
Additional best practices for recreational drone use are available from KnowBeforeYouFly.org.
PART 107 HISTORY
Prior to 107, drone operators had to seek exemptions
In 2012, Congress passed the FAA Modernization and Reform Act (Public Law 112-95). Section 333 of the law directed the Secretary of Transportation to determine whether UAS operations posing the least amount of public risk and no threat to national security could safely be operated in the national airspace system (NAS) and, if so, to establish requirements for the safe operation of these systems. The FAA has done so, in part, with the introduction of Part 107.
Prior to Part 107, anyone intending to utilize a drone for a commercial purpose had to seek an exemption from Section 333 which have been issued by FAA on a case by case basis. While there were many challenges associated with the exemption process, the number of requests exploded in 2014-2015 as the industry began garnering attention from entrepreneurs, start-ups, and mass-consumer outlets. It also sought to discourage illegal use of drones in commercial use which was, and still remains, rampant.
The volume of exemption requests was such that FAA opted to streamline the exemption process and began issuing blanket authorizations for use under certain conditions, but the backlog of requests still required months to be processed. Part 333 exemptions also required the operator to possess a traditional manned pilot license – sport, private, commercial, etc. To date, more than 5,500 Part 333 exemptions have been granted.
Today, most Part 333 exemption holders and new commercial operators will now be able to operate under Part 107.
NEW PILOTS OPERATING UNDER PART 107
New drone pilots must pass a written exam
The rule requires all operators to possess a remote pilot operator certificate. The basic requirements for a remote pilot certificate for those who don’t already possess a pilot certificate are:
After completion of the knowledge test, you must apply for the remote operator certificate via the FAA’s online application system (IACRA). A permanent certificate, valid for two years, will be mailed once the internal processing and TSA vetting is complete. Certificate holders will be required to pass a recurrent knowledge test every two years. There are a variety of resources available to prepare for the FAA knowledge test including Sporty’s Drone Study Buddy. An endorsement to take the test is not required and results are valid for 24 calendar months.
EXISTING PILOTS OPERATING UNDER PART 107
Existing pilots must complete a free online safety course
Existing pilots who wish to operate a drone under Part 107 must be current (flight review completed within the previous 24 months) and also possess a remote pilot certificate. To obtain the remote pilot certificate, pilots must:
There is no direct cost incurred for remote pilot certification for existing pilots. Pilots must pass a recurrent online training course every two years.
PART 107 OPERATING RULES
Your drone must always be close enough to see and react
Once you’ve obtained the necessary pilot certification to operate your small drone in commercial operations, ensure it’s been registered. The operator should always avoid manned aircraft and never operate in a careless or reckless manner. You must keep your drone within sight. Alternatively, if you use First Person View or similar technology, you must have a visual observer always keep your aircraft within sight. An important note is that even if using a visual observer, you must still keep your drone close enough to be able to see it if something unexpected happens. Neither you nor a visual observer can be responsible for more than one unmanned aircraft operation at a time.
You can fly during daylight or in twilight (30 minutes before sunrise to 30 minutes after sunset) with appropriate anti-collision lighting. Minimum weather visibility is three miles from your control station. The maximum allowable altitude is 400 feet above the ground, and higher as long as your drone remains within 400 feet of a structure. The maximum speed is 100 mph (87 knots).
You can’t fly a small UAS over anyone who is not directly participating in the operation, under a covered structure, or inside a covered stationary vehicle. No operations from a moving vehicle are allowed unless you are flying over a sparsely populated area.
Operations in Class G airspace are allowed without air traffic control permission. Operations in Class B, C, D and E airspace need ATC approval.
Many Part 107 limitations are waivable with approval
You can carry an external load if it is securely attached and does not adversely affect the flight characteristics or controllability of the aircraft. You may also transport property for compensation or hire within state boundaries provided the drone – including its attached systems, payload and cargo – weighs less than 55 pounds total and you obey the other flight rules.
Part 107 includes the option to apply for a certificate of waiver, which allows for a small UAS operation to deviate from certain operating rules if the FAA finds that the proposed operation can be performed safely. Waivable sections of part 107 include:
A drone operator is required to report an accident to the FAA within 10 days if it results in a serious injury to any person or any loss of consciousness or if damage to any property, other than the drone, if the cost is greater than $500 to repair or replace the property (whichever is lower).
COMMERCIAL VERSUS NON-COMMERCIAL USE
Determining whether you’re subject to Part 107 as a commercial drone operator versus flying for fun, which is not subject to Part 107, comes down to the purpose of your flight. Recreational or hobby use is flying for enjoyment and not for work, business purposes, or for compensation or hire. In the FAA’s Interpretation of the Special Rule for Model Aircraft, it relied on the ordinary, dictionary definition of these terms. UAS use for hobby is a “pursuit outside one’s regular occupation engaged in especially for relaxation.” UAS use for recreation is “refreshment of strength and spirits after work; a means of refreshment or division.”
If in doubt, consider erring on the side of caution and take the steps to obtain your Remote Pilot Certificate. You’re able to use the guidance of Part 107 even if your drone flight is for recreational purposes. And while the FAA is first to admit that the availability of resources limits its ability to pursue all illegal drone use, there are numerous stories of severe penalties being levied against those who openly flaunt the law. Besides, what could be more fun than showing off a new “drone license.”
TRAINING AND PRODUCTS
UAS Ground School Course (online) – https://www.sportys.com/pilotshop/uas-ground-school-course.html
UAS Safety Awareness Course (online) – https://www.sportys.com/pilotshop/uas-safety-awareness-course.html
Sporty’s Drone Study Buddy (online)
Sporty’s Drone Store – https://www.sportys.com/pilotshop/video-cameras-drones/drones.html
PART 107 RESOURCES
Summary of Part 107 – https://www.faa.gov/uas/media/Part_107_Summary.pdf
Part 107 Advisory Circular – https://www.faa.gov/uas/media/AC_107-2_AFS-1_Signed.pdf
Part 107 Online Course – https://www.faasafety.gov/
Knowledge test study resources – https://www.faa.gov/uas/getting_started/fly_for_work_business/becoming_a_pilot/
Knowledge test study guide –https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/media/remote_pilot_study_guide.pdf
UAS FAQs – https://www.faa.gov/uas/faqs/
ONLINE TOOLS
FAA IACRA – https://iacra.faa.gov/IACRA/Default.aspx
IACRA help for remote pilot
Register your UAS – https://registermyuas.faa.gov/
Label your UAS – https://www.faa.gov/uas/getting_started/fly_for_fun/media/UAS_how_to_label_Infographic.pdf
Airmap: flight planning and airspace – https://app.airmap.io/
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.