As we approach the 2012 election season the number of Temporary Flight Restrictions (TFRs) will significantly increase as the president travels more frequently across the US campaigning for re-election. While TFRs can be established for a variety of security purposes, presidential TFRs tend to be the most common and restrictive type. These typically restrict all flight training operations within a 10 or 12 NM radius area around the area where the president is visiting, and extend from the surface to 17,999 feet MSL (this zone is commonly called the inner core). An outer ring then extends around the inner core out to 30 NM, and requires all aircraft to be on an IFR or VFR flight plan, be on a discrete transponder code and be in contact with ATC. You’ll also see smaller TFRs established for other VIPs which typically extend 3 miles out from the center of the visit and up to 3,000 feet AGL.
TFR awareness is towards the top of my priority list during flight planning. With today’s multiple forms of electronic communication and flight planning services there’s no excuse for not being aware of a TFR. Here’s a list of resources to make sure a TFR never sneaks up on you.
1. Official Flight Service Station (FSS) weather briefing
Calling FSS at 1-800-WX-BRIEF is the best way to make sure you’re getting the most current TFR information for your route of flight. And if the briefer doesn’t mention anything about TFRs during the briefing, make it a point to if at the end of the call to verify that there are none scheduled anywhere near your planned flight.
2. FAA TFR website
The FAA’s official TFR website is available at tfr.faa.gov. While this isn’t the most user-friendly website out there, the fact that it comes right from the source and doesn’t rely on third party dissemination adds some value. The easiest way to use this site it is to first zoom into the TFR map for the area you’ll be flying (TFRs are shown with red lines), and then select a TFR from the list below the map for all the details.
3. FAA Safety email notifications
One of the benefits from signing up for an account at the FAA Safety Team (FAASTeam) website is the automatic email notifications, including an option to receive alerts for upcoming VIP Movement and their associated TFRs. After signing up for a free account at www.faasafety.gov, click on your email address in the upper right of the screen and select My Preferences and Profile. Here you can specify email options, and you’ll want to check the box next to Selected ATC Notices to receive the TFR alerts. One thing to point out is you will only receive alerts for the region around your zip code, so you won’t get notices for the entire country.
4. AOPA Member TFR email notifications
If you’re an Aircraft Owners and Pilots Association (AOPA) member, I’d recommend signing up to receive their TFR email notifications. To get on the list, email AOPA Member Services at [email protected] and ask to be added to the TFR email alert list. These typically arrive around the same time as the FAA Safety email alerts and have helpful links to both the AOPA & FAA websites for more information.
5. Mobile flight planning apps
Many iPhone, iPad and Android aviation apps incorporate TFR maps and descriptions into their flight planning tools, which is especially helpful since many of us carry these devices with us everywhere we go. I find the ForeFlight Mobile and Garmin Pilot apps especially useful, since they allow you to overlay the TFRs on VFR Sectionals and IFR En Route charts, making it easy to see what airports are affected and how to plan around the restricted area.
6. TFRs on Twitter
Twitter is one of my favorite ways to stay up on current events, and it’s also a great way to keep up on TFRs. One source to follow is the FAA twitter feed (@FAANews), but I find that the TFR info often gets lost with all their other news postings. While not an official source, I like to keep a close eye on the VIP TFR Info feed (@VIP_TFR), which only posts tweets on TFRs and includes a direct link to the official NOTAM on the FAA’s site.
7. In-flight TFR updates over ADS-B
Portable ADS-B receivers have become very popular in the last several months, mainly because they offer subscription-free weather in the cockpit. In addition to providing NEXRAD radar and text weather products, ADS-B also provides near real-time TFR updates in the air. For example when using the wireless Stratus ADS-B weather receiver with ForeFlight Mobile on the iPad, you can see the TFR boundaries depicted on VFR/IFR charts along with your route. This provides great peace of mind in the air to complement the briefings you received on the ground.
https://media.flighttrainingcentral.com/wp-content/uploads/2012/07/05183517/iPad-TFR.png15402000studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2012-07-27 09:00:242021-06-08 19:23:497 ways to stay informed about Temporary Flight Restrictions (TFRs)
One of the best ways to become a better pilot is easy, free and doesn’t require a flight instructor. Sound too good to be true? Hardly. In fact, you may already do it, at least in some form.
It’s the post-flight evaluation.
Every time you fly, you probably have some gut feel about how well you performed. A solid post-flight evaluation is really just taking this gut feel to the next level. Try to force yourself to review each part of the flight–from pre-flight to landing–in a structured, disciplined way. A good time to do this is on the drive home from the airport, while the details of the flight are still fresh in your mind.
What should you review? Beyond just “that landing stunk,” replay the flight in your mind and go through a quick checklist:
Did I violate any FARs? Hopefully not, but another question might be “what do the FARs say about that situation?” Did your flight raise any questions about the regulations that suggest further study?
Did I break any personal minimums? This is often an uncomfortable question. Breaking FARs is very rare, but more than once I’ve had to admit to pushing my personal limits, whether for crosswinds or weather. If you routinely break your minimums, then they aren’t real minimums. Don’t have personal minimums? Make some. Even if they’re not extremely detailed, you ought to have some sense of what conditions are too much for you and your airplane.
Did I learn any new tricks? Sometimes we do and simply fail to recognize it. If your landings today were all excellent, ask why. You may have discovered a better approach.
Did I uncover any traps? Another place to be brutally honest. I can remember at least one instance when I accepted a clearance I should not have. It was an accident waiting to happen, but I didn’t fully realize it until after the flight. I walked through how it happened and how to avoid it next time–and I haven’t made that mistake again.
Did the weather match the forecast? Even on the shortest flight, there’s usually something weather-related to learn. On cross-country flights, I go so far as to save the weather/radar map I looked at before the flight and compare it to the one right after my flight. Seeing the difference between forecast and actual and then exploring why it changed is a great learning opportunity. You really can and should learn about weather on every flight, even if you only fly VFR.
This approach may sound obvious to some, but a disciplined review of your flying can pay big rewards. For student pilots, this is especially true, as you can learn an awful lot without the Hobbs running (which means it’s free). You might set a goal of getting 3 hours of learning out of every hour of actual flying. Some pilots go so far as to re-fly the flight on a home flight simulator or using a cockpit video camera.
The post-flight evaluation isn’t just for student pilots, though. After you earn your license, there isn’t much of a requirement to keep learning other than the obligatory flight review every two years. The safe pilot has a much higher standard than this, though. The impetus is on you to continually get better, which means every flight should be a learning experience. An honest self-critique can also be a great way to ward off complacency, which is one of the most dangerous traits any pilot can have.
Most importantly, it’s vital to do a post-flight evaluation after every flight, no matter how good it was. After all, that “good flight” may not be so good after some introspection.
https://media.flighttrainingcentral.com/wp-content/uploads/2012/07/05183523/report-card.jpg618652studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2012-07-18 10:56:472021-06-08 19:23:49Are you grading yourself as a pilot?
Pressure and Density Altitude on FAA Tests and in the Real World
One of the things that you must learn as a pilot is how to determine the approximate performance you can expect out of your airplane on a given day. I say the “approximate performance” because there are simply too many variables that will affect our airplane’s performance for which we can’t directly account to get exact performance.
Pressure and Density Altitude calculations are key factors in determining performance but these can be confusing. Also confusing is the FAA’s emphasis on precise calculations on the FAA knowledge test when these values are only a part of the total performance equation. I’ll cover some of the other values in the equation in another blog post. In this post, let’s take a look at Pressure and Density Altitude.
The FAA defines Pressure Altitude as the altitude above the standard 29.92″ Hg plane. While Density Altitude is the Pressure Altitude corrected for nonstandard temperature.
Density Altitude is used in computing the performance of an aircraft and its engines. Some manufacturers utilize Pressure Altitude on their performance charts but they address the nonstandard temperature within the chart. In this way, they are actually using Density Altitude but the pilot isn’t required to calculate it.
Variation in Pressure and Density Altitude Calculations
There are several ways that Pressure Altitude can be determined depending on the accuracy and precision required by the calculation.
FAA knowledge test supplements include a table on the “Density Altitude Chart” that shows a “Pressure Altitude Conversion Factor.” The value obtained from this chart is based upon the altimeter setting and is added to the indicated altitude (the correction value will be negative when the altimeter setting is higher than 29.92″ Hg). This correction value is precise to the nearest foot and provides a reasonably accurate measure of Pressure Altitude.
The Density Altitude value obtained from this chart has some minor accuracy issues when using the standard temperature line. The lower anchor point of the standard temperature line is not set at 15° C for sea level as it should be. This lower anchor is set at approximately 16° C. This error in the chart should have less than 100 feet of error with regard to calculations.
There is a precise and rather involved formula for computing Pressure Altitude with exceptional accuracy. It can be used to calculate the Pressure Altitude out to several decimal places if needed. In general, aviation calculations involving POH values and used airplanes do not require this level of precision or accuracy.
If you are at an airplane, Pressure Altitude can be determined by setting 29.92 in the Kohlsman window and reading the altitude from the altimeter.
Many people calculate Pressure Altitude using the rule of thumb that 1″ Hg change equals 1000′ of altitude change. This rule of thumb is accurate enough for most aviation calculations, as long as you know its limitations. The rule assumes a linear change in pressure with altitude. This assumption is not correct but the answer doesn’t stray far from the truth when the values being calculated are below 10,000′ MSL. The rule, while easy to use, also has a minor inaccuracy as such that 1″ Hg change is not exactly 1000′ of altitude change but this issue should produce less than 100 feet of error per inch of change.
Density Altitude calculations have many of the same issues. In aviation, we use Pressure Altitude and temperature to calculate Density Altitude. Yet, in reality, humidity also has an impact on Density Altitude since water molecules in gaseous form are lighter than the typical molecules in the atmosphere. The more gaseous water (higher humidity) found in the atmosphere, the less dense the air and thus the higher the Density Altitude.
Why do we ignore humidity in common aviation calculations of Density Altitude? Apparently, it was decided at some time in the past that it doesn’t make that big of difference with regard to the performance of the airplane for practical purposes.
Performance Calculations
This brings us back to why we compute Pressure Altitude and Density Altitude in the first place. We want to know how the airplane is going to perform on a given day.
FAA test questions would have you believe that you should calculate your performance to the nearest foot. As most experienced pilots will tell you, this is not grounded in reality. POH performance numbers were developed with a brand new airplane being flown by a test pilot. Do you want to bet your life on a calculation with no error margin in your 5 (or 25) year old airplane being flown by a newly minted Private pilot?
The truth is, you need a safety factor.
One way to build in a safety factor and ease your need to calculate performance to the nearest tenth of a foot is to always round the value. Ignore the rounding rules that you learned in school and round to the next safest value. For example, if your Density Altitude calculation tells you that the Density Altitude for the day will be 3213.65 feet, use 3300 feet or better yet 4000 feet when you go to your POH to calculate your takeoff and landing performance.
You may notice some minor difference in the output for Pressure and Density Altitude when you compare various charts and models of E6Bs. This variation is likely due to the method that the manufacturer selected to compute these values. These differences are generally not significant for practical purposes and should not be a concern.
For the less than practical FAA tests, these differences may mean that you won’t get the exact answer as the FAA. Just use the closest answer and you should be fine. Don’t become overly concerned about this minutia; there are other minutiae on the tests that should have your attention.
In the real world, you are better off rounding up to the next safest value. This does away with things like interpolation on tabular data. It is also a simpler and safer practice.
Keep it simple and stay safe!
https://media.flighttrainingcentral.com/wp-content/uploads/2012/06/05183543/PHAK-TakeoffDistance-25A-Small.png328600studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2012-06-29 09:59:542021-06-08 19:23:49Performance on FAA Tests and in the Real World – Part 1
A few years ago, at one of the local airports, there was an aircraft accident. Two guys took off in their Grumman Tiger on a beautiful, summer afternoon. The sun was shining and the winds were calm. They lifted off, barely clearing the fence at the end of the 3,700 foot runway. The pilot then realized they wouldn’t clear the trees. One was standing about 60 feet tall, another 1,500 feet off the end of the runway.
The pilot decided to land in the field underneath him. After quickly reducing the power to idle, he put the plane on the ground. The plane was out of control. He struck a wing and flipped upside down. The pilots struggled to open the canopy before the plane would catch fire. The good news is they escaped with minor injuries. They were lucky though; it could have ended much worse.
After the accident, the pilot stated he didn’t understand what was wrong with the airplane. Was it an engine problem? Why did it take so much runway to lift off the ground? Why couldn’t they clear the trees way off the end of the runway? He and his flying buddy had made successful takeoffs every flight in the months leading up to this accident.
But as I mentioned before, unfortunately, it was a beautiful, hot, early summer afternoon. The density altitude was relatively high (around 3,000 feet) and there was no wind to “help” the airplane off the ground. The aircraft was near max gross weight as they usually are. They didn’t understand the dramatic effect that the elevated density altitude would have on their takeoff distance. It also decreased their climb performance which is reflected in their inability to clear an obstacle. This lack of appreciation and understanding almost cost them their lives.
Density altitude is pressure altitude corrected for non-standard temperature. Of all your various altitudes that you’ll learn about (absolute, true, or pressure), density altitude is the most important when it comes to aircraft performance. It’s the altitude your aircraft “feels” while flying. The aircraft feels or behaves as if it were at its density altitude because hot days with high density altitude adversely affects the performance of the wings, the propeller, and the engine (rule of thumb: add about 12% to your takeoff distance for every 1000 feet density altitude, about 36% for the flight we’ve discussed). Added to this, the pilots had no headwind to help decrease their takeoff distance (10 knot headwind decreases distance by about 10%), and they were taking off uphill (1% upslope increases takeoff distance about 8%). You can see how this adds up.
Even though the pilots had made this takeoff successfully in the fall, winter, and spring leading up to the accident, they did not account for that hot, 3000 foot density altitude day at max gross weight on an upsloping runway with no headwind to help them. This resulted in a much longer takeoff roll with decreased climb performance. They should have recognized the airplane wasn’t performing nearly to what it had for them on past flights and aborted the takeoff.
With summer right around the corner, it only takes a few minutes to check your performance calculations. See how the hotter temperatures affect your airplane’s performance in all phases of flight. Note that most operating handbooks base their takeoff and landing distances on shortfield technique. If you plan a normal takeoff roll, the numbers in the POH will not work. Also, try to plan your flights earlier in the day when you can take advantage of the cooler temperatures and better performance.
https://media.flighttrainingcentral.com/wp-content/uploads/2012/06/05183546/300px-Grumman.aa-5.traveller.g-bezf.arp_.jpg215300studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2012-06-04 17:30:392021-06-08 19:23:49What Your Aircraft Feels
It’s estimated that some 55% of civilian pilots use some form of vision correction, most notably, glasses or contact lenses. But advances in corrective surgery are making laser procedures more and more attractive to pilots. However, it’s not without risks when it comes to your vision and your medical certification.
It’s easy to be sold by the burgeoning number of television & radio advertisements for quick, painless, worry-free corrective vision procedures. After all, this is capitalism at work and medical practices specializing in these procedures need to turn a profit. I’m not suggesting that the motivation of most physicians performing these procedures is less than honest, but it would be naïve to assume other influences aren’t present. What this means to you is to proceed with caution and consider the entire process.
There are a number of variations of laser eye procedures and the variations seem to be growing, but all include a laser resurfacing procedure which changes the way light focuses on the retina to form an image in the brain. A list of approved surgeries and FAA guidance can be found here. The most popular procedure today is LASIK — Laser-Assisted In-Situ Keratomileusis.
The following selection criteria are used for LASIK:
Age 18 years or older
Stable refractive error (less than .50 diopters [D] change within the last year) correctable to 20/40 or better
Less than – 15.00 D of myopia and up to 6 to 7 D of astigmatism
Less than + 6.00 D of hyperopia and less than 6 D of astigmatism
No gender restriction, with the exception of pregnancy
Pupil size less than or equal to 6 mm (in normal room lighting)
Realistic expectations of final results (with a complete understanding of the benefits, as well as the possible risks)
Advances in the equipment and techniques used to perform these procedures have made complications less frequent. The technological advancements coupled with proper patient selection (not everyone is a candidate for corrective surgery) also have made any potential side effects (varying vision acuity, haloes, glare, etc.) less severe.
The Medical — FAA requires that you stop flying after a vision correction procedure until it has been determined that your vision meets the standards of your medical and that there are no adverse side effects. The recovery process also needs to be at a point where eye drops are no longer required. Pilots should report to FAA using form 8500-7 (Report of Eye Evaluation). The report can be submitted directly to the Medical Certification Division or to your AME at your next exam.
If the procedure was done 2 years ago or longer, the FAA may accept the Examiner’s eye evaluation and an airman statement regarding the absence of adverse side effects.
Find the right specialist — it’s important to find a reputable facility and eye care specialist to perform a vision correction procedure. Consult the eye care specialist to determine whether you’re indeed a candidate and then consider the risks versus rewards. It’s important that you possess normal ocular health and be free of pre-existing conditions to provide the best likelihood of success.
https://media.flighttrainingcentral.com/wp-content/uploads/2012/05/05183550/Bret-C172-glasses.png7201280studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2012-05-28 19:25:002021-06-08 19:23:49Is Corrective Vision Surgery for you?
The iPad is a great tool for pilots of all skill levels, from airline captains to student pilots. In addition to displaying digital charts and navigation data in the cockpit, the iPad is also very good for both organization and as a training resource on the ground. Student pilots can take advantage of all these benefits and use the iPad to save time and money during flight training with great apps available from the app store. Here are our top ten favorites:
10. Airplane Flying Handbook
Pilots have been using this official FAA source for aviation learning for over 30 years, and now it’s available as an app for iPhone & iPad. It includes a table of contents for quick access to each section, and explains the most common flight maneuvers, practices and principles used in modern aviation today.
Whether you’re learning to fly or fly professionally, LogTen Pro has the features you need to stay organized and legal. The LogTen Pro app makes logging time a breeze since it always travels with you on your iPhone or iPad. It even has a feature to allow your instructor to sign each flight with the touch interface.
This easy-to-use app makes it simple to do a weight and balance before every flight—no more pen and paper! Designed by pilots for pilots, it includes plenty of time-saving features and graphical representations of CG loading. The Aviation Weight & Balance Calculator allows you to build your own unique airplane or use a pre-loaded template.
One of the best ways to learn ATC communication is to spend some time at a towered airport with a handheld radio and listen to the ATC/pilot interactions from the ground. This app allows you to do just that, but from anywhere you have an internet connection. LiveATC provides over 550 live audio feeds from all over the world of towered airport, approach and ARTCC frequencies.
LiveATC Air Radio is available for $2.99 in the App Store. (NOTE: this is an iPhone app, so you’ll have to scale it up to fit full screen on iPad)
6. FAR/AIM
Every student pilot should carry a copy of the FAR/AIM with them, and the iPad app version makes it easier than ever. The FAR/AIM app from ASA includes all the applicable federal aviation regulations, the complete Aeronautical Information Manual (AIM), Pilot/Controller Glossary and more. Use the table of contents to go to a specific section, or use the search feature to quickly find what you’re looking for.
While ForeFlight does a great job providing official weather briefings and displaying all the necessary weather reports (see below), the MyRadar app really excels as supplemental weather tool, providing fast-loading, accurate and detailed looping radar picture. When analyzing precipitation and thunderstorm development, this is the app to use to help with your go/no-go decision.
MyRadar is available for for free in the App Store.
4. E6B Flight Computer
The E6B app from Sporty’s represents the next generation of flight computer, with its roots dating back to the mechanical version designed for military pilots in the 1930s. The powerful iPhone/iPad app expands on all the features of the traditional E6B, including 23 aviation functions, 20 conversions and complete timer features.
Ok, so this one might not help you pass your written test or solve a weight and balance problem, but it sure is a lot of fun! The simulation and aerodynamics are very realistic, allowing you to practice your maneuvers in the C172 or Piper Cub. On a rainy day though we think the best way to use this app is by flying the F-22 fighter jet through the mountains of Austria.
ForeFlight Mobile provides many of the essentials a student pilot needs, neatly organized in one user-friendly app. It includes VFR flight plan filing and weather briefings, digital sectionals & airport/facility directory, in-flight navigation when used with a GPS, in-flight weather (from Stratus ADS-B or XM), and more. Instrument student pilots will also appreciate the included IFR en route and approach charts. While we don’t recommend student pilots forget about paper sectionals altogether, ForeFlight serves as a reference for all your aviation data needs.
ForeFlight Mobile comes with a 30 day free trial, and then requires a $74.99 annual subscription (includes all VFR/IFR charts and updates for the U.S.). Read more about ForeFlight’s newest features here.
1. Sporty’s Learn to Fly Course
For the cost of a single flight lesson, Sporty’s Learn to Fly Course app will save you hours of time in the air and hundreds of dollars. Includes over 20 hours of award-winning video instruction, separated into 3 training modules for Private Pilot, Sport Pilot or Recreational Pilot instruction. The written test prep section allows quick study of all the FAA questions separated by category, and provides a test mode to take sample tests before going for the real thing. The course even provides a written test endorsement after completing the video and test prep sections.
Sporty’s Learn to Fly Course is available as a free download with demos of each section, and you can then purchase the full course from within the app for $249.99 (includes complete Private, Sport and Recreational modules). Read the full review of the app here.
https://media.flighttrainingcentral.com/wp-content/uploads/2012/04/05183616/99000.jpg400400studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2012-05-21 22:05:032021-06-08 19:23:49Top 10 apps for student pilots
7 ways to stay informed about Temporary Flight Restrictions (TFRs)
/in Tips and technique/by StudentpltnewsTFR awareness is towards the top of my priority list during flight planning. With today’s multiple forms of electronic communication and flight planning services there’s no excuse for not being aware of a TFR. Here’s a list of resources to make sure a TFR never sneaks up on you.
1. Official Flight Service Station (FSS) weather briefing
Calling FSS at 1-800-WX-BRIEF is the best way to make sure you’re getting the most current TFR information for your route of flight. And if the briefer doesn’t mention anything about TFRs during the briefing, make it a point to if at the end of the call to verify that there are none scheduled anywhere near your planned flight.
2. FAA TFR website
The FAA’s official TFR website is available at tfr.faa.gov. While this isn’t the most user-friendly website out there, the fact that it comes right from the source and doesn’t rely on third party dissemination adds some value. The easiest way to use this site it is to first zoom into the TFR map for the area you’ll be flying (TFRs are shown with red lines), and then select a TFR from the list below the map for all the details.
3. FAA Safety email notifications
One of the benefits from signing up for an account at the FAA Safety Team (FAASTeam) website is the automatic email notifications, including an option to receive alerts for upcoming VIP Movement and their associated TFRs. After signing up for a free account at www.faasafety.gov, click on your email address in the upper right of the screen and select My Preferences and Profile. Here you can specify email options, and you’ll want to check the box next to Selected ATC Notices to receive the TFR alerts. One thing to point out is you will only receive alerts for the region around your zip code, so you won’t get notices for the entire country.
4. AOPA Member TFR email notifications
If you’re an Aircraft Owners and Pilots Association (AOPA) member, I’d recommend signing up to receive their TFR email notifications. To get on the list, email AOPA Member Services at [email protected] and ask to be added to the TFR email alert list. These typically arrive around the same time as the FAA Safety email alerts and have helpful links to both the AOPA & FAA websites for more information.
5. Mobile flight planning apps
Many iPhone, iPad and Android aviation apps incorporate TFR maps and descriptions into their flight planning tools, which is especially helpful since many of us carry these devices with us everywhere we go. I find the ForeFlight Mobile and Garmin Pilot apps especially useful, since they allow you to overlay the TFRs on VFR Sectionals and IFR En Route charts, making it easy to see what airports are affected and how to plan around the restricted area.
6. TFRs on Twitter
Twitter is one of my favorite ways to stay up on current events, and it’s also a great way to keep up on TFRs. One source to follow is the FAA twitter feed (@FAANews), but I find that the TFR info often gets lost with all their other news postings. While not an official source, I like to keep a close eye on the VIP TFR Info feed (@VIP_TFR), which only posts tweets on TFRs and includes a direct link to the official NOTAM on the FAA’s site.
7. In-flight TFR updates over ADS-B
Portable ADS-B receivers have become very popular in the last several months, mainly because they offer subscription-free weather in the cockpit. In addition to providing NEXRAD radar and text weather products, ADS-B also provides near real-time TFR updates in the air. For example when using the wireless Stratus ADS-B weather receiver with ForeFlight Mobile on the iPad, you can see the TFR boundaries depicted on VFR/IFR charts along with your route. This provides great peace of mind in the air to complement the briefings you received on the ground.
Are you grading yourself as a pilot?
/in Tips and technique/by StudentpltnewsBe honest–how would you grade your last flight?
One of the best ways to become a better pilot is easy, free and doesn’t require a flight instructor. Sound too good to be true? Hardly. In fact, you may already do it, at least in some form.
It’s the post-flight evaluation.
Every time you fly, you probably have some gut feel about how well you performed. A solid post-flight evaluation is really just taking this gut feel to the next level. Try to force yourself to review each part of the flight–from pre-flight to landing–in a structured, disciplined way. A good time to do this is on the drive home from the airport, while the details of the flight are still fresh in your mind.
What should you review? Beyond just “that landing stunk,” replay the flight in your mind and go through a quick checklist:
This approach may sound obvious to some, but a disciplined review of your flying can pay big rewards. For student pilots, this is especially true, as you can learn an awful lot without the Hobbs running (which means it’s free). You might set a goal of getting 3 hours of learning out of every hour of actual flying. Some pilots go so far as to re-fly the flight on a home flight simulator or using a cockpit video camera.
The post-flight evaluation isn’t just for student pilots, though. After you earn your license, there isn’t much of a requirement to keep learning other than the obligatory flight review every two years. The safe pilot has a much higher standard than this, though. The impetus is on you to continually get better, which means every flight should be a learning experience. An honest self-critique can also be a great way to ward off complacency, which is one of the most dangerous traits any pilot can have.
Most importantly, it’s vital to do a post-flight evaluation after every flight, no matter how good it was. After all, that “good flight” may not be so good after some introspection.
Performance on FAA Tests and in the Real World – Part 1
/in Tips and technique/by StudentpltnewsPressure and Density Altitude on FAA Tests and in the Real World
Pressure and Density Altitude calculations are key factors in determining performance but these can be confusing. Also confusing is the FAA’s emphasis on precise calculations on the FAA knowledge test when these values are only a part of the total performance equation. I’ll cover some of the other values in the equation in another blog post. In this post, let’s take a look at Pressure and Density Altitude.
The FAA defines Pressure Altitude as the altitude above the standard 29.92″ Hg plane. While Density Altitude is the Pressure Altitude corrected for nonstandard temperature.
Density Altitude is used in computing the performance of an aircraft and its engines. Some manufacturers utilize Pressure Altitude on their performance charts but they address the nonstandard temperature within the chart. In this way, they are actually using Density Altitude but the pilot isn’t required to calculate it.
Variation in Pressure and Density Altitude Calculations
There are several ways that Pressure Altitude can be determined depending on the accuracy and precision required by the calculation.
The Density Altitude value obtained from this chart has some minor accuracy issues when using the standard temperature line. The lower anchor point of the standard temperature line is not set at 15° C for sea level as it should be. This lower anchor is set at approximately 16° C. This error in the chart should have less than 100 feet of error with regard to calculations.
There is a precise and rather involved formula for computing Pressure Altitude with exceptional accuracy. It can be used to calculate the Pressure Altitude out to several decimal places if needed. In general, aviation calculations involving POH values and used airplanes do not require this level of precision or accuracy.
If you are at an airplane, Pressure Altitude can be determined by setting 29.92 in the Kohlsman window and reading the altitude from the altimeter.
Many people calculate Pressure Altitude using the rule of thumb that 1″ Hg change equals 1000′ of altitude change. This rule of thumb is accurate enough for most aviation calculations, as long as you know its limitations. The rule assumes a linear change in pressure with altitude. This assumption is not correct but the answer doesn’t stray far from the truth when the values being calculated are below 10,000′ MSL. The rule, while easy to use, also has a minor inaccuracy as such that 1″ Hg change is not exactly 1000′ of altitude change but this issue should produce less than 100 feet of error per inch of change.
Density Altitude calculations have many of the same issues. In aviation, we use Pressure Altitude and temperature to calculate Density Altitude. Yet, in reality, humidity also has an impact on Density Altitude since water molecules in gaseous form are lighter than the typical molecules in the atmosphere. The more gaseous water (higher humidity) found in the atmosphere, the less dense the air and thus the higher the Density Altitude.
Why do we ignore humidity in common aviation calculations of Density Altitude? Apparently, it was decided at some time in the past that it doesn’t make that big of difference with regard to the performance of the airplane for practical purposes.
Performance Calculations
This brings us back to why we compute Pressure Altitude and Density Altitude in the first place. We want to know how the airplane is going to perform on a given day.
The truth is, you need a safety factor.
One way to build in a safety factor and ease your need to calculate performance to the nearest tenth of a foot is to always round the value. Ignore the rounding rules that you learned in school and round to the next safest value. For example, if your Density Altitude calculation tells you that the Density Altitude for the day will be 3213.65 feet, use 3300 feet or better yet 4000 feet when you go to your POH to calculate your takeoff and landing performance.
You may notice some minor difference in the output for Pressure and Density Altitude when you compare various charts and models of E6Bs. This variation is likely due to the method that the manufacturer selected to compute these values. These differences are generally not significant for practical purposes and should not be a concern.
For the less than practical FAA tests, these differences may mean that you won’t get the exact answer as the FAA. Just use the closest answer and you should be fine. Don’t become overly concerned about this minutia; there are other minutiae on the tests that should have your attention.
In the real world, you are better off rounding up to the next safest value. This does away with things like interpolation on tabular data. It is also a simpler and safer practice.
Keep it simple and stay safe!
What Your Aircraft Feels
/in Personal stories/by StudentpltnewsThe pilot decided to land in the field underneath him. After quickly reducing the power to idle, he put the plane on the ground. The plane was out of control. He struck a wing and flipped upside down. The pilots struggled to open the canopy before the plane would catch fire. The good news is they escaped with minor injuries. They were lucky though; it could have ended much worse.
After the accident, the pilot stated he didn’t understand what was wrong with the airplane. Was it an engine problem? Why did it take so much runway to lift off the ground? Why couldn’t they clear the trees way off the end of the runway? He and his flying buddy had made successful takeoffs every flight in the months leading up to this accident.
But as I mentioned before, unfortunately, it was a beautiful, hot, early summer afternoon. The density altitude was relatively high (around 3,000 feet) and there was no wind to “help” the airplane off the ground. The aircraft was near max gross weight as they usually are. They didn’t understand the dramatic effect that the elevated density altitude would have on their takeoff distance. It also decreased their climb performance which is reflected in their inability to clear an obstacle. This lack of appreciation and understanding almost cost them their lives.
Density altitude is pressure altitude corrected for non-standard temperature. Of all your various altitudes that you’ll learn about (absolute, true, or pressure), density altitude is the most important when it comes to aircraft performance. It’s the altitude your aircraft “feels” while flying. The aircraft feels or behaves as if it were at its density altitude because hot days with high density altitude adversely affects the performance of the wings, the propeller, and the engine (rule of thumb: add about 12% to your takeoff distance for every 1000 feet density altitude, about 36% for the flight we’ve discussed). Added to this, the pilots had no headwind to help decrease their takeoff distance (10 knot headwind decreases distance by about 10%), and they were taking off uphill (1% upslope increases takeoff distance about 8%). You can see how this adds up.
Even though the pilots had made this takeoff successfully in the fall, winter, and spring leading up to the accident, they did not account for that hot, 3000 foot density altitude day at max gross weight on an upsloping runway with no headwind to help them. This resulted in a much longer takeoff roll with decreased climb performance. They should have recognized the airplane wasn’t performing nearly to what it had for them on past flights and aborted the takeoff.
With summer right around the corner, it only takes a few minutes to check your performance calculations. See how the hotter temperatures affect your airplane’s performance in all phases of flight. Note that most operating handbooks base their takeoff and landing distances on shortfield technique. If you plan a normal takeoff roll, the numbers in the POH will not work. Also, try to plan your flights earlier in the day when you can take advantage of the cooler temperatures and better performance.
Is Corrective Vision Surgery for you?
/in Tips and technique/by StudentpltnewsIt’s estimated that some 55% of civilian pilots use some form of vision correction, most notably, glasses or contact lenses. But advances in corrective surgery are making laser procedures more and more attractive to pilots. However, it’s not without risks when it comes to your vision and your medical certification.
There are a number of variations of laser eye procedures and the variations seem to be growing, but all include a laser resurfacing procedure which changes the way light focuses on the retina to form an image in the brain. A list of approved surgeries and FAA guidance can be found here. The most popular procedure today is LASIK — Laser-Assisted In-Situ Keratomileusis.
The following selection criteria are used for LASIK:
Advances in the equipment and techniques used to perform these procedures have made complications less frequent. The technological advancements coupled with proper patient selection (not everyone is a candidate for corrective surgery) also have made any potential side effects (varying vision acuity, haloes, glare, etc.) less severe.
The Medical — FAA requires that you stop flying after a vision correction procedure until it has been determined that your vision meets the standards of your medical and that there are no adverse side effects. The recovery process also needs to be at a point where eye drops are no longer required. Pilots should report to FAA using form 8500-7 (Report of Eye Evaluation). The report can be submitted directly to the Medical Certification Division or to your AME at your next exam.
If the procedure was done 2 years ago or longer, the FAA may accept the Examiner’s eye evaluation and an airman statement regarding the absence of adverse side effects.
Find the right specialist — it’s important to find a reputable facility and eye care specialist to perform a vision correction procedure. Consult the eye care specialist to determine whether you’re indeed a candidate and then consider the risks versus rewards. It’s important that you possess normal ocular health and be free of pre-existing conditions to provide the best likelihood of success.
For more information, read the FAA brochure Information for Pilots Considering Laser Eye Surgery.
Top 10 apps for student pilots
/in Tips and technique/by StudentpltnewsThe iPad is a great tool for pilots of all skill levels, from airline captains to student pilots. In addition to displaying digital charts and navigation data in the cockpit, the iPad is also very good for both organization and as a training resource on the ground. Student pilots can take advantage of all these benefits and use the iPad to save time and money during flight training with great apps available from the app store. Here are our top ten favorites:
10. Airplane Flying Handbook
Pilots have been using this official FAA source for aviation learning for over 30 years, and now it’s available as an app for iPhone & iPad. It includes a table of contents for quick access to each section, and explains the most common flight maneuvers, practices and principles used in modern aviation today.
The Airplane Flying Handbook app is available for $1.99 in the App Store.
9. LogTen Pro
Whether you’re learning to fly or fly professionally, LogTen Pro has the features you need to stay organized and legal. The LogTen Pro app makes logging time a breeze since it always travels with you on your iPhone or iPad. It even has a feature to allow your instructor to sign each flight with the touch interface.
The LogTen Pro is available for $79.99 in the App Store. (Read our full review of the app here)
This easy-to-use app makes it simple to do a weight and balance before every flight—no more pen and paper! Designed by pilots for pilots, it includes plenty of time-saving features and graphical representations of CG loading. The Aviation Weight & Balance Calculator allows you to build your own unique airplane or use a pre-loaded template.
Aviation Weight & Balance Calculator is available for $9.99 in the App Store.
7. LiveATC Air Radio
One of the best ways to learn ATC communication is to spend some time at a towered airport with a handheld radio and listen to the ATC/pilot interactions from the ground. This app allows you to do just that, but from anywhere you have an internet connection. LiveATC provides over 550 live audio feeds from all over the world of towered airport, approach and ARTCC frequencies.
LiveATC Air Radio is available for $2.99 in the App Store. (NOTE: this is an iPhone app, so you’ll have to scale it up to fit full screen on iPad)
6. FAR/AIM
Every student pilot should carry a copy of the FAR/AIM with them, and the iPad app version makes it easier than ever. The FAR/AIM app from ASA includes all the applicable federal aviation regulations, the complete Aeronautical Information Manual (AIM), Pilot/Controller Glossary and more. Use the table of contents to go to a specific section, or use the search feature to quickly find what you’re looking for.
FAR/AIM is available for $9.99 in the App Store.
5. MyRadar
While ForeFlight does a great job providing official weather briefings and displaying all the necessary weather reports (see below), the MyRadar app really excels as supplemental weather tool, providing fast-loading, accurate and detailed looping radar picture. When analyzing precipitation and thunderstorm development, this is the app to use to help with your go/no-go decision.
MyRadar is available for for free in the App Store.
4. E6B Flight Computer
The E6B app from Sporty’s represents the next generation of flight computer, with its roots dating back to the mechanical version designed for military pilots in the 1930s. The powerful iPhone/iPad app expands on all the features of the traditional E6B, including 23 aviation functions, 20 conversions and complete timer features.
Sporty’s E6B flight computer is available for $9.99 in the App Store.
3. X-Plane Flight Simulator for iPad
Ok, so this one might not help you pass your written test or solve a weight and balance problem, but it sure is a lot of fun! The simulation and aerodynamics are very realistic, allowing you to practice your maneuvers in the C172 or Piper Cub. On a rainy day though we think the best way to use this app is by flying the F-22 fighter jet through the mountains of Austria.
X-Plane for iPad is available for $9.99 in the App Store.
ForeFlight Mobile provides many of the essentials a student pilot needs, neatly organized in one user-friendly app. It includes VFR flight plan filing and weather briefings, digital sectionals & airport/facility directory, in-flight navigation when used with a GPS, in-flight weather (from Stratus ADS-B or XM), and more. Instrument student pilots will also appreciate the included IFR en route and approach charts. While we don’t recommend student pilots forget about paper sectionals altogether, ForeFlight serves as a reference for all your aviation data needs.
ForeFlight Mobile comes with a 30 day free trial, and then requires a $74.99 annual subscription (includes all VFR/IFR charts and updates for the U.S.). Read more about ForeFlight’s newest features here.
For the cost of a single flight lesson, Sporty’s Learn to Fly Course app will save you hours of time in the air and hundreds of dollars. Includes over 20 hours of award-winning video instruction, separated into 3 training modules for Private Pilot, Sport Pilot or Recreational Pilot instruction. The written test prep section allows quick study of all the FAA questions separated by category, and provides a test mode to take sample tests before going for the real thing. The course even provides a written test endorsement after completing the video and test prep sections.
Sporty’s Learn to Fly Course is available as a free download with demos of each section, and you can then purchase the full course from within the app for $249.99 (includes complete Private, Sport and Recreational modules). Read the full review of the app here.