I recently gave a flight review to an experienced pilot who flies a modern Cessna single-engine airplane for recreation and transportation purposes. A topic we covered thoroughly was emergency procedures, since most pilots don’t encounter emergencies often over the course of normal flight operations. After retaining positive control of the airplane and accomplishing a few critical memory items (if necessary for the situation), your next course of action when something out of the ordinary happens with the airplane is to grab a checklist and follow the steps listed there.
Memory items are shown in bold in the factory Cessna checklist.
Now before going further, let me clarify memory items — these are tasks you should have committed to memory at all times for that particular airplane model. For example, in a Cessna 172 when experiencing an engine fire in flight, you should, without delay, pull the mixture to idle cut off, turn off the fuel shutoff valve, verify the auxiliary fuel pump is turned off and then turn the electrical master switch off.
The intent here is to cut off all sources of fuel to the engine as soon as possible — pulling out a checklist after seeing flames would waste valuable time and allow the fire to further increase in intensity. Once those items are complete, then grab the checklist and follow the remaining steps for that scenario. You’ll find the memory items listed in bold in the POH, and many quick-reference checklists highlight memory items in yellow to help you quickly identify them.
The newer aircraft models, like the Cessna 172R, have a thorough listing of emergency checklist procedures. There are 18 separate emergency procedures for the 172R model. Most are cut and dry like engine failures, fires, icing and electrical system malfunctions. But like everything in life, emergency scenarios in the airplane aren’t always cut and dry. They may result from a combination of factors that will require you to run through several different emergency checklists.
For example, after finishing the Engine Fire in Flight checklist, you need to keep your brain working to think about what needs to happen next. You lost your engine and are now a glider, so you then need to look at the Emergency Landing without Engine Power checklist to prepare for and execute an off airport landing.
There are other situations that could occur that aren’t explicitly covered by the emergency checklist. One example that comes to mind is the partial loss of engine power. A quick glance at the checklist in the cockpit will list procedures for total engine failure, but nothing for partial-power loss. This is where your knowledge of the airplane systems will come into play to help you play detective and figure out what is happening.
The urgency of the situation depends on altitude, the amount of power loss, oil temp/pressure readings, and what type of terrain you are flying over. If you’re able to maintain altitude, common sense would tell you to find the nearest airport and start heading that way. If it looks like you’re still descending at best glide speed and are out of range of an airport, run the engine failure checklist which will get you thinking about and troubleshooting items related to fuel, induction air and ignition/magnetos.
You should be familiar with the content in the amplified emergency checklist at all times.
If none of those checklist items work and you have time to further diagnose the situation before an off-field landing becomes necessary, grab the POH and refer to the Amplified Emergency Procedures section. This is just after the Emergency Procedures and contains helpful information on how to deal with additional abnormal scenarios. While this section was not designed for in-flight use, a quick glance may help you come up with a solution if time permits. For example, there is a section on Rough Engine Operation/Loss of Power that will prove very useful in this scenario. It will lead you to troubleshoot the magnetos, check for spark plug fouling, fuel-pump failure, excessive fuel vapor, fuel selector issues and low oil pressure.
The main takeaway here is don’t wait every two years for a flight review or an actual emergency to get your brain thinking about “what-if” scenarios. It’s normal throughout your training for your instructor to continually simulate emergencies with you in the airplane, but once you get your certificate you’ll find these events really don’t happen that often. Make it a point to review the POH every few months and also read the Amplified Emergency Procedures section for helpful narratives on troubleshooting techniques.
The opening paragraph to that section in the Cessna POH summarizes it best: this information should be reviewed prior to flying the airplane, as well as reviewed on a regular basis to keep pilot’s knowledge of procedures fresh.
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During flight training, it’s natural to focus on the big hurdles: the medical, first solo, knowledge test and checkride. Those are certainly important, and they deserve your attention. But many student pilots get so focused on the training process that they never think about flying after the checkride is over. It’s sort of like building a house and being so focused on the plumbing and drywall that you never think about what your house will look like or how you’ll live in it.
That may sound crazy–after all, there are so many things to do with a pilot’s license–but I know of more than a few pilots who struggled to stay engaged in aviation after earning their license. After giving rides to a few friends and chasing a few $100 hamburgers, what comes next? Call it the hangover effect: once the strict syllabus and schedule of flight training are gone, it can be tough to fly regularly and keep improving your skills.
So how can you avoid this hangover? Every pilot is different, and the right answer for you depends on what you want out of aviation–fun, transportation, career or something else. But recent research by the Aircraft Owners and Pilots Association (AOPA) suggests three practical ways to keep flying after you cross the finish line. Each of these share something in common with flight training, which may explain why they’re effective.
Flying with a purpose
Spending an afternoon boring holes in the sky, or watching a sunset from 500 ft., are wonderful things, and every pilot should fly at least occasionally with no mission other than fun. But for many pilots, giving back or supporting a cause they believe in can make flying a much more rewarding and interesting experience. It’s a powerful motivator to stay current and active.
There are numerous organizations that pilots can support with their time. One of the best-known (and most rewarding) is EAA’s Young Eagles program, where local pilots give young people their first airplane ride. I’ve done many Young Eagles flight myself, and there really is nothing more fun than watching a kid’s eyes light up as they take to the air for the first time. You’re also helping to keep general aviation strong, by introducing the next generation to the wonders of personal flying.
Another popular option is flying patients from their homes to faraway cities to receive treatment, for free. In many cases, these flights truly are life-saving, as patients would otherwise not receive the required care. Patient Airlift Services (PALS) is a particularly well-run organization, although there are many others. Find one close to you and see if it’s a fit for your skills and your airplane. Note that most organizations have minimum pilot times you must comply with, but some are fairly low.
Challenge yourself
One of the main reasons people learn to fly is for the challenge of it–learning a new skill is a fun and rewarding experience. Most pilots I know are goal-oriented achievers, so the thought of checking a new box is very exciting. That doesn’t have to stop after you earn a Private Pilot certificate, though.
What are some new challenges you can take on? The obvious one is to add a new rating. Many pilots consider the Instrument Rating to be an even more rewarding challenge than the Private Pilot certificate, and its privileges allow you to make a lot more trips. Besides the Instrument Rating, other options include a tailwheel checkout (great for stick and rudder skills), a multi-engine rating (great for career-oriented pilots) or a glider rating (just plain fun).
Even if you don’t pursue a formal rating, checking out in a new airplane can offer good training and some fun new options. If you learned in a 172, log some time in a 182 or try a low wing airplane. It will make you a better pilot and is good motivation to keep flying.
Another great way to challenge yourself is to take a long trip, whether it’s a family vacation or a flight to Oshkosh for the big fly-in. Planning such trips is half the fun, as you learn to consider subjects like long distance weather, new terrain, and unfamiliar airports. The flying is good fun too, as you see new places and meet new people along the way. There’s almost no better feeling as a pilot than completing a big trip safely and successfully. After all, traveling to new places is probably one of the reasons you learned to fly!
Friends/clubs
AOPA research has identified what many pilots already know: flying is about much more than the time in the right seat. The social and community aspects of aviation are a critical part of a pilot’s life.
Whether it’s as a member of a formal flying club, a group of airport buddies or a family member who’s also a pilot, find a “support group” of other aviators. Flying with someone else is almost always more fun, but there’s also a lot to learn from these experiences. Some of my most educational flights weren’t dual logged with a CFI, but flights with a more experienced pilot.
Having someone else who’s interested in your flying is also a good motivator to stay active. Much like weight loss programs encourage you to find a training partner, a flying partner means someone else is depending on you to be there. Clubs offer the additional benefit of monthly meetings, educational seminars and structured social events. Even if the weather is bad, a club or informal flying group can make the airport a fun place to be.
Whatever you choose to do with your license, make it part of a deliberate plan. If you wait to fly until you’re free and the weather is perfect, it’s unlikely you’ll log many hours. With a little bit of structure or some new goals, you may find flying becomes an even more important part of your day-to-day life. That’s a good thing!
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As pilots we are taught from early on that managing an emergency during our flying career is not a question of “If” but a question of “when”. We are meticulous in our preflight planning, preparation and use good maintenance procedures to ensure that we mitigate as much risk as we possibly can, but the rules of statistics dictate that we will eventually be met with some situation that is unplanned.
Aviate, Navigate, Communicate
You have probably heard that expression before from a flight instructor or other aviation publication. It is a simple adage but it is one that helps keep our priorities when handling any situation, whether planned or unplanned.
Aviate – Regardless of the inflight issue, the most important task of the pilot is to maintain positive control of the aircraft. You cannot allow distractions or handling of the emergency to pull you away from flying the airplane. The most common example that I will use from standard flight training is the in-flight engine failure. You are taught to run a checklist or flow to get the engine restarted, after you designate a landing site and slow the aircraft to best glide speed. Students will then shift their entire attention to the checklist and neglect flying the aircraft to the site or maintaining speed control. When they are finished with the checklist, they look up to find the field not where they left it and/or their airspeed off the mark.
Navigate – Once we have positive control of the airplane, we can then take time to designate a path of where the airplane should be going. In my running example of the in-flight engine failure, once we maintain the desired airspeed and manage the situation, we then glide the aircraft to our determined off-field landing site. Use of a chart or navigational aid is a great tool, but not at the expense of flying the airplane.
Communicate – The lowest item of priority that we should consider is dedicated time to communicate. This does not mean that communication is not important; just simply that aviate and navigate are more important. Communication can cover many items such as radio communications, but also crew communications or checklists can go in this spot.
Keep in mind that A.N.C. is just a rough guideline and not a literal checklist to follow. It does not apply to all circumstances and situations.
Is this an Emergency?
When we notice that something is not as it should be during a flight, the first item that the PIC needs to do is to determine the nature of the situation, i.e. Is this an Emergency? Determining if a true emergency exists will greatly affect how we handle the situation and how we respond. Let’s use an example to guide this situation. Assume for a moment that as we are flying along during a VFR clear day at cruise altitude and we detect flames coming out of the side of the cowling in our C-172. This is a true emergency. Any delay in response could negatively affect the outcome of the situation. In this case we would run the memory items called for in the C-172 POH and prepare for an off-field landing.
By contrast, let’s see what we would do is this circumstance; Same VFR clear day and we notice that the alternator has stopped working. Is this a true emergency? Unless you are in a unique set of circumstances, this is not an immediate emergency; it is an abnormal situation. If we do not respond in a timely fashion, then it could become an emergency. In the case of an abnormal situation, the best thing we can do is fly the airplane (aviate) and then consult the checklist or POH for the appropriate response. It is important to note that not responding from memory for an abnormal situation is key to prevent any mistakes in response that could make the situation worse.
Declaring an Emergency
If we have determined that we have an immediate emergency or an abnormal situation has degraded into an emergency, we need to respond accordingly. The most important thing is to respond to the needs of the emergency and not make the situation any worse by how we react. Once we have completed our list of priorities and we have sufficient time and capacity, we can then declare an emergency to ATC or other resource. Keep in mind that FAR 91.3 already gives us the authority to respond to the situation as needed to meet the needs of the emergency; you do not have to call on the radio to exercise this privilege. Calling on the radio will only give us access to additional resources and ATC priority; it will not solve the emergency for you. Sometimes that additional resource that ATC can provide or having ATC move traffic or provide a vector can be crucial to the safe outcome of the situation, so do not hesitate to declare the emergency when the time is right.
Safe outcome
Preparing for the eventual situation that will come is part of every pilot’s responsibility. Your job is to make sure that you are proficient in your aircraft’s specific procedures, and to have a clear process in your mind to analyzing and handling any situation that comes your way. How do you achieve this level of precision and preparation? Study, prepare, and practice. Simulating these circumstances and having someone challenge you to new situations is key to building your aeronautical decision making skills to be up to the task when the situation calls.
Flying clubs come in many shapes and sizes. What they have in common is a group of members interested in flying and in saving money on their flying activities.
Flying clubs are traditionally a member run organization formed to spread the costs of aircraft ownership among the members. Most clubs only exist for the stated benefits to the members, not for earning a profit through aircraft rental. They are considered a more economical alternative to owning an aircraft and a more convenient alternative than renting.
As a club, there are often social aspects of belonging that you do not get through aircraft ownership or rental. I’ve heard about some clubs in our area that have dues paying members who no longer fly but remain active in the community which the club has developed. These older pilots provide mentorship and encouragement to the younger pilots and are a welcome base to the club.
Flying clubs can have a wide variety of aircraft. Many have the same basic training aircraft that you can find at your local FBO but some have higher performance aircraft available as well.
A popular type of club in the United States is the glider club. A quick look at the Soaring Society of America’s (SSA) “Where to Fly” application shows 5 places to fly a glider in the state of Ohio, 4 of those locations are clubs. Sporty’s Academy is the sole commercial glider operation listed for Ohio. For the United States as a whole, there are 50 commercial glider operators compared to 137 glider clubs. For US glider operations, the flying club is certainly the predominant model. The SSA supports glider clubs through their Clubs and Chapters division.
Flying clubs have an opportunity to earn rebates for their club when members shop at Sporty’s Pilot Shop. The Flying Club Rebate Program is one of the newer ways that Sporty’s gives back to the aviation community. It is free to the club and its members and is easy to get signed up and use.
Sporty’s Academy recently introduced their own brand of flying club with a little different twist from the usual flying club. This program allows members priority access and exclusive benefits on the Academy’s G1000 equipped rental aircraft at very attractive dry rental rates. The Sporty’s Flying Club includes the social aspect of other clubs but with fewer headaches and professional management.
So if you are looking for a more affordable option for your flying or flight training, check out the clubs in your area. You’ll be glad that you did.
You are well on your way to your first solo and you are excited about the chance to pilot your craft by yourself. Along with this new freedom will also come new responsibilities. One of these is the fact that you alone are responsible for this aircraft. Back at your introductory flight you might have even inquired about insurance. Perhaps the instructor had confidently replied “don’t worry, we have insurance.”
But did that mean YOU are insured against loss? Or did it mean the instructor carried insurance or the FBO had insurance if they sustained a loss? Too often, too late, a renter finds out they are not covered in the event of an accident.
What do you mean I need insurance?
Chances are that if you rent a car, your own auto insurance will protect you. Go to a resort and rent skis, chances are your homeowners insurance will protect against a loss. But neither policy will likely cover your escapades in an airplane. The FBO may have coverage against THEIR loss, but often their insurance will attempt to recover their money through a process called subrogation. In other words, the insurance company pays the FBO and then bills you for their costs. Yes, it is legal.
Thankfully, airplane crashes are rare. So rare that one occurring in California will get coverage in newspapers and on TV on the east coast. So your chances of needing insurance are slim, right? Maybe not.
While airplanes seldom wind up as total losses, each day the FAA lists about a dozen accidents and incidents reported to them. Swerving off the runway and hitting one or two runway lights will never make it on the NBC Nightly News, but can make a substantial impact on your wallet.
How much insurance do I need?
There is no one size fits all answer to this question. Let’s take a moment to understand the types of damages for which you may be responsible. From there you can determine your individual tolerance for each risk.
Actual Loss – This is the actual amount of damage that results from an accident or incident. Total losses are rare, but because aircraft are unique by requiring certified parts installed or repaired by a licensed mechanic, even partial losses can run up a substantial bill. Let’s take the aforementioned runway excursion. Damage to the wing, tail and landing gear can total hundreds if not thousands of dollars. If the propeller strikes the light, an engine “tear down” and inspection may cost $20,000 or more! If you hit a drainage ditch and damage the firewall and damage the propeller in the process, the total can easily exceed $50,000.
Loss of Use. The FBO has a rental airplane because, let’s face it, they have renters. At a busy airport the average monthly rental per plane may exceed 50 hours. That is money, on which the FBO could reasonably expect, they will not receive. It is not unusual for the repairs to take a month or longer so expect an additional 5 grand to cover the FBO’s losses.
Diminution of Value – You may know that all maintenance records are kept with the airplane for its entire life. Airframe repairs must be recorded and becomes part of that permanent record. It will vary depending on the age of the airframe, but often appraisers will diminish the value of the airframe 10% for accident repairs.
General Liability – Just as with an automobile, you can be responsible for whatever (or whomever) you hit. Should an accident cause injury to a person, you might be responsible for medical bills, lost wages, etc. Here is a case where existing homeowners may provide some coverage, but you should check with your provider. Even the runway lights mentioned earlier are more than $200 plus installation which may increase that cost another $50 to $75.
The good news: insurance is available and surprisingly affordable.
Not comfortable writing a check for $50,000 or more? Then you should consider purchasing non-owners or “renters” insurance. Reasonable coverage can be purchased from several sources so consider this before you take the airplane out on your own… it can happen to you.
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Interacting with the local FBO (Fixed Base Operator) isn’t something you’ll typically learn as part of a standard training curriculum at your local flight school. But yet we depend on FBOs to take advantage of everything we do in aviation – the gateway between the free skies and rest of the world. Learning the ins and outs of “FBO speak”, FBO culture and standard practices will make for a much more enjoyable flying experience and give you the confidence and insight to go new places and try new things.
Part of the challenge of taming the FBO world could very well be that no two FBOs are created equal. This may be a bit of an exaggeration today as mergers and acquisitions have given rise to big chains with predictable service, but there can be subtle nuances even among the same brand. And for sure local practices vary. If this sounds confusing or intimidating, please read on…there is universal language to get you by at any FBO.
Hours of Operation – believe half of what you read and none of what you hear. One of the more challenging aspects of FBO interaction is unlocking the mystery of operating hours. And for all of you bargain fuel price hunters, there’s a strong correlation of low fuel price to unpredictable availability. My advice would be to a) don’t believe what’s published on the website or sign and b) always call to verify that you’ll be able to receive service. The wrong time to figure out real FBO hours is Sunday evening, low on fuel, on the way back home.
Arrivals – call ahead to avoid surprises. You’ll find that most FBOs offer plenty of parking space and can handle about any aircraft that shows up on the ramp; however, most pilots are planners and don’t wish to leave anything to chance. Call ahead to check on any particular service you may need. This can be done via telephone, email or use the published radio frequency to call when you’re about 10 minutes away from the ramp. The busier FBOs will appreciate the advance notice. And if you need to perform a quick turnaround, the call-ahead will ensure the fuel truck is ready upon your arrival.
Parking – take it slow and keep your head on a swivel. The well-staffed FBOs will likely have line personnel (those working on the ramp) to direct you to parking. Once a lineman begins to offer hand signals (more on that shortly) for aircraft maneuvering, trust but verify. The ramp area is full of hidden obstacles and plenty of distractions so confirm what you’re being instructed to do will keep you out of trouble.
If you’re taxing on to an FBO ramp off hours with no personnel, take cues from how other aircraft are parked or positioned and if possible, park into the wind. And if it’s dark, lookout for low fences and other hidden obstacles. Don’t believe an FBO will always have tie-downs or ropes so either call ahead or better yet, invest in a tie-down kit for the back of the airplane.
DO NOT LEAVE YOUR PARKING BRAKE SET. FBOs appreciate the flexibility of being able to move airplanes to more convenient locations or to remote areas if staying for an extended period. And if you’re parking in an area prone to severe weather, you’ll appreciate the FBO taking the liberty of moving your aircraft to a safe location if need be.
LOCK UP because not everyone is honest and your headset, iPad, etc. are valuable. Further, security regulations require your aircraft be properly secured. There are pilots who have been flying for years who have never locked the aircraft, so may want to confirm your key will work and the locking mechanism is fully functional ahead of your trip.
Hand Signals – for effective communication to take place there must be a sender of information and able receiver. Hand signals do no good if only the sender (lineman) understands the message.
My friend, Jason, FBO Manager of Eastern Cincinnati Aviation at Clermont County Airport, confirms that hand signal communication is a shortcoming of the general aviation community. Such miscommunication can wreak havoc on a crowded ramp. The Aeronautical Information Manual (AIM) dedicates a section to hand signals. This is critically important, often overlooked information. Take time to learn the basic hand signals before going solo to a new FBO.
Ground Transportation – proper planning for ground transportation can make or break a trip. Many FBOs offer “crew” or “courtesy” cars and some even advertise this fact on websites or other FBO listing websites. Courtesy cars are simply vehicles that are loaned free to customers for short amounts of time – like an hour or two, not a 3-day weekend. The custom is to keep the car clean and return it in as good or better condition than you found it with at least as much gas as when you left.
If you require a car for a longer period of time or courtesy cars aren’t available, you can check on the availability of cabs if you’re going to a relatively large city or arrange for a rental car. Many rental car companies have relationships with FBOs that either allow the FBO to rent directly or allow cars to be delivered and dropped off at the FBO. This is not always obvious if using rental car company websites. It may require a call to the FBO or call to the local car rental office. I’ve found that even if a formal relationship doesn’t exist with the FBO, some local offices are happy to drop a car off at your airport location.
And don’t forget about the possibility of a free hotel shuttle.
Fueling – you want to get this one right. To borrow a previously used term, trust but verify. Don’t assume FBO personnel are experts on your type aircraft and don’t trust that fuel orders are always relayed accurately. If you’re not in a position to supervise the refueling of your aircraft, it’s certainly acceptable to make a call to check on the fueling status and of course, perform a thorough preflight and check of the tanks prior to departing.
Self-serve fuel is becoming more readily available and it’s often cheaper and accessible 24 hours per day. For your first self-fueling, I’d recommend getting supervision at your home airport or even observe the local FBO refueling an airplane. You’ll want to know how to position the nozzle, where to stand, and most importantly, where to ground the airplane.
As an aircraft flies through the air, it can accumulate static electricity. If the electricity is not dissipated before fueling, an arc could occur and ignite vapors. To prevent a potential arc, aircraft are electrically bonded to the fueling station/truck and not disconnected until after fueling is complete.
Weather and flight planning – you may not always have internet access. As hard as it may be to believe, high speed internet service is NOT available everywhere. The point here is to have more than one trick in your bag for weather data and/or flight plan filing should your first option not be available. Flight service via telephone could be your only option.
Departing – be mindful and considerate of your surroundings. Not all FBOs or airports allow vehicles to be driven on to a ramp. Always check with personnel before driving your bags directly to the airplane.
Remember that aircraft are loud and kick up a lot of wind which can be damaging to other aircraft and to any open doors. Be sure there is plenty of maneuvering room from where you start and that your taxi path won’t blow items around through an open hangar door.
It’s also courteous to avoid long periods on a crowded ramp or near a building with the engine running and NEVER perform an aircraft run-up in a parking area. Also keep in mind there could be line personnel waiting to dispatch your aircraft from its parking space. After completing that after start check, use gentle applications of power to carefully maneuver the airplane to a location away from people and buildings. Even at towered airports, there is generally a non-movement area that you may maneuver your airplane in without obtaining a clearance to do so. This is usually anywhere on an FBO’s ramp.
PIREPs – help other pilots understand the ins and outs by providing feedback. Any numbers of FBO listing sites or apps allow pilots to leave feedback. We want FBOs to flourish to ensure this vital infrastructure is around and successful for years to come. Help fellow pilots by providing insightful information and be encouraging whenever possible of patronizing your favorite FBOs.
What helpful tips or lessons would you share related to FBOs?
Get the most out of the emergency checklist
/in Tips and technique/by studentpltnewsI recently gave a flight review to an experienced pilot who flies a modern Cessna single-engine airplane for recreation and transportation purposes. A topic we covered thoroughly was emergency procedures, since most pilots don’t encounter emergencies often over the course of normal flight operations. After retaining positive control of the airplane and accomplishing a few critical memory items (if necessary for the situation), your next course of action when something out of the ordinary happens with the airplane is to grab a checklist and follow the steps listed there.
Memory items are shown in bold in the factory Cessna checklist.
Now before going further, let me clarify memory items — these are tasks you should have committed to memory at all times for that particular airplane model. For example, in a Cessna 172 when experiencing an engine fire in flight, you should, without delay, pull the mixture to idle cut off, turn off the fuel shutoff valve, verify the auxiliary fuel pump is turned off and then turn the electrical master switch off.
The intent here is to cut off all sources of fuel to the engine as soon as possible — pulling out a checklist after seeing flames would waste valuable time and allow the fire to further increase in intensity. Once those items are complete, then grab the checklist and follow the remaining steps for that scenario. You’ll find the memory items listed in bold in the POH, and many quick-reference checklists highlight memory items in yellow to help you quickly identify them.
The newer aircraft models, like the Cessna 172R, have a thorough listing of emergency checklist procedures. There are 18 separate emergency procedures for the 172R model. Most are cut and dry like engine failures, fires, icing and electrical system malfunctions. But like everything in life, emergency scenarios in the airplane aren’t always cut and dry. They may result from a combination of factors that will require you to run through several different emergency checklists.
For example, after finishing the Engine Fire in Flight checklist, you need to keep your brain working to think about what needs to happen next. You lost your engine and are now a glider, so you then need to look at the Emergency Landing without Engine Power checklist to prepare for and execute an off airport landing.
There are other situations that could occur that aren’t explicitly covered by the emergency checklist. One example that comes to mind is the partial loss of engine power. A quick glance at the checklist in the cockpit will list procedures for total engine failure, but nothing for partial-power loss. This is where your knowledge of the airplane systems will come into play to help you play detective and figure out what is happening.
The urgency of the situation depends on altitude, the amount of power loss, oil temp/pressure readings, and what type of terrain you are flying over. If you’re able to maintain altitude, common sense would tell you to find the nearest airport and start heading that way. If it looks like you’re still descending at best glide speed and are out of range of an airport, run the engine failure checklist which will get you thinking about and troubleshooting items related to fuel, induction air and ignition/magnetos.
You should be familiar with the content in the amplified emergency checklist at all times.
If none of those checklist items work and you have time to further diagnose the situation before an off-field landing becomes necessary, grab the POH and refer to the Amplified Emergency Procedures section. This is just after the Emergency Procedures and contains helpful information on how to deal with additional abnormal scenarios. While this section was not designed for in-flight use, a quick glance may help you come up with a solution if time permits. For example, there is a section on Rough Engine Operation/Loss of Power that will prove very useful in this scenario. It will lead you to troubleshoot the magnetos, check for spark plug fouling, fuel-pump failure, excessive fuel vapor, fuel selector issues and low oil pressure.
The main takeaway here is don’t wait every two years for a flight review or an actual emergency to get your brain thinking about “what-if” scenarios. It’s normal throughout your training for your instructor to continually simulate emergencies with you in the airplane, but once you get your certificate you’ll find these events really don’t happen that often. Make it a point to review the POH every few months and also read the Amplified Emergency Procedures section for helpful narratives on troubleshooting techniques.
The opening paragraph to that section in the Cessna POH summarizes it best: this information should be reviewed prior to flying the airplane, as well as reviewed on a regular basis to keep pilot’s knowledge of procedures fresh.
After the checkride – making a plan to stay engaged
/in Tips and technique/by studentpltnewsDuring flight training, it’s natural to focus on the big hurdles: the medical, first solo, knowledge test and checkride. Those are certainly important, and they deserve your attention. But many student pilots get so focused on the training process that they never think about flying after the checkride is over. It’s sort of like building a house and being so focused on the plumbing and drywall that you never think about what your house will look like or how you’ll live in it.
That may sound crazy–after all, there are so many things to do with a pilot’s license–but I know of more than a few pilots who struggled to stay engaged in aviation after earning their license. After giving rides to a few friends and chasing a few $100 hamburgers, what comes next? Call it the hangover effect: once the strict syllabus and schedule of flight training are gone, it can be tough to fly regularly and keep improving your skills.
So how can you avoid this hangover? Every pilot is different, and the right answer for you depends on what you want out of aviation–fun, transportation, career or something else. But recent research by the Aircraft Owners and Pilots Association (AOPA) suggests three practical ways to keep flying after you cross the finish line. Each of these share something in common with flight training, which may explain why they’re effective.
Flying with a purpose
There are numerous organizations that pilots can support with their time. One of the best-known (and most rewarding) is EAA’s Young Eagles program, where local pilots give young people their first airplane ride. I’ve done many Young Eagles flight myself, and there really is nothing more fun than watching a kid’s eyes light up as they take to the air for the first time. You’re also helping to keep general aviation strong, by introducing the next generation to the wonders of personal flying.
Another popular option is flying patients from their homes to faraway cities to receive treatment, for free. In many cases, these flights truly are life-saving, as patients would otherwise not receive the required care. Patient Airlift Services (PALS) is a particularly well-run organization, although there are many others. Find one close to you and see if it’s a fit for your skills and your airplane. Note that most organizations have minimum pilot times you must comply with, but some are fairly low.
Challenge yourself
What are some new challenges you can take on? The obvious one is to add a new rating. Many pilots consider the Instrument Rating to be an even more rewarding challenge than the Private Pilot certificate, and its privileges allow you to make a lot more trips. Besides the Instrument Rating, other options include a tailwheel checkout (great for stick and rudder skills), a multi-engine rating (great for career-oriented pilots) or a glider rating (just plain fun).
Even if you don’t pursue a formal rating, checking out in a new airplane can offer good training and some fun new options. If you learned in a 172, log some time in a 182 or try a low wing airplane. It will make you a better pilot and is good motivation to keep flying.
Another great way to challenge yourself is to take a long trip, whether it’s a family vacation or a flight to Oshkosh for the big fly-in. Planning such trips is half the fun, as you learn to consider subjects like long distance weather, new terrain, and unfamiliar airports. The flying is good fun too, as you see new places and meet new people along the way. There’s almost no better feeling as a pilot than completing a big trip safely and successfully. After all, traveling to new places is probably one of the reasons you learned to fly!
Friends/clubs
Whether it’s as a member of a formal flying club, a group of airport buddies or a family member who’s also a pilot, find a “support group” of other aviators. Flying with someone else is almost always more fun, but there’s also a lot to learn from these experiences. Some of my most educational flights weren’t dual logged with a CFI, but flights with a more experienced pilot.
Having someone else who’s interested in your flying is also a good motivator to stay active. Much like weight loss programs encourage you to find a training partner, a flying partner means someone else is depending on you to be there. Clubs offer the additional benefit of monthly meetings, educational seminars and structured social events. Even if the weather is bad, a club or informal flying group can make the airport a fun place to be.
Whatever you choose to do with your license, make it part of a deliberate plan. If you wait to fly until you’re free and the weather is perfect, it’s unlikely you’ll log many hours. With a little bit of structure or some new goals, you may find flying becomes an even more important part of your day-to-day life. That’s a good thing!
Managing Emergencies
/in Tips and technique/by studentpltnewsAs pilots we are taught from early on that managing an emergency during our flying career is not a question of “If” but a question of “when”. We are meticulous in our preflight planning, preparation and use good maintenance procedures to ensure that we mitigate as much risk as we possibly can, but the rules of statistics dictate that we will eventually be met with some situation that is unplanned.
Aviate, Navigate, Communicate
You have probably heard that expression before from a flight instructor or other aviation publication. It is a simple adage but it is one that helps keep our priorities when handling any situation, whether planned or unplanned.
Keep in mind that A.N.C. is just a rough guideline and not a literal checklist to follow. It does not apply to all circumstances and situations.
Is this an Emergency?
When we notice that something is not as it should be during a flight, the first item that the PIC needs to do is to determine the nature of the situation, i.e. Is this an Emergency? Determining if a true emergency exists will greatly affect how we handle the situation and how we respond. Let’s use an example to guide this situation. Assume for a moment that as we are flying along during a VFR clear day at cruise altitude and we detect flames coming out of the side of the cowling in our C-172. This is a true emergency. Any delay in response could negatively affect the outcome of the situation. In this case we would run the memory items called for in the C-172 POH and prepare for an off-field landing.
By contrast, let’s see what we would do is this circumstance; Same VFR clear day and we notice that the alternator has stopped working. Is this a true emergency? Unless you are in a unique set of circumstances, this is not an immediate emergency; it is an abnormal situation. If we do not respond in a timely fashion, then it could become an emergency. In the case of an abnormal situation, the best thing we can do is fly the airplane (aviate) and then consult the checklist or POH for the appropriate response. It is important to note that not responding from memory for an abnormal situation is key to prevent any mistakes in response that could make the situation worse.
Declaring an Emergency
If we have determined that we have an immediate emergency or an abnormal situation has degraded into an emergency, we need to respond accordingly. The most important thing is to respond to the needs of the emergency and not make the situation any worse by how we react. Once we have completed our list of priorities and we have sufficient time and capacity, we can then declare an emergency to ATC or other resource. Keep in mind that FAR 91.3 already gives us the authority to respond to the situation as needed to meet the needs of the emergency; you do not have to call on the radio to exercise this privilege. Calling on the radio will only give us access to additional resources and ATC priority; it will not solve the emergency for you. Sometimes that additional resource that ATC can provide or having ATC move traffic or provide a vector can be crucial to the safe outcome of the situation, so do not hesitate to declare the emergency when the time is right.
Safe outcome
Preparing for the eventual situation that will come is part of every pilot’s responsibility. Your job is to make sure that you are proficient in your aircraft’s specific procedures, and to have a clear process in your mind to analyzing and handling any situation that comes your way. How do you achieve this level of precision and preparation? Study, prepare, and practice. Simulating these circumstances and having someone challenge you to new situations is key to building your aeronautical decision making skills to be up to the task when the situation calls.
Safe flying,
Flying Clubs
/in Having fun/by studentpltnewsFlying clubs come in many shapes and sizes. What they have in common is a group of members interested in flying and in saving money on their flying activities.
As a club, there are often social aspects of belonging that you do not get through aircraft ownership or rental. I’ve heard about some clubs in our area that have dues paying members who no longer fly but remain active in the community which the club has developed. These older pilots provide mentorship and encouragement to the younger pilots and are a welcome base to the club.
Flying clubs can have a wide variety of aircraft. Many have the same basic training aircraft that you can find at your local FBO but some have higher performance aircraft available as well.
The Aircraft Owners and Pilots Association (AOPA) has a number of resources for flying clubs available on their website including their guide to starting a flying club and their Flying Club Finder if you are interested in finding an existing club. Their page also has a link to a Facebook group dedicated to the AOPA Flying Club Network.
Flying clubs have an opportunity to earn rebates for their club when members shop at Sporty’s Pilot Shop. The Flying Club Rebate Program is one of the newer ways that Sporty’s gives back to the aviation community. It is free to the club and its members and is easy to get signed up and use.
Sporty’s Academy recently introduced their own brand of flying club with a little different twist from the usual flying club. This program allows members priority access and exclusive benefits on the Academy’s G1000 equipped rental aircraft at very attractive dry rental rates. The Sporty’s Flying Club includes the social aspect of other clubs but with fewer headaches and professional management.
So if you are looking for a more affordable option for your flying or flight training, check out the clubs in your area. You’ll be glad that you did.
When “It Will Never Happen to Me” Happens to You
/in Personal stories/by studentpltnewsThe Case for Non-Owners Insurance
You are well on your way to your first solo and you are excited about the chance to pilot your craft by yourself. Along with this new freedom will also come new responsibilities. One of these is the fact that you alone are responsible for this aircraft. Back at your introductory flight you might have even inquired about insurance. Perhaps the instructor had confidently replied “don’t worry, we have insurance.”
But did that mean YOU are insured against loss? Or did it mean the instructor carried insurance or the FBO had insurance if they sustained a loss? Too often, too late, a renter finds out they are not covered in the event of an accident.
What do you mean I need insurance?
Thankfully, airplane crashes are rare. So rare that one occurring in California will get coverage in newspapers and on TV on the east coast. So your chances of needing insurance are slim, right? Maybe not.
While airplanes seldom wind up as total losses, each day the FAA lists about a dozen accidents and incidents reported to them. Swerving off the runway and hitting one or two runway lights will never make it on the NBC Nightly News, but can make a substantial impact on your wallet.
How much insurance do I need?
There is no one size fits all answer to this question. Let’s take a moment to understand the types of damages for which you may be responsible. From there you can determine your individual tolerance for each risk.
Loss of Use. The FBO has a rental airplane because, let’s face it, they have renters. At a busy airport the average monthly rental per plane may exceed 50 hours. That is money, on which the FBO could reasonably expect, they will not receive. It is not unusual for the repairs to take a month or longer so expect an additional 5 grand to cover the FBO’s losses.
Diminution of Value – You may know that all maintenance records are kept with the airplane for its entire life. Airframe repairs must be recorded and becomes part of that permanent record. It will vary depending on the age of the airframe, but often appraisers will diminish the value of the airframe 10% for accident repairs.
General Liability – Just as with an automobile, you can be responsible for whatever (or whomever) you hit. Should an accident cause injury to a person, you might be responsible for medical bills, lost wages, etc. Here is a case where existing homeowners may provide some coverage, but you should check with your provider. Even the runway lights mentioned earlier are more than $200 plus installation which may increase that cost another $50 to $75.
The good news: insurance is available and surprisingly affordable.
Not comfortable writing a check for $50,000 or more? Then you should consider purchasing non-owners or “renters” insurance. Reasonable coverage can be purchased from several sources so consider this before you take the airplane out on your own… it can happen to you.
FBO Speak
/in Tips and technique/by studentpltnewsPart of the challenge of taming the FBO world could very well be that no two FBOs are created equal. This may be a bit of an exaggeration today as mergers and acquisitions have given rise to big chains with predictable service, but there can be subtle nuances even among the same brand. And for sure local practices vary. If this sounds confusing or intimidating, please read on…there is universal language to get you by at any FBO.
Arrivals – call ahead to avoid surprises. You’ll find that most FBOs offer plenty of parking space and can handle about any aircraft that shows up on the ramp; however, most pilots are planners and don’t wish to leave anything to chance. Call ahead to check on any particular service you may need. This can be done via telephone, email or use the published radio frequency to call when you’re about 10 minutes away from the ramp. The busier FBOs will appreciate the advance notice. And if you need to perform a quick turnaround, the call-ahead will ensure the fuel truck is ready upon your arrival.
If you’re taxing on to an FBO ramp off hours with no personnel, take cues from how other aircraft are parked or positioned and if possible, park into the wind. And if it’s dark, lookout for low fences and other hidden obstacles. Don’t believe an FBO will always have tie-downs or ropes so either call ahead or better yet, invest in a tie-down kit for the back of the airplane.
DO NOT LEAVE YOUR PARKING BRAKE SET. FBOs appreciate the flexibility of being able to move airplanes to more convenient locations or to remote areas if staying for an extended period. And if you’re parking in an area prone to severe weather, you’ll appreciate the FBO taking the liberty of moving your aircraft to a safe location if need be.
LOCK UP because not everyone is honest and your headset, iPad, etc. are valuable. Further, security regulations require your aircraft be properly secured. There are pilots who have been flying for years who have never locked the aircraft, so may want to confirm your key will work and the locking mechanism is fully functional ahead of your trip.
My friend, Jason, FBO Manager of Eastern Cincinnati Aviation at Clermont County Airport, confirms that hand signal communication is a shortcoming of the general aviation community. Such miscommunication can wreak havoc on a crowded ramp. The Aeronautical Information Manual (AIM) dedicates a section to hand signals. This is critically important, often overlooked information. Take time to learn the basic hand signals before going solo to a new FBO.
Ground Transportation – proper planning for ground transportation can make or break a trip. Many FBOs offer “crew” or “courtesy” cars and some even advertise this fact on websites or other FBO listing websites. Courtesy cars are simply vehicles that are loaned free to customers for short amounts of time – like an hour or two, not a 3-day weekend. The custom is to keep the car clean and return it in as good or better condition than you found it with at least as much gas as when you left.
And don’t forget about the possibility of a free hotel shuttle.
Self-serve fuel is becoming more readily available and it’s often cheaper and accessible 24 hours per day. For your first self-fueling, I’d recommend getting supervision at your home airport or even observe the local FBO refueling an airplane. You’ll want to know how to position the nozzle, where to stand, and most importantly, where to ground the airplane.
As an aircraft flies through the air, it can accumulate static electricity. If the electricity is not dissipated before fueling, an arc could occur and ignite vapors. To prevent a potential arc, aircraft are electrically bonded to the fueling station/truck and not disconnected until after fueling is complete.
Weather and flight planning – you may not always have internet access. As hard as it may be to believe, high speed internet service is NOT available everywhere. The point here is to have more than one trick in your bag for weather data and/or flight plan filing should your first option not be available. Flight service via telephone could be your only option.
Departing – be mindful and considerate of your surroundings. Not all FBOs or airports allow vehicles to be driven on to a ramp. Always check with personnel before driving your bags directly to the airplane.
Remember that aircraft are loud and kick up a lot of wind which can be damaging to other aircraft and to any open doors. Be sure there is plenty of maneuvering room from where you start and that your taxi path won’t blow items around through an open hangar door.
It’s also courteous to avoid long periods on a crowded ramp or near a building with the engine running and NEVER perform an aircraft run-up in a parking area. Also keep in mind there could be line personnel waiting to dispatch your aircraft from its parking space. After completing that after start check, use gentle applications of power to carefully maneuver the airplane to a location away from people and buildings. Even at towered airports, there is generally a non-movement area that you may maneuver your airplane in without obtaining a clearance to do so. This is usually anywhere on an FBO’s ramp.
PIREPs – help other pilots understand the ins and outs by providing feedback. Any numbers of FBO listing sites or apps allow pilots to leave feedback. We want FBOs to flourish to ensure this vital infrastructure is around and successful for years to come. Help fellow pilots by providing insightful information and be encouraging whenever possible of patronizing your favorite FBOs.
What helpful tips or lessons would you share related to FBOs?