Welcome to the latest edition of the Flight Maneuver Spotlight series. Here we’ll highlight the various maneuvers you’ll practice during your flight training and be expected to demonstrate during your private pilot checkride.
Each maneuver is part of Sporty’s 2023 Learn to Fly Course and includes a narrated video animation, along with step-by-step instructions that include performance standards and common errors. Study them while on the ground or print them for quick reference in the airplane.
These step-by-step instructions are from Sporty’s 2023 Learn to Fly Course, which includes over 15 hours of HD and 4K video that demonstrates how to fly each maneuver, along with complete FAA test prep features.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/03/05174044/turns-point-yt.jpg8301476Bret Koebbehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngBret Koebbe2023-04-25 09:12:162023-04-25 09:43:57Turns Around a Point – Flight Maneuver Spotlight
ForeFlight has become the most popular EFB among general aviation pilots. With all the updates and feature additions that have been implemented over the last few years, a few of the tips and tricks have slipped through the average aviator’s repertoire. Join ForeFlight’s own Josh Berman and Brandon Walker for a highlight of some of the lesser known abilities of ForeFlight in this Sporty’s webinar video.
https://media.flighttrainingcentral.com/wp-content/uploads/2015/06/05171711/10-ForeFlight-Chart-Radar-Traffic.png15362048Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-04-22 08:20:442023-04-22 08:22:36Sporty’s webinar video: Top 10 ForeFlight Features You Probably Didn’t Know About
4-1-20. TRANSPONDER AND ADS-B OUT OPERATION This change adds instruction to pilots participating as the lead aircraft in a visual flight rules (VFR) standard formation flight not receiving ATC services to squawk beacon code 1203. Additionally, paragraphs have been reordered and a duplicate section has been deleted.
4-3-6. USE OF RUNWAYS/DECLARED DISTANCES This change clarifies responsibilities associated with air traffic control (ATC) selecting and/or assigning RUNWAY IN USE/ACTIVE RUNWAY/DUTY RUNWAY. This change emphasizes that tailwind and crosswind considerations take precedence over delay/capacity considerations, and noise abatement operations/procedures. This change also provides note information that explains parallel runway number markings.
5-3-4. AIRWAYS AND ROUTE SYSTEMS References and a brief description of Y routes are added in paragraph 5-3-4, subparagraph a3. These point the reader to the Aeronautical Information Publication (AIP) for detailed information on flying Y routes.
5-6-4. ADIZ REQUIREMENTS The Aeronautical Information Manual (AIM) and Aeronautical Information Publication (AIP) will be updated with the clarifying language previously added to the FDC NOTAM 2/8783, concerning the procedures and equipment required to operate into, out of, and within the Air Defense Identification Zone (ADIZ).
7-1-8. INFLIGHT WEATHER ADVISORY BROADCASTS This change removes the references to Traditional Alphanumeric Code (TAC) Airmen’s Meteorological Information (AIRMETs) over the contiguous United States. Also, it updates the description of AIRMETs and Significant Meteorological Information (SIGMETs) to better describe the products and how they are disseminated in the contiguous United States, Alaska and Hawaii.
Review alternate airport options before your flight.
Planning a flight carefully can help avoid surprises and surprises are something that we really want to avoid in flying. But everything can’t always go exactly according to plan, we all know that. So, if we put a little bit of effort in our flight planning into examining contingencies and alternate plans, we can save ourselves a lot of trouble later on if something goes awry.
It is helpful to review those options before the flight to look at alternate airports — places to land along the way should the need arise. You’ll have to establish some basic criteria as a first step. Some things to consider would be runway length and width, surface conditions and even services available at the airport as a start. Instead of thinking of our flight in terms of a straight line, it’s better to think of it as a 20 or 30 mile wide band. What might terrain or obstruction considerations be if you stray off course? What is the most likely direction for better weather? Don’t forget that best alternate may even be behind you.
Be realistic – if the fuel gauges show almost empty, it’s time to land.
We want to have a general understanding of obstructions, terrain, airports, landmarks and any type of airspace restrictions or potential weather hazards located within this band all the way from takeoff to landing. One vital element of contingency planning relates to fuel. The leading cause of engine failures is running out of gas. You should always plan conservatively when it comes to fuel and be sure of the amount of fuel you’re starting with or even the most conservative plan may not be enough. A good rule of thumb is to always plan to land with at least an hour’s worth of fuel in the tank.
Also, when calculating the amount of fuel that will be required to fly the leg, another good rule of thumb is to double the forecast headwind component or halve the tailwind component for the purpose of fuel planning. That way, if the forecast is incorrect, you are less likely to be surprised. Another conservative practice is to always round up when it comes to fuel burn. If you’re making exacting fuel burn calculations down to the tenth of a gallon, consider rounding up to the next highest gallon and consider the leaning technique that was used to arrive at the published fuel burn.
So, plan those flights so that plan “A” is primary, backed up by plan “B”, and plan “C”, and plan “D”, and however many it takes and have the discipline to enact a contingency plan should the need arise. It is fun to vicariously fly a flight, to study the chart, look at the airports, and landmarks along the way. Then, if when you start out on your solo cross-countries, something slightly out of the ordinary happens, you’ll have the confidence and experience to make a good decision.
https://media.flighttrainingcentral.com/wp-content/uploads/2018/01/05174520/BretAztecVFR.jpg5631000Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-04-17 08:55:152023-04-17 17:21:19Always leave yourself an out
FAA has issued a new version of the Pilots’ Role in Collision Avoidance, AC90-48E, with new and recent examples where pilots have failed in this task. This revision to the AC incorporates additional information regarding pilot actions, procedures, Notices to Air Missions (NOTAM), and aircraft technology to mitigate the risk of a pilot causing or being involved in a ground collision, in-flight collision, or NMAC.
The most advanced piece of flight equipment in any aircraft is the human eye, and since the number one cause of midair collisions is the failure to adhere to the see-and-avoid concept, efficient use of visual techniques and knowledge of the eye’s limitations will help pilots avoid collisions. Your vision’s clarity is influenced by some characteristics of the objects you are viewing, including:
Your distance from the object.
The size, shape, and movement of the object.
The amount of light reflected by the object.
The object’s contrast with the surrounding environment.
One inherent problem with the eye is the time required for accommodation or refocusing. It takes 1 to 2 seconds for eyes to refocus from something up close, like a dark instrument panel 2 feet away, to a bright landmark or aircraft 1 mile away.
Portable electronic devices have become more and more common on the GA flight deck since the turn of the century. From early GPS navigators gaining popularity in flight bags to a company offering a mini computer with a touchscreen that could make phone calls in mid-2007, these devices have improved safety as well as convenience when we fly. As we enjoy the leading edge of technology, though, it’s important to have a basic understanding of how to keep them charged. This article will cover electronic device charging 101, including plug types, cables, and new options like Power Delivery.
Terms
Before getting into the meat and potatoes of handheld charging, we’re going to highlight a couple important terms to know:
Wattage – A measure of electrical power (really the rate of energy transfer), expressed in watts. Usually mentioned with devices feeding from your home or aircraft AC (alternating current) wall plug.
Amperage – The strength of an electric current or flow of power. Amperage is typically used with items that are DC (direct current) and aren’t directly connected to a home or aircraft power system. Common in mobile backup batteries.
mAh (milliAmp Hours) – milliAmp Hours can be used to describe the electric storage capacity of a device. The more mAhs a battery has, the more times it can charge your device before it is depleted.
Power Delivery (PD) – Power Delivery is a newer term in charging. Rather than a device providing the maximum flow of power to a receiver, PD devices recognize how much juice a device needs and change the flow rate accordingly.
Charging Structure
In order to charge a device, there are three parts of the charging system that we need to define.
The power source, which is the device offering the electrical charge for our system.
The delivery piece to take the charge from the power source to our handheld (this is always in the form of cables).
The handheld device that receives the charge.
1. Power Source
A Power Source device has multiple options for providing the starting point of our three point charging system. These providers can be of the stationary type, when they plug into either a wall outlet or a cigarette lighter port, or they can be mobile, utilizing a self-contained backup battery and avoiding the need for any ports in our aircraft or vehicle.
Stationary Options:
Mobile Options:
A power source will always indicate its charging specs in the form of either wattage or amperage. The easy explanation is that the higher those numbers are, the faster your device will charge. When larger devices come into play (iPad Pro, Sentry+), some of them many not receive a charge if the watt or amp rate provided from the charger falls short of the device’s minimums. 2.1 amps is a good flow rate, but 2.4 or 3.0 is ideal. Stay away from 1.0 amp providers—devices a decade ago may have worked with that leisurely charge rate but today’s devices demand a faster rate.
2. Cables
Charging cables are the path through which our “providers” (mentioned above) move electricity to our receivers (handheld devices we use on the flight deck). There are plenty of cable designs and features out on the market today. For the sake of simplicity we’ve created a graphic below that will convey the four most common cables out there.
USB-A to Lightning Cable (Red) – Most popular charging cable out there thanks to the iPhone inventing and mass producing the Lightning port. Works with iPhones and small to medium sized iPads. 12 watt delivery speed.
USB-A to USB-C Cable (Green) – First cable option to allow Power Delivery (PD). The USB-C side of this cable creates a handshake between the devices and if the power “providing” device has PD capabilities, this will lead to a fast yet safe charge. USB-C port-equipped handhelds include ADS-B In devices, the PJ2 backup radio, and the Garmin Aera 760. 66 watt delivery speed.
USB-C to Lightning Cable (Blue) – This is the least popular cable of the four options. It’s gained popularity recently with Apple releasing new iPhones with just this cable and not providing the wall plug. USB-C charging ports are growing in popularity so it makes sense for an iPhone (with a Lightning in in port) to have the ability to use them. 20 watt delivery speed.
USB-C to USB-C Cable (Purple) – This is the most powerful of the four cables. These are the types of cables used to power laptops or desktop computers, yet they can also be used for our USB-C receiving handhelds. 100 watts delivery speed.
3. Charging Receivers
The last part of the charging formation is the handheld device we are trying to use on the flight deck or during pre/post-flight. Lithium ion batteries have gained a lot of popularity in the handheld realm over the last few years, and therefore it’s usually the choice of the consumer on whether they would like rechargeable batteries or the “use one time and pitch” batteries for these devices. Some of our more popular rechargeable handhelds are below:
Rechargeable batteries vs. alkaline
Rechargeable batteries have helped to extend the usable lifespan of many products in addition to adding convenient charging capabilities. Rechargeable batteries are typically rated for 1000 cycles (a cycle equates to a charge from 0-100%, not every time you plug it in) and can last a long time when in regular use. One negative is that rechargeable batteries left untouched for long periods of time at a full charge will actually lose battery life. In contrast, if a battery is at a few percent and thrown in a flight bag pocket for a few months, it may lose complete charge and be impossible to recharge.
Alkaline batteries, on the other hand, can live in a bag for years and provide a powerful charge when needed in a pinch. The alkaline option turns into a paperweight once fully used, but they are readily available and a common choice for pilots. Think about whether the device in question is one that gets regular use (rechargeable batteries are a good fit here) or one that rarely gets used (the long shelf life of AAs or AAAs is probably better).
Conclusion
The latest leading edge tech from some of the bigger brand names has made the transition to solely using lithium ion rechargeable batteries. As the flight bag grows with rechargeable options, it leads us to believe that more and more handhelds will investigate, if not commit to, the rechargeable option. For that reason we’ll continue to offer the best charging “provider” products, as well as sturdy cables to make sure those flight deck electronics are ready to operate when we want them to.
https://media.flighttrainingcentral.com/wp-content/uploads/2019/07/05162856/ipad-cockpit-navigation-1-scaled.jpg17072560Chris McGoneglehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngChris McGonegle2023-04-03 09:00:062023-04-06 17:53:35What pilots need to know about charging plugs, batteries, and cables
Turns Around a Point – Flight Maneuver Spotlight
/in Flight Maneuvers/by Bret KoebbeWelcome to the latest edition of the Flight Maneuver Spotlight series. Here we’ll highlight the various maneuvers you’ll practice during your flight training and be expected to demonstrate during your private pilot checkride.
Each maneuver is part of Sporty’s 2023 Learn to Fly Course and includes a narrated video animation, along with step-by-step instructions that include performance standards and common errors. Study them while on the ground or print them for quick reference in the airplane.
These step-by-step instructions are from Sporty’s 2023 Learn to Fly Course, which includes over 15 hours of HD and 4K video that demonstrates how to fly each maneuver, along with complete FAA test prep features.
Sporty’s webinar video: Top 10 ForeFlight Features You Probably Didn’t Know About
/in Webinars/by Eric RadtkeForeFlight has become the most popular EFB among general aviation pilots. With all the updates and feature additions that have been implemented over the last few years, a few of the tips and tricks have slipped through the average aviator’s repertoire. Join ForeFlight’s own Josh Berman and Brandon Walker for a highlight of some of the lesser known abilities of ForeFlight in this Sporty’s webinar video.
The FAA publishes AIM update – change 3 effective April 20, 2023
/in News/by Eric RadtkeChange 3 updates include:
4-1-20. TRANSPONDER AND ADS-B OUT OPERATION This change adds instruction to pilots participating as the lead aircraft in a visual flight rules (VFR) standard formation flight not receiving ATC services to squawk beacon code 1203. Additionally, paragraphs have been reordered and a duplicate section has been deleted.
4-3-6. USE OF RUNWAYS/DECLARED DISTANCES This change clarifies responsibilities associated with air traffic control (ATC) selecting and/or assigning RUNWAY IN USE/ACTIVE RUNWAY/DUTY RUNWAY. This change emphasizes that tailwind and crosswind considerations take precedence over delay/capacity considerations, and noise abatement operations/procedures. This change also provides note information that explains parallel runway number markings.
5-3-4. AIRWAYS AND ROUTE SYSTEMS References and a brief description of Y routes are added in paragraph 5-3-4, subparagraph a3. These point the reader to the Aeronautical Information Publication (AIP) for detailed information on flying Y routes.
5-6-4. ADIZ REQUIREMENTS The Aeronautical Information Manual (AIM) and Aeronautical Information Publication (AIP) will be updated with the clarifying language previously added to the FDC NOTAM 2/8783, concerning the procedures and equipment required to operate into, out of, and within the Air Defense Identification Zone (ADIZ).
7-1-8. INFLIGHT WEATHER ADVISORY BROADCASTS This change removes the references to Traditional Alphanumeric Code (TAC) Airmen’s Meteorological Information (AIRMETs) over the contiguous United States. Also, it updates the description of AIRMETs and Significant Meteorological Information (SIGMETs) to better describe the products and how they are disseminated in the contiguous United States, Alaska and Hawaii.
Always leave yourself an out
/in Tips and technique/by Eric RadtkeReview alternate airport options before your flight.
Planning a flight carefully can help avoid surprises and surprises are something that we really want to avoid in flying. But everything can’t always go exactly according to plan, we all know that. So, if we put a little bit of effort in our flight planning into examining contingencies and alternate plans, we can save ourselves a lot of trouble later on if something goes awry.
It is helpful to review those options before the flight to look at alternate airports — places to land along the way should the need arise. You’ll have to establish some basic criteria as a first step. Some things to consider would be runway length and width, surface conditions and even services available at the airport as a start. Instead of thinking of our flight in terms of a straight line, it’s better to think of it as a 20 or 30 mile wide band. What might terrain or obstruction considerations be if you stray off course? What is the most likely direction for better weather? Don’t forget that best alternate may even be behind you.
Be realistic – if the fuel gauges show almost empty, it’s time to land.
We want to have a general understanding of obstructions, terrain, airports, landmarks and any type of airspace restrictions or potential weather hazards located within this band all the way from takeoff to landing. One vital element of contingency planning relates to fuel. The leading cause of engine failures is running out of gas. You should always plan conservatively when it comes to fuel and be sure of the amount of fuel you’re starting with or even the most conservative plan may not be enough. A good rule of thumb is to always plan to land with at least an hour’s worth of fuel in the tank.
Also, when calculating the amount of fuel that will be required to fly the leg, another good rule of thumb is to double the forecast headwind component or halve the tailwind component for the purpose of fuel planning. That way, if the forecast is incorrect, you are less likely to be surprised. Another conservative practice is to always round up when it comes to fuel burn. If you’re making exacting fuel burn calculations down to the tenth of a gallon, consider rounding up to the next highest gallon and consider the leaning technique that was used to arrive at the published fuel burn.
So, plan those flights so that plan “A” is primary, backed up by plan “B”, and plan “C”, and plan “D”, and however many it takes and have the discipline to enact a contingency plan should the need arise. It is fun to vicariously fly a flight, to study the chart, look at the airports, and landmarks along the way. Then, if when you start out on your solo cross-countries, something slightly out of the ordinary happens, you’ll have the confidence and experience to make a good decision.
FAA updates collision avoidance advisory circular
/in News/by Eric RadtkeThe most advanced piece of flight equipment in any aircraft is the human eye, and since the number one cause of midair collisions is the failure to adhere to the see-and-avoid concept, efficient use of visual techniques and knowledge of the eye’s limitations will help pilots avoid collisions. Your vision’s clarity is influenced by some characteristics of the objects you are viewing, including:
One inherent problem with the eye is the time required for accommodation or refocusing. It takes 1 to 2 seconds for eyes to refocus from something up close, like a dark instrument panel 2 feet away, to a bright landmark or aircraft 1 mile away.
Access the updated AC here.
What pilots need to know about charging plugs, batteries, and cables
/in Pilot Gear, Tips and technique/by Chris McGonegleTerms
Before getting into the meat and potatoes of handheld charging, we’re going to highlight a couple important terms to know:
Charging Structure
In order to charge a device, there are three parts of the charging system that we need to define.
1. Power Source
A Power Source device has multiple options for providing the starting point of our three point charging system. These providers can be of the stationary type, when they plug into either a wall outlet or a cigarette lighter port, or they can be mobile, utilizing a self-contained backup battery and avoiding the need for any ports in our aircraft or vehicle.
Stationary Options:
Mobile Options:
A power source will always indicate its charging specs in the form of either wattage or amperage. The easy explanation is that the higher those numbers are, the faster your device will charge. When larger devices come into play (iPad Pro, Sentry+), some of them many not receive a charge if the watt or amp rate provided from the charger falls short of the device’s minimums. 2.1 amps is a good flow rate, but 2.4 or 3.0 is ideal. Stay away from 1.0 amp providers—devices a decade ago may have worked with that leisurely charge rate but today’s devices demand a faster rate.
2. Cables
Charging cables are the path through which our “providers” (mentioned above) move electricity to our receivers (handheld devices we use on the flight deck). There are plenty of cable designs and features out on the market today. For the sake of simplicity we’ve created a graphic below that will convey the four most common cables out there.
3. Charging Receivers
The last part of the charging formation is the handheld device we are trying to use on the flight deck or during pre/post-flight. Lithium ion batteries have gained a lot of popularity in the handheld realm over the last few years, and therefore it’s usually the choice of the consumer on whether they would like rechargeable batteries or the “use one time and pitch” batteries for these devices. Some of our more popular rechargeable handhelds are below:
Rechargeable batteries vs. alkaline
Rechargeable batteries have helped to extend the usable lifespan of many products in addition to adding convenient charging capabilities. Rechargeable batteries are typically rated for 1000 cycles (a cycle equates to a charge from 0-100%, not every time you plug it in) and can last a long time when in regular use. One negative is that rechargeable batteries left untouched for long periods of time at a full charge will actually lose battery life. In contrast, if a battery is at a few percent and thrown in a flight bag pocket for a few months, it may lose complete charge and be impossible to recharge.
Alkaline batteries, on the other hand, can live in a bag for years and provide a powerful charge when needed in a pinch. The alkaline option turns into a paperweight once fully used, but they are readily available and a common choice for pilots. Think about whether the device in question is one that gets regular use (rechargeable batteries are a good fit here) or one that rarely gets used (the long shelf life of AAs or AAAs is probably better).
Conclusion
The latest leading edge tech from some of the bigger brand names has made the transition to solely using lithium ion rechargeable batteries. As the flight bag grows with rechargeable options, it leads us to believe that more and more handhelds will investigate, if not commit to, the rechargeable option. For that reason we’ll continue to offer the best charging “provider” products, as well as sturdy cables to make sure those flight deck electronics are ready to operate when we want them to.