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Student Pilot and FAA Medical Certificates

May 9, 2016/in Get Started/by studentpltnews

As a student pilot, you will need a Student Pilot Certificate at some point during your flight training program. When you will need the student certificate will vary based upon the type of training that you are doing.
You may also need an FAA Medical Certificate. The type of medical certificate you should obtain, if you should obtain one at all, depends on your flight training goals.
Learn more in this post by Sporty’s Academy Chief Instructor Jurgens.

Taming the crosswind

April 25, 2016/in Tips and technique/by studentpltnews

Student Pilot and FAA Medical Certificates

May 9, 2016/in Get Started/by studentpltnews

Taming the crosswind

April 25, 2016/in Tips and technique/by studentpltnews

Full Sized Blog Element (Big Preview Pic)

Student Pilot and FAA Medical Certificates

May 9, 2016/in Get Started/by studentpltnews

You may also need an FAA Medical Certificate. The type of medical certificate you should obtain, if you should obtain one at all, depends on your flight training goals.

Your Student Pilot Certificate

You will need a Student Pilot Certificate before your first solo; that wondrous time when your instructor has enough confidence in your ability to get out of the airplane and send you off by yourself. When training under the general rules for flight training, often referred to as “Part 61 training,” you can obtain the certificate at any time prior to the solo.

If you are training under the more formalized rules for flight schools, referred to as “Part 141 training,” you must obtain your Student Pilot Certificate prior to enrolling in the flight curriculum for a Recreational certificate program or before enrolling in the solo flight phase of a Private pilot certification course. Essentially, you need the Student Pilot Certificate before you can start a Recreational program and early in a Private program under 141.

Your Student Pilot Certificate is a standalone document that must be obtained using the FAA’s Integrated Airman Certification and Rating Application (IACRA) system and through the assistance of the local FAA office (Flight Standards District Office or FSDO), a Designated Pilot Examiner (DPE), an Airman Certification Representative (ACR) associated with a part 141 pilot school, or your own Certified Flight Instructor (CFI).

Before you meet with any of these individuals, you can and should go to IACRA to register and start the application process.

Go to https://iacra.faa.gov and click the “Register” link near the upper right corner of the page.
Select “Applicant” on the next page then review the Terms of Service (TOS) and click the “Agree to TOS and Continue>>” button to move on.
Fill out your IACRA – User Profile Information as accurately as possible. It will be helpful if your name information closely matches the name on your photo id. Leave the “Airman Certificate Number” and “Date of Issuance” fields blank. Many pilots select “Do Not Use” regarding their social security number but this is up to you.
After registering, login with your new credentials.
Click the “Start New Application” button.
The Application Type will be “Pilot” and the Pilot Certifications will be “Student Pilot.” Click the Start Application button.
Fill in the information the Personal Information section and click the Save & Continue button.
Submit the application and make an appointment with your instructor or another authorized individual.

When the time comes to meet for verification purposes, be sure to bring your unexpired driver’s license, passport, or other acceptable photo id to your meeting. You must apply in person with the authorized individual. Good instructors will likely do this free of charge as a part of their service to their clients provided that the clients take care of their part of IACRA before meeting for verification.

Student Pilot Certificates acquired under this process do not expire.

Your FAA Medical Certificate and Alternatives

The pursuit of most pilot certificates will require you to obtain and hold an FAA Medical Certificate prior to flying solo.

If you are pursuing a Sport Pilot Certificate and will only be flying solo in a Light Sport Airplane, you may be able to use your valid driver’s license as a testament to your acceptable health. To exercise the option of using your driver’s license in place an FAA Medical Certificate, you must not have failed your most recent attempt at an FAA Medical Certificate or be under a medical suspension. If you have never attempted to obtain an FAA Medical Certificate or you allowed your most recent medical to expire, the valid driver’s license may be an option for you.

If you are learning to fly in a glider, motorglider, or balloon, you will not need a medical. You will simply need to be able to attest to the fact that you do not have any medical conditions that would preclude your safe operation of the aircraft in solo flight.

FAA Medical Certificate’s are issued by an FAA Designated Aviation Medical Examiner (AME). AME’s are physicians with a special interest in aviation safety and have training in aviation medicine.

If you have any condition that may be medically disqualifying or could slow your medical approval, do not visit your AME before meeting with and discussing your options with a knowledgeable instructor. Alternatively, you can contact a resource like the Aircraft Owners and Pilots Association (AOPA) to discuss your situation. You can get a free 6 month membership as a Student Pilot. They have experts available to help find your best route for success in the medical certification process.

Some conditions that can be disqualifying or could slow your medical approval include but are not limited to:

Diabetes
Heart Disease
Nervous Disorders
History of Kidney Stones
Emotional or Mental Disorders

Epilepsy
Uncorrectable Vision
Certain Levels of Hearing Loss
History of Alcohol or Drug Dependence
Any condition that could impair your ability to operate an aircraft safely

If you would like further information on potentially disqualifying conditions, the standards for medical certification are contained in Title 14 Code of Federal Regulations (CFR) Part 67. If 14 CFR Part 67 indicates that a condition will not allow you to obtain a medical certificate, all hope is not lost. There may be an option to obtain a special issuance medical certificate or obtain a medical with certain operating limitations. Discuss this with one of the previously mentioned sources before pushing forward with your examination.

If you are in good health and ready to obtain your FAA Medical Certificate, find an AME, schedule an appointment, and fill out your application on MedXPress before going to see the doctor. Be truthful on this application, especially in the area of alcohol related driving offenses. The FAA can and will check your answers against the National Driver Register database. Falsification of facts can lead to fines and revocation of certificates.

You can find an AME using the FAA’s database found at https://www.faa.gov/pilots/amelocator/.

At some point in the process, you will be asked about the “Class” of medical you would like to apply for. We will review the classes in a moment but you should plan to obtain the class of medical certificate required, for the certificate level you ultimately want. This will tell you if you are medically qualified for that certificate. Finding this out now is better than waiting until you have already spent thousands of dollars on training for a certificate that you ultimately may not be able to use.

A 1^st Class medical is required when flight operations require an Airline Transport Pilot (ATP) certificate. An ATP is required to act as the Pilot in Command (PIC) or Captain of a scheduled airliner.

A 2^nd Class medical is required when flight operations require a Commercial Pilot certificate. A Commercial certificate is required essentially to get paid to be a pilot.

A 3^rd Class medical is required for all other flight operations that require an FAA Medical Certificate. This includes Student Pilots pursuing a Recreational or Private certificate, Recreational and Private pilots, and most Flight Instructors.

For operations as a Student, Recreational, or Private Pilot, all classes of medical certificates are valid for 60 calendar months if you obtained the certificate prior to your 40^th birthday. If you obtained the medical on or after your 40^th birthday, the certificate is valid for only 24 calendar months.

More detailed information about FAA Medical Certificate expirations can be found in the table below from the FAA via 14 CFR Part 61:

If you hold	And on the date of examination for your most recent medical certificate you were	And you are conducting an operation requiring	Then your medical certificate expires, for that operation, at the end of the last day of the
(1) A first-class medical certificate	(i) Under age 40	an airline transport pilot certificate	12th month after the month of the date of examination shown on the medical certificate.
	(ii) Age 40 or older	an airline transport pilot certificate	6th month after the month of the date of examination shown on the medical certificate.
	(iii) Any age	a commercial pilot certificate or an air traffic control tower operator certificate	12th month after the month of the date of examination shown on the medical certificate.
	(iv) Under age 40	a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)	60th month after the month of the date of examination shown on the medical certificate.
	(v) Age 40 or older	a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)	24th month after the month of the date of examination shown on the medical certificate.
(2) A second-class medical certificate	(i) Any age	a commercial pilot certificate or an air traffic control tower operator certificate	12th month after the month of the date of examination shown on the medical certificate.
	(ii) Under age 40	a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)	60th month after the month of the date of examination shown on the medical certificate.
	(iii) Age 40 or older	a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)	24th month after the month of the date of examination shown on the medical certificate.
(3) A third-class medical certificate	(i) Under age 40	a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)	60th month after the month of the date of examination shown on the medical certificate.
	(ii) Age 40 or older	a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)	24th month after the month of the date of examination shown on the medical certificate.

Taming the crosswind

April 25, 2016/in Tips and technique/by studentpltnews

Crosswinds require careful consideration

In recent weeks we experienced an uncommon and unwelcome pattern of cold air masses in the Midwest that not only brought winter-like temperatures, but also strong frontal boundaries with gusty winds and accompanying low-level wind shear (the PIREPs were plentiful to prove it). Needless to say, the flying conditions have been less than ideal and have put crosswind competency to the test. Several consecutive flights with wind gusts and crosswind components at or near the airplane and pilot limits, have me longing for a flight with a few knots of wind straight down the runway.

Being based at an airport absent the luxury of a crosswind runway, you’re forced to maintain a certain degree of crosswind proficiency. But if you’re a pilot who often has many choices of runways most aligned with the wind, or chooses to avoid crosswinds altogether, these situations demand careful consideration lest the crosswind conditions become perilous.

Despite considerable experience in the aircraft I was operating and years of practice in crosswind conditions at my home base, as part of my safety management strategy, I have still have pre-determined limitations for total wind gust (gust factor) as well as total crosswind component. Establishing these personal limitations effectively eliminates the external factors that could cloud my judgement on a particular flight. In other words, the decision to attempt a landing versus seeking an alternate airport has been largely made on my behalf by virtue of the conditions being reported. An ancillary benefit is that passengers also understand this basic premise that policy (designed to enhance safety) may prevent an attempt at a takeoff or landing under certain conditions.

While crosswind considerations and the resulting personal limitations tend to focus largely on landing, crosswind takeoffs also warrant equal analysis. Consider that a) the same aerodynamic forces and control limits are at play during a takeoff as they are with landing and b) it’s prudent to have the airport you’re departing available for landing in case an immediate return is required.

Crosswind Takeoffs

When departing with a crosswind, position the ailerons into the wind. By raising the aileron on the upwind wing, we impose a downward force on the wing to counteract the lifting force of the crosswind.

To begin the takeoff, full aileron input should be held into the wind. As speed builds, this control input can be relaxed as the control surfaces become more effective and the crosswind effects less pronounced (as the relative wind changes). As with a normal takeoff, rudder pressure will also be used to maintain directional control. Keep in mind that the airplane will have a natural tendency to weathervane into the wind so anticipate additional downwind rudder pressure to maintain a straight ground track.

At liftoff, the proper technique is to sideslip the airplane (maintain the longitudinal axis of the airplane parallel to the runway) in case the airplane were to settle back to the ground. In a sideslip, continue to position the ailerons into the wind to keep the upwind wing from rising and prevent drift off of the runway centerline. Utilize rudder pressure to prevent weathervaning and to keep the longitudinal axis parallel to the runway.

If you were to immediately establish a wind correction angle and the airplane were to inadvertently settle back to the runway, dangerous side loads could be imposed on the landing gear and make directional control difficult if not impossible.

If gusty crosswinds exist, it would also be a prudent choice to hold the airplane on the ground slightly longer than in a normal takeoff setting if field conditions permit. This will allow for more positive control at liftoff and mitigate a sudden gust that may rob you of lift. After a positive rate of climb is established, you’ll want to transition from a sideslip to a wind correction angle that keeps the aircraft flight path tracking the runway centerline until departing the traffic pattern.

Crosswind Landings

Once you’ve determined the crosswind conditions of the day are within your capability, it’s time to put good technique into practice. The most common technique is the crab method that transitions to a sideslip just before roundout. Essentially, the takeoff method just described in reverse.

Transition to a sideslip during the roundout

During your stabilized final approach, a wind correction angle (crab) should be established into the wind so that the aircraft’s flight path is tracking the runway centerline. Keep in mind, the amount of this correction will vary during descent as speed and wind direction may shift with altitude. Just before the roundout, the aircraft should be transitioned from a crab to a sideslip so that the longitundinal axis of the airplane is once again, parallel with the runway. To effect the sideslip, position the ailerons into the wind to keep the upwind wing from rising and prevent drift off of the runway centerline. Utilize opposite rudder pressure to prevent weathervaning and to keep the longitudinal axis parallel to the runway.

The amount of control force necessary to maintain runway centerline with the longitunidal axis parallel for landing will vary throughout the roundout, flare and touchdown as control effectiveness and crosswind effects diminish with decreasing speed. If the proper technique is followed, touchdown should be made on the upwind main wheel first. It’s important at touchdown to maintain the crosswind technique to ensure positive control throughout the landing roll. After wheels down, continue to apply aileron pressure into the wind until reaching full aileron input nearing taxi speed.

It’s worth re-emphasizing that the proper crosswind technique will result in constantly changing control inputs and pressure to track the runway centerline and keep the aircraft’s longitudinal axis parallel with the runway. If the aircraft begins to drift, take immediate positive action to increase the amount of bank into the wind. Add corresponding opposite rudder pressure to keep the nose aligned and parallel with the runway.

Type certification requires that aircraft be tested and found to be controllable in a 90 degree crosswind up to a velocity of 20% of the aircraft’s stall speed in the power-off, landing configuration without the pilot possessing any extraordinary skill. In a Cessna 172, this would equate to about 10 knots (direct crosswind). Maximum demonstrated crosswind velocity is required to be published, and while it often exceeds certification requirements, a good rule of thumb is to stick with the more conservative estimate as a personal limitation.

As a general rule of thumb, avoid the danger zone

Gusty wind conditions present yet another variable. In order to mitigate the risks associated with rapidly changing wind speed and corresponding effects on lift, it’s advisable to add a correction to your planned final approach speed. The widely accepted best practice is to add half the calculated gust factor to your final approach speed – the gust factor being the difference between the sustained wind and reported gust.

As an example, if winds were being reported from 250 at 10 knots gusting to 16 knots, the gust factor is 6 knots (16-10). Applying the half gust factor (3) correction would result in a final approach speed of 3 knots faster than your normal final approach speed.

This correction makes sense and is an effective mitigation strategy up to a certain point. But as your corrections increase, you’ll need to consider whether the higher approach speed and corresponding wind shear results in an equally dangerous situation.

It’s true that we never fully “master” the crosswind. We can only hope to learn and improve from our humbling experiences. But continuing our diligent practice in a controlled environment will equip us with the confidence and skill to manage those unexpected conditions and give us the flexibility to enjoy more flying days ahead.

Half Sized Blog Element (Single Author Style)

Half Sized Blog Element (Multi Author Style)

Student Pilot and FAA Medical Certificates

Taming the crosswind

Student Pilot and FAA Medical Certificates

Taming the crosswind

Full Sized Blog Element (Big Preview Pic)

Student Pilot and FAA Medical Certificates

Your Student Pilot Certificate

Your FAA Medical Certificate and Alternatives

Taming the crosswind

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