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Top off the airplane fuel tanks? Maybe…

March 8, 2013/in Tips and technique/by studentpltnews

During flight training most pilots get accustomed to filling the fuel tanks all the way up before each flight. As you begin to fly larger airplanes you’ll soon learn that topping off the tanks is more the exception than the norm.

Safe isn’t enough–focus on smooth flying

February 27, 2013/in Tips and technique/by studentpltnews

Top off the airplane fuel tanks? Maybe…

March 8, 2013/in Tips and technique/by studentpltnews

Safe isn’t enough–focus on smooth flying

February 27, 2013/in Tips and technique/by studentpltnews

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Top off the airplane fuel tanks? Maybe…

March 8, 2013/in Tips and technique/by studentpltnews

When I turned 16 and first learned to drive a car, I was taught to always be aware of the fuel status. When it was time to go to the gas station and refuel, there was never any thought though about how much gas to put in – insert the nozzle, set the hold function on the lever, and wait for the auto-shutoff to kick in when the tank was full. Why would I consider anything other than a full tank?

The same held true in my experiences in recreational boating. After heading back to the marina to refuel, I left with nothing short of a full tank. I used the same logic as when fueling my car – I could run the engine a longer time with less visits to the gas station. There was nothing else to consider.

When I learned to fly an airplane though I quickly learned that I needed to throw that logic out the window. Airplanes are more sensitive to weight and loading, and more often than not can’t be operated with the tanks full of fuel on every flight. Every airplane has a limiting maximum takeoff weight specified by the manufacturer, and you’re legally obligated to follow it (common sense should tell you it’s a good idea too). Flying over a manufacturer’s maximum weight leads to degraded performance in flight, and that’s assuming you’re able to get the aircraft safely off the ground in the first place.

Payload in training aircraft varies a good deal between different models. A Cessna 172R Skyhawk, for example, can carry around 450 lbs of passengers and bags with a full load of 53 gallons in the tanks, yielding nearly 5 hours of flying time. That’s pretty generous, considering it would be a challenge for a pilot, training gear and flight instructor to exceed this limit (that might help explain why the Skyhawk is one of the most popular training aircraft ever built). What if you want to take more gear, or another passenger on the flight though? The simple answer is to depart with less than full tanks. If you need to take along an extra 120 pounds, have the tanks filled up to only 30 gallons — this still provides over 2 ½ hours of flying time with reserves.

As you move up to larger aircraft, you’ll find the same principles apply. While you might think that a high-performance jet can carry a full passenger load and still fly with full fuel, that’s not the case. In fact many jets filled to the brim with jet fuel can only carry 2 pilot crewmembers and maybe a passenger or two before reaching the weight limit. Even if there isn’t a full passenger or cargo load, it’s still not efficient for larger transport aircraft to carry more fuel than needed for each flight segment. The extra weight decreases performance and will increase the amount of fuel needed to complete flight. One exception here is when there is a considerable price difference between the airports of intended use (right now AvGas & Jet fuel range from $5 to $9 per gallon in the U.S. depending on location – do the math).

Take fuel planning seriously throughout your flight training. Even if you’re flying a C172 loaded full with 5 hours of fuel for every lesson, pay attention to how you manage the fuel. Lean properly on the ground and in the air according to the guidance in the POH, and mentally note the fuel burned for each flight during shutdown. That way when it’s time to maximize the performance of the airplane for longer trips or taking additional passengers, you’ll be very knowledgeable about the expected fuel burn, and can confidently plan to arrive with your required fuel minimums. You’ll also have the right mindset for flying other aircraft that don’t offer the luxury of providing a large payload with the tanks topped off.

Safe isn’t enough–focus on smooth flying

February 27, 2013/in Tips and technique/by studentpltnews

We all want to be safe pilots–that’s emphasized from day one of flight training, and for good reason. But after we’ve completed our first solo and gained some confidence, it’s time to raise the standard beyond just safe flying. Some day soon, you’ll be carrying passengers and sharing the excitement of aviation. Those passengers assume you will be safe–they wouldn’t have boarded the airplane if they didn’t believe that. What they will judge you on is how smooth you are.

Smooth flying doesn’t mean you sacrifice safety–after all, you can’t be smooth if you’re unsafe. But it does mean you care about not just what you do, but how you do it. Things that pilots may not notice can be very uncomfortable for passengers. Focusing on these finer points will make you a better pilot and a better advocate for general aviation.

So how do you fly like a pro and impress your passengers?

Taxi carefully. Smooth flying starts before you ever leave the ground. If you’ve ever ridden in an airplane with a pilot who’s constantly stomping on the brakes, you know how unsettling it can be. So be gentle as you pull out of the chocks and avoid sharp turns. Use power and brakes sparingly–the less of one you use, the less of the other you’ll need. A good goal is to use as little braking as you can, so the whole trip from ramp to runway is hardly noticed.
Focus on level-offs. As you approach your cruise altitude, don’t jab the yoke forward to capture the planned altitude. This can create a momentary weightless condition, and scare nervous flyers. Instead, plan ahead. As you get within 500 feet of your desired altitude, start gently nosing over and reducing the rate of climb–400 ft/min when you’re 400 ft away, 300 ft/min when you’re 300 ft away, etc. The goal is to level off without your passengers ever knowing you stopped climbing. You can practice this on every training flight to learn the feel for it.
Plan descents. There’s nothing worse than a 2000 ft/min descent rate, especially if your passengers have a cold. Rapid changes in altitude are uncomfortable and unnecessary in most cases. Plan ahead so you can make a gentle 500 ft/min descent, and know when you need to start your descent.
Throttle control. Have you ever been on an airline flight when the autothrottle system was engaged? This is usually obvious on final approach, as the computers constantly increase and decrease power to maintain speed and glidepath. It works fine, but it’s not ideal for passengers. Great pilots set the power once on approach and leave it there until crossing the fence, so passengers never hear the engines change. This same technique works in a Cessna as well as a Boeing. Learn your profiles (for example, 1500 rpm and 80 knots on base) and then leave the throttle alone.
Be conscious of weather. Part of weather flying is staying safe–avoiding thunderstorms, low visibility and high winds. But the other, more subtle part, of weather flying is passenger comfort. If it’s a hot summer day and you’re on a cross country, climb up above the haze layer to smoother air. You might not mind bumping along at 500 ft, but most passengers do. If it’s going to be gusty later in the day, plan your takeoff for earlier to avoid the turbulence.

Of course, safety always comes first, so never be afraid to make your passengers uncomfortable if the situation demands it. But when you can, a little extra effort will lead to a much more enjoyable flight. Beyond passenger comfort, all of these habits are very desirable for professional pilots. If you plan to make a career out of flying, get started now.

What tips do you have for smoother flying? Any pet peeves you wish pilots would avoid?

Half Sized Blog Element (Single Author Style)

Half Sized Blog Element (Multi Author Style)

Top off the airplane fuel tanks? Maybe…

Safe isn’t enough–focus on smooth flying

Top off the airplane fuel tanks? Maybe…

Safe isn’t enough–focus on smooth flying

Full Sized Blog Element (Big Preview Pic)

Top off the airplane fuel tanks? Maybe…

Safe isn’t enough–focus on smooth flying

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