EFI has developed an Instrument Pilot Training Kit that contains all of the publications and material needed to support both ground and flight training.  The kit consists of the following:

• EFI’s Instrument Pilot Directed Study Guide and Flight Training Syllabus.
• EFI’s Jansport Backpack with EFI Flight Training Logo.
• FAA’s Instrument Flying Handbook.
• FAA’s Aviation Weather Services.
• FAA’s Aviation Weather.
• Gleim’s Instrument Pilot FAA Knowledge Test.
• ASA Instrument Oral Exam Guide.
• ASA’s Instrument Rating Practical Test Standards.
• Pilot’s Radio Communications Guide.

As you can see, this is a complete kit that will serve you well throughout your training at EFI and beyond.  $219 + tax.

For those of you who would like the opportunity to fly a low wing aircraft, we have good news.  We have expanded the fleet to include a 1979 Piper Cherokee Warrior II (PA-28-161) and the aircraft is now available for scheduling.  The Warrior II is equipped with a Lycoming O-320 (160 hp) engine and a Garmin GNS430 GPS system.  Schedule some time with one of our instructors and get checked out in this aircraft.  It’s a fun airplane to fly…

Steve Hosterman is a former military pilot who more recently worked for and retired from a national air carrier.  As a former military instructor pilot, he completed a “military competency exam” and made application through the local FSDO (FAA’s Flight Standards District Office) for his initial (multiengine, instrument) flight instructor certificate.  Steve then trained at EFI to add “commercial, airplane single engine land” to his pilot certificate and also added an “airplane single engine” rating to his flight instructor certificate.  This entire process may be of particular interest to current or former military pilots who would like to pursue a flight instructor certificate.  The instructors at EFI can help you work through the details.

Congratulations, Steve, for a job well done!  Steve worked with EFI’s Chief Flight Instructor, Robert Gray.

Until next time.  EFI…

How Do You Hear Me?: #10 Declaring an Emergency

By Robert Gray, ATP CFI

Synopsis:  A PA28 pilot experienced a rough running engine on an IFR flight plan and declared an emergency.  Initial corrective actions had no positive effect.  After the aircraft descended out of IMC the engine returns to smooth running and the flight continued to destination.

Synopsis:  A C182 developed a rough running engine at 13,500 FT in marginal weather.  The pilot declared an emergency with ATC, safely diverted into a VMC airport, landed with normal engine power and assumed carburetor icing was the earlier problem.

Synopsis:  A DA50EX experienced fluctuating airspeed and altitude indications after takeoff.  The crew could not determine the cause, therefore an emergency was declared as they diverted to a nearby VMC airport.

These recent reports were obtained from NASA’s Aviation Safety Reporting System (ASRS) and are available to you at http://asrs.arc.nasa.gov/. The ASRS database is the world’s largest repository of voluntary, confidential safety information provided by aviation’s frontline personnel, including pilots, controllers, mechanics, flight attendants, and dispatchers.  ASRS’s database includes the narratives submitted by reporters (after they have been sanitized for identifying details).  These narratives provide an exceptionally rich source of information for policy development, human factors research, education, training, and more.

In each of the real-life examples provided in this narrative, the pilot experienced an in-flight problem serious enough to declare an emergency.  And in each case, the pilot successfully navigated to and landed safely at a nearby airport.  But what exactly does it imply when a pilot encounters an “emergency” situation?  Let’s start with 14 CFR 91.3 which states “In an emergency requiring immediate action, the pilot in command may deviate from any rule… to the extent required to meet the emergency.”  In addition, 91.113 states “An aircraft in distress has the right-of-way over all other air traffic.”  If you are able to declare an emergency with Air Traffic Control, rest assured that you will receive priority handling.  Remember, ATC is a terrific resource and can be of great assistance in helping you work through an emergency.  For example, ATC can clear the area ahead of potential traffic conflicts, provide radar vectors to a nearby airport and even give you permission to land on any runway available.

According to the AIM, “A pilot who encounters a distress or urgency condition can obtain assistance simply by contacting the air traffic facility or other agency in whose area of responsibility the aircraft is operating, stating the nature of the difficulty, pilot’s intentions and assistance desired.  Distress and urgency communications procedures are prescribed by the International Civil Aviation Organization (ICAO) [Section 6-3-1 - Distress and Urgency Communications].

Aircraft in Distress:  The initial communication, and if considered necessary, any subsequent transmissions by an aircraft in distress should begin with the signal “MAYDAY”, preferably repeated three times.  Distress communications have absolute priority over all other communications, and the word MAYDAY commands radio silence on the frequency in use. (Examples: fire, mechanical failure, or structural damage [AIM 6-1-2]).  May-day is derived from French - m’aider, help me!  The Pilot/Controller Glossary defines the term as, “The international radiotelephony distress signal.  When repeated three times, it indicates imminent and grave danger and that immediate assistance is requested.”

Aircraft with an Urgency Condition:  The signal “PAN-PAN” should be used in the same manner for an urgency condition. Urgency communications have priority over all other communications except distress, and the word PAN-PAN warns other stations not to interfere with urgency transmissions.  (Examples: the moment a pilot becomes doubtful about position, fuel endurance, weather or any other condition that could adversely affect flight safety [AIM 6-1-2]).  Pan-pan is also derived from French: panne – a breakdown.  The Pilot/Controller Glossary defines the term as, “The international radio-telephony urgency signal.  When repeated three times, indicates uncertainty or alert followed by the nature of the urgency.

Radio Communication Frequencies:  Although the frequency in use or other frequencies assigned by ATC are preferable, the following emergency frequencies can be used for distress or urgency comunications, if necessary or desirable: 121.5 MHz and 243.0 MHz.  Both have a range generally limited to line of sight. 121.5 MHz is guarded by direction finding stations and some military and civil aircraft. 243.0 MHz is guarded by military aircraft. Both 121.5 MHz and 243.0 MHz are guarded by military towers, most civil towers, FSSs, and radar facilities. Normally ARTCC emergency frequency capability does not extend to radar coverage limits. If an ARTCC does not respond when called on 121.5 MHz or 243.0 MHz, call the nearest tower or FSS.

Minimum Fuel:  A pilot declaring “MINUMUM FUEL” indicates that an aircraft’s fuel supply has reached a state where, upon reaching the destination, it can accept little or no delay.  This is not an emergency situation but merely indicates an emergency situation is possible should any undue delay occur [Pilot/Controller Glossary].  “A minimum fuel advisory does not imply a need for traffic priority. Common sense and good judgment will determine the extent of assistance to be given in minimum fuel situations. If, at any time, the remaining usable fuel supply suggests the need for traffic priority to ensure a safe landing, the pilot should declare an emergency and report fuel remaining in minutes.” [The ATC Handbook (ATP 7110.65P: 2-1-8)].

So, there you have it.  A quick summary of three conditions that you hope you’ll never experience: an aircraft in distress, an aircraft with an urgency condition, and an aircraft with minimum fuel.  But take a look at NASA’s ASRS database and you’ll find it is replete with examples of pilots who experienced these situations and successfully worked through them.  Single pilot and crew resource management practices remind us that when airborne, we are truly not alone.  Use all resources available to your advantage.

In closing, I am somewhat reluctant to include communications between a pilot in distress and an Air Traffic Controller.  The VFR pilot made an inadvertent flight from VFR conditions to Instrument Meteorological Conditions (IMC).  The pilot was very fortunate to have survived the encounter.  The information is presented in the interest of education and advancing flight safety:

http://www.youtube.com/watch?v=IMYGHGNZ47I&feature=related

Until next time… EFI

How Do You Hear Me?: #9 Advise Intentions/Special VFR

By Robert Gray, ATP CFI

A recently minted private pilot, not instrument rated, was on the return leg of a cross country flight from the Southern California area to Paso Robles, CA (KPRB).  The non-towered Class Echo airport is located in the central valley of California about 20 miles inland from the coast.  According to the weather briefing he received from the Flight Service Station briefer just prior to departure (1-800-WX BRIEF), conditions were forecast to be VFR (Visual Flight Rules) along the route of flight with marginal VFR weather in the vicinity of Paso Robles.  While en route, the pilot was receiving VFR flight following services and his navigation so far was spot on.

About thirty miles or so southeast of the airport, he was within radio range of the AWOS (Aviation Weather Observing System) station and listened to the weather broadcast.  Well, the reported ceiling was certainly high enough but the visibility, at two-and-one-half statute miles, was below basic VFR weather minimums [See 91.155 (c) and (d)].  He notified Oakland Center of his weather dilemma at which time ATC concurred with the current report and responded, “Advise Intentions.”

According to the Pilot/Controller Glossary, “Advise Intentions” means: “Tell me what you plan to do.”  Fortunately, the pilot had done some homework prior to departure and identified two alternatives:  The first alternative was to divert to a nearby airport  that was reporting VFR weather conditions; and the second alternative was to request a “Special VFR” clearance from ATC to make his approach and landing at the destination airport.

In this instance, the pilot was sufficiently familiar with the airport at Paso Robles to request “Special VFR” and proceeded to the airport for an uneventful approach and landing.  But wait a minute.  This guy isn’t instrument rated.  Can he legally do that?  And what makes this VFR clearance from ATC so special?

Well, in accordance with the provisions of 91.157, “special VFR operations may be conducted under the weather minimums and requirements of this section, instead of those contained in 91.155, below 10,000 feet MSL within the airspace contained by the upward extension of the lateral boundaries of the controlled airspace designated to the surface for an airport.”  Don’t bail on me yet, I’ll explain it.

Section 91.157(b) goes on to say that “Special VFR operations may only be conducted—(1) with an ATC clearance; (2) clear of clouds; (3) … when flight visibility is at least 1 statute mile; and (4) … between sunrise and sunset…”

So here’s the explanation:  If your destination airport is at least surface based Class Echo controlled airspace (remember the segmented magenta line around the airport?), you’re operating during daylight hours (between sunrise and sunset), flight visibility is at least 1 statute mile; and you can remain clear of clouds, you can obtain a “Special VFR” clearance from the controlling authority (ATC) and proceed to the airport for an approach and landing.  No instrument rating is required unless you’re operating at night (between sunset and sunrise) and then the aircraft must be equipped for instrument flight.

Can you get “Special VFR” into a Class Delta airport?  Sure you can.  How about a Class Charlie airport?  Absolutely.  How about a Class Bravo airport?  Yes, with some exceptions [See 14 CFR Part 91, Appendix D].  What about a Class Gulf airport?  Negative – it’s not controlled airspace and different rules apply.  ATC has no authority and no responsibility to grant you “Special VFR” into a Class Gulf  airport.

Until next time… EFI

For those of you who would like the opportunity to fly a low wing aircraft, we have good news.  We’re expanding the fleet to include a 1979 Piper Cherokee Warrior II (PA-28-161).  The Warrior II is equipped with a Lycoming O-320 (160 hp) engine and a Garmin GNS430 GPS system.  In addition, this aircraft comes with a  Supplemental Type Certificate (STC) for an increase in maximum gross weight.  Reliability, sturdy construction, and gentle flight characteristics make this aircraft a favorite among aircraft owners and the flight training community.  We anticipate that the Warrior II will be on the line in early January, 2012.

Take a look at the video of a student pilot landing the Warrior II at Imperial County Airport:  http://www.youtube.com/watch?v=JkU27t5N4YI&feature=player_embedded

How Do You Hear Me?: #8 Caution Wake Turbulence

By Robert Gray, ATP CFI

We were operating east of Palmdale, California on a quick return trip from Las Vegas to Van Nuys.  Air Traffic Control (ATC) advised us that we were in trail of a Boeing 737 and both aircraft were given the same instruction to “Cross Palmdale (VOR) at 13,000.”  Though we never saw the aircraft we were trailing, we must have been on a similar descent profile.  Suddenly and unexpectedly we were whipped violently clockwise through what seemed like 90 degrees of roll.  As we initiated the upset recovery, I could hear the distressed reaction of our passengers who were apparently just as surprised as we were, perhaps more so.  For a brief moment in time, we had experienced an unfortunate encounter with wake turbulence and I’m thankful to be sharing that experience with you.  Others have not been so fortunate.

Detailing the crash of a corporate business jet on Dec. 15, 1993 near John Wayne Airport, the Los Angeles Times reported, “The Dec. 15 Santa Ana crash occurred when a twin-engine corporate jet was on a landing approach to John Wayne Airport. The jet, which was 2.1 miles behind a Boeing 757, went out of control and slammed nose-first into the ground near the Santa Ana Auto Mall.  All five aboard, including the top two executives of the In-N-Out Burger chain, were killed. The NTSB is still investigating the accident, but turbulence from the 757 is said to have played a part.”  You can review the full text of the NTSB report at http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20001211X13867&key=1

Section 7-3-1 of the Aeronautical Information Manual (AIM) provides guidance on wake turbulence problems and avoidance procedures and I would suggest a thorough reading of the material.  In that section, the AIM advises us that all aircraft generate counter-rotating vortices trailing from the wingtips while in flight.  Large aircraft are problematic because the wake imposes rolling moments that exceed the roll-control authority of the encountering aircraft.  A pilot must envision the location of the vortex and take the steps necessary to avoid wake turbulence.

Pilots should remember three basic warnings concerning wake turbulence:

1.  Don’t get too close to the lead aircraft.

2.  Don’t get below the lead aircraft’s flight path.

3.  Be particularly wary when light wind conditions exist.

The following avoidance procedures should be followed at all times:

Takeoff:  If you think wake turbulence from the preceding aircraft may be a factor, wait about 2 or 3 minutes before taking off.  Before taking the active runway, tell the tower that you want to wait.  Plan to lift off prior to the rotation point of the lead aircraft, and use full takeoff power or thrust.

Climb: If possible, climb above the lead aircraft’s flight path.  If you can’t out- climb it, fly slightly upwind and climb parallel to the lead aircraft’s course.  Avoid headings that cause you to cross behind and below the aircraft in front.

Crossing: If you must cross behind the lead aircraft, try to cross above its flight path or, terrain permitting, at least 1,000 feet below.

Trailing: Endeavour to stay either on or above the leading aircraft’s flight path, or upwind, or, terrain permitting, at least 1,000 feet below.

Approach: Maintain a position on or above the lead aircraft’s flight path with adequate lateral separation.

Landing: Ensure that your touchdown point is beyond the lead aircraft’s touchdown point.  Land well before a departing aircraft’s rotation point.

Crossing Approaches: When landing behind another aircraft on crossing approaches, cross above the other aircraft’s flight path.

Crosswinds: Remember crosswinds may affect the position of wake vortices.  Adjust takeoff and landing points accordingly.

Helicopters: Remember that their wake vortices may be of significantly greater strength than those of fixed-wing aircraft of the same weight.  Avoid flying beneath the flight paths of helicopters.  When piloting a small aircraft, avoid taxiing within three wingspans of a helicopter that is hovering or hover taxiing at slow speed.

Until next time…  EFI

How Do You Hear Me? #7 “Hold Short” Letter to Airmen

By Robert Gray, ATP CFI

Air Traffic Control Tower – Letter to Airmen
Notice Number: NOTC3310

Available through a link below, is a Letter to Airmen from the Troutdate, Oregon Control Tower.  You may be wondering why we are sending you a Letter to Airmen from Troutdale (TTD) Tower and you don’t even operate near TTD.  That’s because the problem is not just at Troutdale!

Have you recently been issued “hold short” instructions by a Control Tower and you acknowledged with just your “N” number or even worse, the infamous “roger”?  What happens next is the controller tries to get you to say the proper  response.  This is not because the controller is “having a bad day” and is hassling you.  This has been leading to some interesting radio dialog and ties up valuable radio time.

All the Air Traffic Control Towers have been mandated to emphasize the use of proper radio phraseology concerning “hold short” instructions as stated in the AIM.  Also please note to always use your “N” number or call sign when acknowledging ATC
clearances/instructions.

EXAMPLE #1
Controller Phraseology; “November One Two Three Four Five, Hold Short of Runway Three Zero Left at Kilo”
Pilot Response: “November One Two Three Four Five, Hold Short of Runway Three Zero Left at Kilo“,
or
Pilot Response: “Cherokee Three Four Five, Hold Short of Runway Three Zero Left at Kilo”

EXAMPLE
#2
Controller Phraseology: “Piper 54321, hold short of Runway Two Eight”
Unacceptable Responses: “Piper 321, holding short”
“Holding short”
“321”
“November 321, roger”

Acceptable Responses:
“Piper 321, hold short Runway Two Eight”
“November 321, hold short of Two Eight”

Complacency and/or the lack of radio discipline has led to numerous runway incursions and other types of miscommunication.  We have been getting feedback from Control Towers that many pilots are not using the proper response to acknowledge  ATCT clearances/instructions.  Please maintain safety and professionalism by adhering to proper and precise radio communications.

For more information and examples see the TTD Letter to Airmen and the Aeronautical Information Manual (AIM).

Until next time…

EFI has just completed the first phase of an on-site “Learning Center.”  We now have available for your use a dedicated personal computer and more than two dozen aviation related videos and computer based training courses.  You can now schedule the learning center in two-hour blocks of time just like you’d schedule an aircraft or flight instructor.  We have training materials that cover subjects of interest to the student, private, instrument and commercial pilot.  Over time, we’ll update and expand the library of training material to cover additional subjects.

If you’re already working with a flight instructor, the instructor may suggest that you review stall and spin awarenes, takeoffs and landings, communications, airspace, VFR cross country flight planning or night flying. If you’re not currently working with a flight instructor, that’s fine. Any available instructor would be happy to take a few minutes to assist you in choosing the training materials that are right for you.

When you arrive, just let the staff at the front desk know you’re here to use the Learning Center and they’ll get you started. When you’ve finished, just return any materials to the front desk and you’ll pay a nominal fee of $10 for each two hour block of time. It’s just that easy.  The nominal fee will be used to offset the cost of the new computer equipment and acquire additional training materials.

We believe you’ll find EFI’s Learning Center to be a valuable training resource that will help you build on your general aviation knowledge.  So, schedule a two-hour block of time today and get started on that next learning adventure… EFI