EFI has developed a Private 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 Private Pilot Directed Study Guide and Flight Training Syllabus.
• EFI’s Jansport Backpack with EFI Flight Training Logo.
• FAA’s Airplane Flying Handbook.
• FAA’s Pilot’s Handbook of Aeronautical Knowledge.
• FAA’s Private Pilot Practical Test Standards.
• Gleim’s Private Pilot FAA Knowledge Test.
• ASA FAR/AIM 2012.
• ASA’s Private Pilot Oral Exam Guide.
• ASA E-6B Flight Computer.
• ASA Plotter.
• Pilot Logook.

As you can see, this is a complete kit that will serve you well throughout your training at EFI and beyond.  $299 + tax.

If you’re interested in purchasing a Private Pilot Training Kit, please contact the staff at the front office.

Want to remember that special occasion?  Your discovery flight?  Your first solo?  A popular item is the coffee mug with EFI’s logo.  $8.95 + tax.

If you’re interested in purchasing a coffee mug, please contact the staff at the front counter.

Want a place to store and carry those books and supplies?  We offer JanSport Superbreak backpacks with EFI’s logo.  Large main compartment, plus smaller secondary compartment. CD/MP3 player pocket in front pocket 2/3 padded back for comfortable carrying of books and other objects.  Padded shoulder straps for comfortable carrying of heavy loads.  Fabric haul loop at the top of the bag for quick grabs.  $39.95 + tax.

If you’re interested in purchasing a backpack, please contact the staff at the front office.

It’s finally settled…!! The FAA has determined that complex aircraft training is required to earn a commercial pilot certificate.

There was a proposal to replace 10 hours of training in a complex airplane with 10 hours of advanced instrument training.  Some in favor of the proposal felt that maintaining and operating complex aircraft was too costly, placing a burden on flight training providers and those seeking a commercial pilot certificate.  Some opposed to the removal of the 10 hours of complex training cited the potential for an increase in gear up landing incidences.  Others felt that experience gained operating complex aircraft is essential for safety since commercial pilots may encounter complex aircraft in their career.

In the final analysis, the FAA decided not to adopt the proposed amendments and intends to devote additional consideration to the commercial pilot requirements and may publish a future notice of proposed rulemaking to amend these regulations.  Therefore, 10 hours of training in a complex airplane is still required for those seeking a commercial pilot certificate.

How Do You Hear Me?: #6 Cleared for the Option

By Robert Gray, ATP CFI

It’s a beautiful day in SoCal… blue skies and the winds are breezy but not strong.  You decide it’s time to brush up on takeoffs and landings, not only to remain current for carrying passengers (i.e. at least three takeoffs and landings within the previous 90 days [61.57(a)]) but also for the purpose of maintaining a decent level of pilot proficiency.  You communicate with the tower controller and advise the tower of your intention to remain in the pattern.  The controller responds, “Skyhawk 1702E, make left closed traffic, runway 27, report downwind abeam the tower.”  You acknowledge the instruction and all is well on a perfect flying day.  As instructed, you report that you’re abeam the tower and request a touch-and-go.  Unexpectedly, the tower advises you that you’re “Cleared for the option.”  Now, some of you may be wondering just what that means.  No worries, it’s a good thing.

According to AIM 4-3-2, “the ‘Cleared for the Option’ procedure will permit an instructor, flight examiner or pilot the option to make a touch-an-go, low approach, missed approach, stop-and-go, or full stop landing.”  In my view, the tower couldn’t be more accommodating than that.  The tower is allowing you great flexibility and this procedure can be very beneficial, especially in a training situation.  Let’s take a look at the Pilot/Controller Glossary and review a few of these options:

TOUCH-AND-GO - An operation by an aircraft that lands and departs on a runway without stopping or exiting the runway.

LOW APPROACH - An approach over an airport or runway following an instrument approach or a VFR approach including the go-around maneuver where the pilot intentionally does not make contact with the runway.

STOP AND GO - A procedure wherein an aircraft will land, make a complete stop on the runway, and then commence a takeoff from that point.

Next time you’re practicing takeoffs and landings at a towered airport, you can initiate a request for “The Option.”  You might just get it.

Until next time…

How Do You Hear Me?: #5 Line Up and Wait

By Robert Gray, ATP CFI

In days gone by, we operated out of Terminal Control Areas (TCA’s), checked weather based on hourly sequence reports and measured the outside temperature in degrees Fahrenheit.  Today, we operate out of Class B airspace, check current weather by reviewing a METAR report and measure the outside temperature in degrees Celsius.  All of these changes were brought to us courtesy of the standards and recommended practices adopted by the International Civil Aviation Authority (ICAO).  The United States is a participating member of this organization.  ICAO provides uniformity of most rules and procedures when civil aircraft fly into and over their 187 signatory states.  In fact, most of our regulations stem from ICAO provisions.  Rules of the air, operations, personnel licensing, airworthiness, air traffic service, and meteorology all have ICAO antecedents.  Well, thanks for that information but what does that have to do with “Line up and wait?”

Until very recently, when a tower controller wanted to position an aircraft onto the runway for an imminent departure the controller would use the phrase “Taxi into position and hold.”  To bring the United States in line with ICAO standards and recommended practices, you are now hearing the phrase “Line up and wait.”

Tower: “Skyhawk 698JA, Runway 26R, line up and wait.”

According to the AIM [5-2-4], the ATC instruction “LINE UP AND WAIT” is used to instruct a pilot to taxi onto the departure runway and line up and wait.  This ATC instruction is not an authorization to takeoff. In instances where the pilot has been instructed to line up and wait and has been advised of a reason/condition (wake turbulence, traffic on an intersecting runway, etc.) or the reason/condition is clearly visible (another aircraft that has landed on or is taking off on the same runway), and the reason/condition is satisfied, the pilot should expect an imminent takeoff clearance, unless advised of a delay.  If you are uncertain about any ATC instruction or clearance, contact ATC immediately.  If a takeoff clearance is not received within a reasonable amount of time after clearance to line up and wait, ATC should be contacted.

So, next time you’re at a towered airport, you’ll know what to expect if instructed to “Line up and wait.”  But what about operating out of a non-towered airport?  AOPA’s Air Safety Foundation (ASF) is very clear on the subject and they “… do NOT recommend the practice of lining up on the runway of a non-towered airport and waiting for other traffic to clear.  There may be a delay, and you are in an extremely vulnerable position with no way of seeing traffic behind you.”  We couldn’t agree more.  Holding short of the runway until traffic is clear may delay your departure by only a few seconds but the wait is well worth it in terms of safety.

Until next time…

How Do You Hear Me?: #4 VFR Flight Following

By Robert Gray, ATP CFI

It’s the next best thing to flying IFR – Radar Traffic Information Service.  Or, as it’s more commonly known, VFR Flight Following.  And most often it can be yours for the asking.  All you need is two-way radio communications and a transponder.  This is a service provided by radar air traffic control (ATC) facilities such as TRACON (Terminal Radar Approach Control) and ARTCC (Air Route Traffic Control Center).  You’re more likely to know these ATC facilities by names such as March Approach, SoCal Approach or Los Angeles Center.  According to the AIM [4-1-15], “pilots receiving this service are advised of any radar target observed on the radar display which may be in such proximity to the position of their aircraft or its intended route of flight that it warrants their attention.”  Now that is a significant enhancement to the safety of flight.  At the same time, we are reminded that this service is not intended to relieve the pilot of the responsibility for continual vigilance to “see and avoid” other aircraft.

Preventing collisions is referred to as “separation”, which is a term used to prevent aircraft from coming too close to each other by use of lateral, vertical and longitudinal separation minima.  One of the principal duties of an air traffic controller is to provide separation services for aircraft on IFR flight plans.  Therefore, VFR flight following is provided to pilots on a workload permitting basis.  In my experience, I’ve found the controllers to be very accommodating and I’ve rarely been denied this service.  Air traffic controllers do a masterful job of managing multiple aircraft operating in their sector of airspace.

In addition to traffic advisories, controllers will provide “safety alerts” if they judge that an aircraft is at an altitude that places it in unsafe proximity to terrain, obstructions, or other aircraft.  They will use the phraseology “traffic alert” or “low altitude alert” followed by a description of the hazard and a suggestion for avoiding it.  You may also request radar vectors to assist you with navigation or to maintain separation from other traffic.

If you anticipate using VFR flight following, a little homework prior to departure will serve you well.  You can find the frequency of radar air traffic control facilities in a number of places including your Airport/Facility Directory (A/FD).  Look for the ® symbol at your departure airport or an airport in the vicinity of your route of flight.  You can also find ARTCC’s conveniently listed in the A/FD – look on the back cover for “ARTCC”.  If you are using a Terminal Area Chart (TAC) for navigation, TRACON frequencies are listed in a box adjacent to Class B and Class C airspace boundaries.  Of course, if you’re departing a towered airport, the tower controller can advise you of the correct frequency.  And remember, you can always ask a knowledgeable pilot at the local FBO prior to departure.  Departing our local airport, French Valley, we should contact March Approach on 133.5 or SoCal Approach on 134.0.  Make your initial call on the frequency that you believe to be correct.  If it’s not correct, there’s a very good chance that an air traffic controller will respond and give you the correct frequency.

So, you’ve done your homework and written down the appropriate frequencies.  You’ve departed the airport, climbed to cruising altitude and are en route to your destination.  For purposes of illustration, let’s assume you’ve climbed to 4,500 feet and you’re on your way to Van Nuys.  Now you’re ready to contact ATC and make your request for VFR flight following.  What do you say?  Well, you can begin by saying the name of the facility you’re calling, your aircraft type and full call sign:

“March Approach, Skyhawk 20957, request.”

March GCA will acknowledge by saying:

“Skyhawk 20957 go ahead.”

Respond with your call sign, aircraft type and equipment suffix, position and altitude, where you’re going, and that you’re requesting flight following:

“Skyhawk 20957 is a Cessna 172/G, three miles west of French Valley, 4500 feet, VFR to Van Nuys, request flight following.”

ATC will then issue you a transponder code, identify you on radar and give you the local altimeter setting.  From that point onward you’re receiving traffic advisories.  You should always listen up on the radio and make a timely response to ATC.  In time, you’ll be handed off to other ATC sectors as you pass through them during your flight.  As you’re handed off to the next sector, you will be given a frequency to make contact with the next air traffic controller:

“Skyhawk 20957, contact SoCal Approach on 134.0.”

Acknowledge by reading back the assigned frequency.

“134.0, Skyhawk 20957.”

When you change frequencies and check in with the next controller, you should state:

“SoCal Approach, Skyhawk 20957, level 4500.”

When you’re within radio range of the destination airport, listen for weather information on the appropriate frequency and let ATC know that you have the current weather:

“Socal Approach, Skyhawk 20957 with ATIS information Echo.”

As you approach you’re destination, you’ll be handed to the tower controller.

“Skyhawk 20957, contact Van Nuys tower on 119.3.

Again, acknowledge by reading back the assigned frequency.

“119.3, Skyhawk 20957.”

Contact the tower, follow their instructions and make your approach and landing.  See, nothing to it…!!  By the way, towered airport operations will be the subject of an upcoming article.

Just so you know what to expect along your route of flight, here are some typical ATC advisories and common terms contained in the Pilot-Controller Glossary.  You should become familiar with these terms:

Affirmative: “Yes.”

Expedite:  Used by ATC when prompt compliance is required to avoid the development of an imminent situation. Expedite climb/descent normally indicates to a pilot that the approximate best rate of climb/descent should be used without requiring an exceptional change in aircraft handling characteristics.

Ident:  A request for a pilot to activate the aircraft transponder identification feature. This will help the controller to confirm an aircraft identity or to identify an aircraft.

Immediately:  Used by ATC or pilots when such action compliance is required to avoid an imminent situation.

Maintain:  Concerning altitude/flight level, the term means to remain at the altitude/flight level specified. The phrase “climb and” or “descend and” normally precedes “maintain” and the altitude assignment; e.g., “descend and maintain 5,000.”  Concerning other ATC instructions, the term is used in its literal sense; e.g., maintain VFR.

Negative: “No,” or “permission not granted,” or “that is not correct.”

Negative Contact:  Used by pilots to inform ATC that previously issued traffic is not in sight.  It may be followed by the pilot’s request for the controller to provide assistance in avoiding the traffic.  Also used to advise that they were unable to contact ATC on a particular frequency.

Pilot’s Discretion:  When used in conjunction with altitude assignments, means that ATC has offered the pilot the option of starting climb or descent whenever he/she wishes and conducting the climb or descent at any rate he/she wishes. He/she may temporarily level off at any intermediate altitude. However, once he/she has vacated an altitude, he/she may not return to that altitude.

Radar Contact: Used by ATC to inform an aircraft that it is identified on the radar display and radar flight following will be provided until radar identification is terminated. Radar service may also be provided within the limits of necessity and capability.

Radar Contact Lost:  Used by ATC to inform a pilot that radar data used to determine the aircraft’s position is no longer being received, or is no longer reliable and radar service is no longer being provided. The loss may be attributed to several factors including the aircraft merging with weather or ground clutter, the aircraft operating below radar line of sight coverage, the aircraft entering an area of poor radar return, failure of the aircraft transponder, or failure of the ground radar equipment.

Radar Service Terminated:  Used by ATC to inform a pilot that he/she will no longer be provided any of the services that could be received while in radar contact.

Resume Own Navigation:  Used by ATC to advise a pilot to resume his/her own navigational responsibility.  It is issued after completion of a radar vector or when radar contact is lost while the aircraft is being radar vectored.

Squawk:  Activate specific modes/codes/functions on the aircraft transponder (e.g. “Squawk four seven one zero.”

Stand By:  Means the controller or pilot must pause for a few seconds, usually to attend to other duties of a higher priority. Also means to wait as in “stand by for clearance.”  The caller should reestablish contact if a delay is lengthy.  ”Stand by” is not an approval or denial.

Stop Altitude Squawk:  Used by ATC to inform an aircraft to turn-off the automatic altitude reporting feature of its transponder. It is issued when the verbally reported altitude varies 300 feet or more from the automatic altitude report.

“Traffic 12 o’clock, four miles, eastbound, Piper Cherokee at 5000.”

“Traffic 9 o’clock, three miles, maneuvering, type and altitude unknown.”

Traffic in Sight:  Used by pilots to inform a controller that previously issued traffic is in sight.

Unable:  Indicates inability to comply with a specific instruction, request, or clearance.

Verify:  Request confirmation of information; e.g., “verify assigned altitude.”

Roger: I have received all of your last transmission.  It should not be used to answer a question requiring a yes or a no answer.

When Able:  When used in conjunction with ATC instructions, gives the pilot the latitude to delay compliance until a condition or event has been reconciled. Unlike “pilot discretion,” when instructions are prefaced “when able,” the pilot is expected to seek the first opportunity to comply. Once a maneuver has been initiated, the pilot is expected to continue until the specifications of the instructions have been met. “When able,” should not be used when expeditious compliance is required.

Wilco:  I have received your message, understand it, and will comply with it.

Until next time…

How Do You Hear Me?: #3 Departing a Non-Towered Airport

By Robert Gray, ATP CFI

While readying for a flight out of our non-towered airport, I listened for weather information on the local AWOS frequency (119.025).  Though I noted the winds were calm, earlier in the morning the winds were variable and seemed to be in constant change.  I also noted an aircraft had recently landed on runway 36 though the designated calm wind runway at our airport is runway 18.   I made plans to taxi to the designated calm wind runway when I heard over the radio, “French Valley Traffic, Skyhawk 957 taking the active runway for a straight out departure”  His transmission certainly didn’t make it clear to me nor to arriving aircraft which runway he was departing.  As I completed my pre-taxi checklist, I could see that the aircraft had departed runway 18.  Now ready to taxi, I self announced on the CTAF frequency (122.8) and began my taxi to runway 18.

The AIM reminds us, “The single, most important thought in pilot-controller communications is understanding.”  It would have been more helpful and very much appreciated if the pilot of the departing aircraft had used standard phraseology.  In fact, the AIM [4-1-9] provides examples of phraseology that we should use to model our transmissions.  Departing a non-towered airport, the AIM recommends that we “monitor/communicate on the appropriate frequency from start-up, during taxi, and until 10 miles from the airport unless the CFRs or local procedures require otherwise.”  It further recommends that we self announce “before taxiing and before taxiing on the runway for departure.”

Example:  “French Valley traffic, Skyhawk 957 (location on airport), taxiing to runway one eight, French Valley.”
Example:  “French Valley traffic, Skyhawk 957 departing runway one eight.  Departing the pattern to the (direction), climbing to (altitude), French Valley.”

I have made it a habit to hold short of the runway at an angle that allows me to see that the final approach course is clear of approaching traffic.  As you know, we are required to yield to traffic on final.  When ready for departure, I self announce and pause very briefly before taxiing onto the runway just in case there’s someone on final that I just haven’t seen.  It happens.  In that way, the traffic on final may have an opportunity to rebroadcast and immediately get my attention before I taxi onto the runway and perhaps cause them to go-around.  This might work for you, too.

AOPA’s Air Safety Foundation has published an excellent Safety Advisor entitled, “Operations at Non-Towered Airports.”  You can find it on the web at http://www.aopa.org/asf/publications/sa08.pdf.

How Do You Hear Me?: #2 Approaching a Non-Towered Airport

By Robert Gray, ATP CFI

While operating in the vicinity of a non-towered airport, we’ve all heard it.  And perhaps you’ve said it yourself, “Any traffic in the area (or pattern), please advise.”  You may hear this phrase repeated so often that you come to believe it must be proper radio procedure.  Well, it is not acceptable radio procedure and the FAA discourages its use.  In fact, the practice is so widespread that the FAA chose to address it in AIM [Sec 4-1-9(g)]: “Pilots stating, ‘Traffic in the area, please advise’ is not a recognized Self-Announce Position and/or Intention phrase and should not be used under any condition.”

Non-towered airports are frequently Class G airspace and occasionally Class E airspace.  You may remember that a radio is not required for operation at these airports.  On any given day there are aircraft landing and departing non-towered airports and the pilots of some of those aircraft do not have the capability of transmitting or receiving radio traffic.  Therefore, it would be a mistake to assume the airport is clear of traffic if no one responds to an (improper) request to “advise.”  Besides, the practice unnecessarily adds to frequency congestion.  OK, fine.  So what is proper radio procedure when approaching a non-towered airport?

The AIM [Sec. 4-1-9] addresses traffic advisory practices at airports without operating control towers.  Review of that section and its recommendations is advised.  It tells us that there are three ways for pilots to communicate their intention and obtain airport/traffic information when operating at an airport that does not have an operating tower: by communicating with a Flight Service Station (FSS), a UNICOM operator, or by making a self-announce broadcast.  Locally, we “self announce” on a UNICOM frequency (122.8) which serves as the Common Traffic Advisory Frequency (CTAF).

When approaching a non-towered airport we should first obtain weather information.  This can be obtained from an automated weather broadcast, a UNICOM operator or an FSS if available on the field.  Locally, we obtain weather information from the Automated Weather Observing System (AWOS) on frequency 119.025.

Pilots of inbound traffic should also monitor and communicate as appropriate on the designated Common Traffic Advisory Frequency (CTAF) from 10 miles to landing:

(a) Select the correct frequency.

(b) Speak slowly and distinctly.

(c) Report approximately 10 miles from the airport, state your aircraft type, aircraft identification, location relative to the airport, altitude and state whether landing or overflight.

Example: “French Valley Traffic, Skyhawk 38A, 10 miles east of the airport, 4,500 feet, inbound for landing, French Valley.”

(d) Report on downwind, base, and final approach.

Example: “French Valley Traffic, Skyhawk 38A, left downwind (runway) 18, French Valley.”

Example: “French Valley Traffic, Skyhawk 38A, left base (runway) 18, French Valley.”

Example: “French Valley Traffic, Skyhawk 38A, on final (runway) 18, full stop, French Valley.”

(e) Report leaving the runway.

Example: “French Valley Traffic, Skyhawk 38A, clear of (runway) 18, French Valley.”

The examples provided are just that, examples based on recommendations contained in the AIM.  Of course, you’ll hear some variation in style and that’s perfectly acceptable.  What’s important is that you have a radio communications plan based on sound operating practices.  Strive to make your transmissions clear, concise and readily understood by other pilots operating in vicinity of the airport.

Until next time…

How Do You Hear Me?: #1 Pilot-Controller Communications

By Robert Gray, ATP CFI

As flight instructors, we have a responsibility to communicate effectively with everyone receiving flight training.  Whether working with a new student or an experienced pilot, it is imperative that flight instructors use proper terms and establish a common vocabulary.  We understand the challenges faced by a pilot who is tasked with learning new terms and communicating over the radio.  At times, it can seem like a formidable task.  Fortunately, there are a number of resources available to help us in this learning process.

The Airman’s Information Manual (AIM) is an excellent source of information and outlines the communications requirements for pilots operating in the National Airspace System (NAS).  You have a copy of the current AIM, right?  In the section on Radio Communications Phraseology and Techniques (Sec. 4-2-1) we are reminded that “The single, most important thought in pilot-controller communications is understanding.”  The AIM also contains a Pilot/Controller Glossary to promote a common understanding of the terms used in the Air Traffic Control system.  Those terms most frequently used in pilot/controller communications are printed in bold italics.  Use of the Glossary is intended to preclude any misunderstandings concerning the system’s design, function, and purpose.

The purpose of “How Do You Hear Me?” is to provide a forum for conveying essential communications information.  On a periodic basis, we will publish short articles that can be read and digested in just a few minutes.  We hope you’ll find the information valuable to your flying career.

By the way, “How Do You Hear Me?” is defined in the Pilot/Controller Glossary as “a question relating to the quality of the transmission or to determine how well the transmission is being received.”

ATC:  “Cessna 6238A, How Do You Hear Me?”

Cessna 6238A: “Loud and clear.”

Until next time…