The Glass Revolution

By Owen Zupp

The era of digital avionics and glass cockpits is undoubtedly upon us. From Boeings to Beechcraft, the traditional dials are making way for dominant screens presenting a wealth of data with a tremendous visual impact. But are we mere mortals keeping pace as well?

The Decision.

The decision for an aircraft or fleet owner to move into the era of glass cockpits is, in the first instance, a practical one. The costs must be weighed against the benefits and the budget balanced against the available hardware. For pilots without a direct financial interest, the upgrade of equipment and new gadgetry is almost unanimously welcomed.

Before taking the plunge, it is worthwhile assessing the aircraft to which the new equipment will be fitted. Whether the new flight panel is to supplement the VFR operation of a private aircraft or form the information hub for an IFR workhorse may well determine the style and cost of instrumentation that is needed. Also, is the airframe or engine on their ‘last gasp’ and would a new flight panel be a classic case of over-capitalisation? Perhaps the desire for a new cockpit is actually a catalyst for a fleet renewal or upgrade. In this case, the ever expanding range of low time aircraft with factory fitted EFIS may be an option.

However, if breathing new life into an existing aircraft is the more viable scenario, then those glass units suited to retrofitting should be sought out.  The Aspen ‘Revolution’ range is specifically designed to be slotted into the circular voids vacated by the traditional dials, while Bendix-King’s ‘Apex Edge’ series have dimensions that comfortably fill the space normally consumed by a standard panel.

The purchase price of these units are significantly less than some of their larger more fancied competitors, but even so, labour costs must be factored in. Retrofits in these relatively early days can be labour intensive and not without hiccups. It is well worth researching an avionics specialist who has experience with the type of equipment you are seeking to fit. Their experience will reduce the man hours involved and they have probably seen any potential issues previously.

Ultimately, EFIS will become the dominant format in cockpits of all levels. As the numbers in glass grow and those aircraft with clocks and dials shrink, the balance of costs will reverse to the point where ongoing maintenance of traditional instruments will far outweigh the costs involved with the ‘new generation’. The point at budgetary requirements and operational tasking dictate the change-over to a glass cockpit will rest with the individual owner and operator.

A Brave New World.

The rapid emergence of glass cockpits at all levels of aviation is partly about technology and partly about philosophy. Humans have a tremendous capacity to advance technology, sometimes without considering why and frequently before implementation is adequately planned. The modernisation of cockpits can be seen as such a case.

The rapid emergence of glass cockpits at all levels of aviation is partly about technology and partly about philosophy. Humans have a tremendous capacity to advance technology, sometimes without considering why and frequently before implementation is adequately planned. The modernisation of cockpits can be seen as such a case.

A core philosophical argument that commonly arises relates to the training of students on glass from their very first lesson and whether they are losing their ability to truly fly the aeroplane. There is little doubt that when placed in a pilot’s seat and confronted by general aviation’s equivalent to a big-screen TV, the effect can be distracting, if not absolutely hypnotic. Beyond basic flight information, there is a world of moving maps, traffic awareness symbology and synthetic vision technology; all presented in impressive full colour format!

In a skill set that has traditionally called for ‘eyes outside’, an appreciation of the real horizon and phrases like ‘seat of the pants’, the new technology doesn’t quite gel. It is offering far more data, but is it dragging the attention away from the real world and losing critical information in the background hash of ‘bells and whistles’? The short answer is yes and no.

The wealth of information becoming available through the new systems can only serve to enhance the overall situational awareness of the crew and this is a very good thing. The shortfalls lay more in the interface with the human operator. Varying formats and switching, small displays and low background lighting are all issues that surface from time to time and model to model. The ‘standard six’ have made up traditional instrument panels for decades and cockpit cycles, instrument scans and checklists have all been based on this format. Now, in a period of rapid development, pilots are being asked to modify the previous skill set that has been ingrained from lesson number one. It is not merely a training exercise, it is a cultural shift.

It can be successfully achieved however, as evidenced by the implementation of glass and Airbus philosophies at airline level and the Metric system in everyday life. The generation caught in between will always have the greatest challenge, whilst the new minds will adjust their personal base line to the new standard and run with the technology. Whether this new “base line” compromises fundamental pilot skills is a moot point in some regards as the change will happen regardless of any protestations. What needs to occur is a training philosophy that seeks achieve the correct balance of basic flying skill retention while managing all of the resources that are now available.......

Check back soon for the conclusion to "A Glass Revolution."

Please,Think About It.

By Owen Zupp

From the outset, I’d like to say that this blog went very close to being called, ‘Airmanship’. However, I neither wanted to shrink such a significant topic into a relatively small space, nor did I want mislead the readership when the point I wanted to make was the relative absence of airmanship. You see, I was recalling a day some time back when I witnessed some acts that made my hair curl. And I’m as bald as they come!

What is even more sobering is that the time frame in which these unsavoury events occurred. I was flying a relatively low performance aeroplane which was to be the subject of a written review and by low performance I mean single-engined, fixed undercarriage and a cruise speed of around 110 knots. Nevertheless, this was typical of the category of aircraft arriving as I re-joined the circuit area to fly a variety of differently configured circuits.

The first incident was relatively benign as the aircraft ahead of me landed with inadequate clearance while the preceding aircraft was still on the runway. I shook my head, but was not overly shocked. As I flew downwind on the next circuit, an aircraft flying a very standard circuit had broadcasted his position and intentions in a very standard manner. As he called on ‘final’ a departing aircraft called “rolling” on the same runway. The problem was that this aircraft was still about 200 metres from actually being on the runway. Regardless of the warnings, he broadcast “Too late, mate!” and pulled out in front of the landing aircraft who prudently conducted a go-around. By the time I turned downwind for my final circuit, the offending aircraft was now overhead the traffic pattern and I suspect conducting a sales demonstration flight. With minimal clearance from the circuit traffic he was turning, stalling and generally throwing the machine around the sky. I should stress that there was miles and miles of clear air away from this rural airfield he could have chosen to use.               

To add to the congestion, my downwind call was quickly followed by a higher performance Mooney joining the circuit behind me. I re-affirmed my aircraft type and performance to subtly suggest to the pilot that he might like to slow down, but his circuit calls kept coming and it was evident that he was getting closer and closer. He was obviously right behind me on final approach and when I landed I looked back over my shoulder as I turned off the runway and onto a taxiway. There he was a couple of hundred metres behind me, on the runway and enveloped in a huge plume of blue smoke emanating from his tyres. Personally, I suspect he landed with his feet on the brakes such was the pall of smoke.

I parked my aircraft clear of the runway for a static photo session and caught this chaps radio call on the Unicom frequency that confirmed he hadn’t read his ‘Notices to Airmen’ either. One final point; the aircraft the had rudely lined up in front of the landing aeroplane earlier was now sitting forlornly off the runway amongst the grass and its pilots were walking away. I do not know the reason why, but it was not the scheduled arrival plan.

All of these events took place in the space of a few circuits. All of them were totally avoidable and were solely caused by poor management by their pilots. With the exception of the aircraft running off the runway, they were not directly attributable to poor manipulative skills, but more in line with poor airmanship. The Mooney could have lowered his landing gear earlier or widened his circuit slightly, while holding short of the runway or going around would have solved the problems of the other two offenders. Forward thinking, simple manoeuvres and early decisions would have solved these issues. Sometimes airmanship is little more than common sense and good manners and yet those two skills also seem to evade a number amongst us.

And it is not just the private pilots at fault. Airliners can at times be at fault, taxiing too fast, cutting taxiway guidance lines or pushing on with approaches to land even when the aircraft is not really in a stable position to do so. Granted, some incidents are the result of the pilot ‘getting behind’ the aeroplane and not managing it in a timely fashion. However, sometimes it is simply a case of rushing or straight out laziness.

As pilots, more is expected of us than the average motorist and those who fly with us as passengers have a higher level of expectation too. They entrust us to always take the safe and conservative option. They respect that as pilot licence holders we have jumped through the rigorous hoops to be deemed fit and safe to fly with. I would suspect that after most of the aforementioned incidents, the passengers were still unaware of the danger or given some rationalised half-truth by their pilot. And I use the term ‘pilot’ extremely loosely. So many incidents are totally preventable if a conservative decision is made early in the piece, or as I say, “If in doubt, bug out!” There is no shame in conducting a go-around, waiting for a stream of aircraft to land before you depart or choosing to hold away from the circuit area until the traffic decreases. Moreover it is sound airmanship.

Airmanship starts in the planning phase and carries through until the aircraft is locked away in the hangar. Rather than an onerous duty, it should be seen as one more skill that pilots need to possess in order to take care of their aircraft and passengers. I don’t mean to sound judgemental and if I seem frustrated by the actions of these pilots, it is because I have attended too many funerals of experienced people who have chosen poor options for very little reason. To name a few, scud-running beneath weather in an IFR aircraft, conducting unauthorised low-level flying and intentionally operating their aeroplane beyond the scope of its design. These were not incidents of bad luck, more to the point they were pushing their luck beyond the bounds of airmanship. There are enough genuine threats lurking out there without introducing a bagful of our own. Next time the developing picture starts to raise some questions, pause for a moment and really think about it. Please, think about it.

Safe Flying.

"The Value of Currency." (Part Two)

By Owen Zupp.

CLICK HERE for Part One.

......Re-assess the difficulty you encountered on the previous occasion and how it may have been avoided. Slowing the aircraft down earlier and selecting flap may have offered some breathing space, reviewing the taxiways before engine start may have saved some confusion. Whatever the issue, consider the risk and mitigate against it occurring again. As always, rehearsing by ‘armchair flying’ can offer a great means of mentally preparing for busy phases of the flight. If it’s good enough for aerobatic champions and Red Bull Air Race pilots, then it’s good enough for us mere mortals.

Also, review the flight ahead, just as if it was a flight test. Consider not only the operational perspective, but the procedural items and aim to get those calls and checklists just right. Re-visit the handling notes for your aeroplane and ensure that the crucial numbers are in your head. If flights are few and far between, use the opportunity to brush up on any changes that may have occurred in the intervening period and a chat with a flight instructor could be worth its weight in gold. Furthermore, it is vital to make every minute count when the meter is running. That is not to say that the flight should be all hard work, but it should be productive as well as enjoyable.

Making the Most of the Minutes.

With all of the ground aspects covered, the time has come to maximise the benefit of the actual flight. While there is great satisfaction to be found in the safe carriage of passengers, ensure that adequate flights are planned to be flown solo. Solo flight facilitates the ability to conduct exercises such as glide approaches and also permits full concentration without the distraction of passengers.

Rather than a mere series of take offs and landings, plan a sortie that encompasses as many tasks as possible. Once you have committed to going flying and you are paying for start up and taxi time, there is actual value in extending the flight a little more to maximise the content. Too often certain manoeuvres only see the light of day at periodic reviews. While they should obviously be flown to enhance handling, a pleasing by-product is a sound state of readiness when the flight review ultimately rolls around again.

The format of a solo session may include a normal departure, then cruising to the training area through a combination of normal, slow and high speed cruise. Perhaps a segment within the 'white arc' with a stage of flap extended as preparation for those circuit situations where a slower preceding aircraft has gone wide. Established clear of the circuit and at a safe height, some steep turns to the left and right, followed by a practise forced landing. Consider your fuel status and consider changing tanks before returning to the circuit via standard joining procedures and flying a mixture of normal, STOL and flapless circuits. Make the first one a normal touch and go to re-establish the base line clearly in your mind and make the final landing to full stop a short field approach to remind you how much runway is actually used.

In all sessions conduct a go-around. It is a very under-valued manoeuvre that can be called for under any number of circumstances. Even from a perfect approach, a runway incursion can necessitate a go-around, similarly, it is the safest solution to an untidy approach or unsatisfactory landing. If in doubt; bug out! The ability to conduct a safe missed approach is a tremendous ace up the sleeve and should be part of a pilot’s armoury at all times.

Such a session as described offers a very good workout; far more so than simply a session of circuits. The individual pilot may wish to bias the format to suit their own areas of weakness, but regardless it should be a rounded exercise in handling and procedures. Such a session can comfortably be achieved in a little over an hour if it is planned and time is not wasted dawdling around wondering what comes next. Make your flying count, it may not be frequent, but it can still be of quality.

True Value.

Even with a genuine effort to maintain relevant, quality currency, skills can erode with time. For this reason it is a sound investment to fly with a flight instructor periodically to assess your standard and to offer advice. Before the flight, let the instructor know what you wish to achieve from the flight and even present the format that you’d like to fly. Not only will a quality flight be the result, but the fear and loathing of flight reviews will subside.  

Private pilots are not the only ones who reap the benefits of a dual check. Highly experienced commercial pilots recognise that the relevance of their current operations may not prepare them ideally to take the family for a leisure flight in a light aircraft. They are the first to recognise the importance of recency and seek the counsel of a youthful instructor with his finger on the relevant pulse.

Much of flying is about enjoyment and this can be greatly enhanced by a degree of confidence and proficiency. Maintaining a level of proficiency is always difficult in the face of fiscal reality, but that being said, it is no excuse for cutting corners. Every flight should be treasured. Plan it thoroughly, maximise the value of the air time and then honestly review your performance once the aircraft has been tied down for the night. These are the hallmarks of a good pilot and the means by which one’s standards can improve.

It is one thing to be highly experienced, but just as in life, age is no guarantee of wisdom. Maintaining a quality of skill and airmanship calls for far more than meeting bare legal requirements, it calls for thorough preparation and execution. Being recent is not merely a function of dates, take offs and landings. It is a combination of confidence, competence and readiness to cope with all aspects of the impending flight. When this is appreciated, so too is the true value of currency.

"Taking Flight" (Final Part)

CLICK HERE for Part Three.

To Go or Not to Go?

Airline category aircraft have specific data relating to the point at which a take-off can be safely continued in the case of an engine failure. Similarly, beyond a certain speed, the decision to reject a take-off and remain on the ground exposes the aircraft to the real danger of over-running the runway. While the decision to go, or not to go, may be straightforward for such things as an engine failure in a Cessna 152, matters are not always so black and white.

Light aircraft don’t generally possess a “go or no-go” speed, but there are incidents that may take place on the take-off roll that are not necessarily an emergency, but will require attention at some point. The challenge then is to ascertain what action will present the greatest risk; continuing to fly or over-running the runway. Each decision will be different for each pilot, runway and aircraft and even the stage of the take-off. However, it is worth dedicating some thought to the scenarios before they ever occur.

One of the most common incidents is a door coming open just upon rotation on take-off. For all the associated noise of rushing air and startled passengers, generally the door will only pop open a small amount and be kept quite flush by the relative airflow. On a 3 kilometre international runway, you may decide to re-land ahead, but on a short remote airstrip with a precipitous drop off the far end, you may decide to continue. Additionally, the point of decision may be indicated by a physical feature along the runway indicating the distance remaining, or may be as simple as actually becoming airborne is the cue to continue. Each day will be different, but a plan in advance is well worth having.

A door opening is just one such scenario. Poor acceleration on the take-off roll, a realisation of an incorrect flap setting or a seat sliding back prior to lift-off are all events that are best considered before they strike. The very best technique is to guard against such eventualities with good airmanship and sound checklist discipline.

Taken for Granted.

In many ways, the take-off manoeuvre is a straightforward exercise of aircraft control. However, there are ample opportunities for this critical phase of flight to turn sour. The seat belt hanging out of the aeroplane and doors popping open on take-off have both been quoted as distracting occurrences on take-off. Wrong trim settings, incorrect flap selection and an unsecured seat sliding back are potentially fatal oversights in the take-off process. A misidentification of the correct runway has seen a number of accidents occur, particularly in low visibility situations, while fatal accidents have stemmed from attempted take-offs on occupied runways. Who can forget the collision of the KLM and Pan Am 747s at Teneriffe in 1977!

Our best defence against is often in our own hands. Respect the performance limitations of the aeroplane, follow standard operating procedures and conduct checklists in a thorough, measured manner. Even so, there are additional ‘safety filters’ we can introduce to our flying; the engine out and departure planning is one such measure. Prior to lining up, we can verify that we are at the correct holding point before entering the runway. Additionally, a final assessment of the wind, local weather and terrain is timely. Consciously look for aircraft before lining up and be aware of how design features such as a high wing may impede the lookout. Once aligned, our check of the runway direction against the compass is another verification of the runway.

Sometimes, there are final checks that vary from pilot to pilot just before they start the take-off roll. It may be a push back upon the seat to verify that it is absolutely locked in. For others a last look at ‘Fuel, Flap and Trim’ may be seen as worthwhile. However, once the take-off has commenced, the focus must be purely on the manoeuvre as it has been trained for. If it hasn’t been checked now, it’s not going to be. If it is that critical, this may be one of the reasons for which you decide to reject the take-off if it is safe to do so.

Taking Flight.

We have said previously that with so much emphasis on the approach and landing phase of flight, the humble take-off is frequently overlooked. Often perceived as simply lining up, pushing the levers forward and pulling back when the time is right, the take-off is actually a very critical phase of each and every flight. 

We have seen that to the contrary, a truly safely executed take-off is one that has catered for a series of events that hopefully never occur. Furthermore, the variables that are presented on each occasion need to be considered for their impact upon the take-off manoeuvre before we start to roll down the runway. Only when man and machine are truly ready should they venture into the sky above. When prepared, the take-off can then safely open the door to the wonder of taking flight.

‘Taking Flight’ (Part Three)

CLICK HERE for Part Two.

‘Taking Flight’ (Part Two) looked at the preparations and execution of getting airborne. However, there are variables outside of the pilot’s hands that nevertheless must be considered and countered to ensure a safe take-off. From environmental effects to emergencies, we will now consider subtle safety strategies to counter these different conditions and see that there is more than one way to take flight.

The Powers That Be.

Whether man takes to the land, sea or sky he will always be at the mercy of the elements to some degree. They can be seen as a threat or a challenge, but either way nature is an inescapable aspect of aviation. From crosswinds and climate to wet runways and windshear, the range of conditions are as diverse as the planet itself.

There will be days when those conditions exceed the performance of the aeroplane or our own level of skill and the prudent choice in these situations is to stay on the ground and fly another day. However, more frequently the elements will be within the grasp of both crew and machine, so due consideration should be given before advancing the levers and accelerating down the runway.

The wind can be our friend when it is blowing straight onto our nose for take-off. Reducing the ground roll and increasing the angle of climb and obstacle clearance, a headwind is the ideal ally provided by nature. Unfortunately, pressure systems, noise abatement procedures and local topography do not always ensure that the wind direction is our friend. At times it will blow from abeam and present a challenging crosswind, while a wind from behind will penalise performance in the manner that a headwind can aid it. Tailwinds will both extend the ground roll and erode the angle of climb. To this end it is critical that take-off performance charts are consulted regarding the take-off distance required with a tailwind, while the aircraft limitations will generally state a maximum tailwind component regardless of the amount of available runway.

The major consideration in the event of a crosswind is the issue of directional control. The ‘downwind’ wing is shielded by the fuselage to a degree, while conversely the ‘upwind’ wing is in receipt of greater air flow, encouraging it to fly. Consequently, the upwind wing needs to be held on the runway during the take-off roll with the appropriate use of aileron. Compounding this directional issue is the effect of the crosswind on the aircraft’s fuselage and the tendency for the aeroplane to ‘weather-cock’ into wind. Through a combination of control inputs, which may actually see rudder and aileron in opposition, the goal is to maintain that centre-line during the take-off roll. Once airborne, the aim is to smoothly return the controls to the balanced inputs required for the climb out as the aircraft is now free to weather-cock into wind. The challenge then is to fly the extended centreline without being blown downwind.

Temperature is another environmental consideration for the take-off. Warmer temperatures can be detrimental to the take-off on a number of counts. Firstly, the heated air is less dense and stifles the performance of the aerofoil to lift the aircraft from the runway. So much so, that for every degree Celsius above ISA, it is equivalent to raising the airfield a further 120 feet above sea level. For instance, a 30 degree day would equate to an airfield at 1800’ higher than its true elevation. Further to this, the propeller is less efficient in the thinner air and the engine suffers from reduced volumetric efficiency with a corresponding drop in power output. All of this equates to a longer ground run and reduced climb performance which once again needs to be verified preflight in the aircraft’s performance manuals. With humidity also affecting air density and take-off performance, the old catch-cry to be wary when conditions are “Hot, High or Humid” makes very good sense.

Conversely, cold climates may equate to better take-off performance due to their positive effect on air density. In these regions, the greater threat lies in the presence of frost, ice or snow. These forms of moisture can severely destroy the lift characteristics of an aerofoil, so as always a thorough preflight of the aircraft is essential, with increased vigilance towards contaminated surfaces. Furthermore, when present upon the runway, visible moisture may not only retard the take-off acceleration, but risk being ingested into engines as it is thrown up by the undercarriage.

The surface does not need to be contaminated by ice or snow to hamper the take-off roll. Sometimes it is the natural surface of the runway that proves to be an effective retardant in the form of long grass or desert sands. Obviously, the presence of water will compound the issue, but unkempt grass can provide quite a surprise to the student raised solely on black asphalt and painted centre-lines. Sometimes the Flight Manual will recommend a ‘soft field’ technique which advocates the use of a higher flap setting to allow the aircraft to become airborne at a lesser speed. However, the catch comes after take-off when the climb performance is degraded by the extra flap extension, so ensure that obstacle clearance is not a particular issue.

The good news is that environmental factors have been around since the Wright Brothers and much has been learnt in the years in between. Consequently, aircraft performance manuals cater for most situations and if you abide by the book figures, you should be covered. If the prevailing conditions are so unique that they are not catered for, or should they exceed the published limits, then the only safe option is to stay on the ground and wait for conditions to improve.

The Big Bang. (...and sometimes not)

An engine failure on take-off is regarded as one of the most critical situations a pilot can encounter. In a single-engined aircraft, gravity and inertia become the powerplant and only limited options and time lay ahead. In a multi-engine aircraft, the outlook may be more promising if the failed engine can be secured and the aircraft is able to fly away to a safe altitude. I emphasise ‘may’ as only the foolhardy believe that a light twin’s second engine is always a guarantee of climb performance.

Whether in a single or a twin, an ‘escape plan’ should be formulated in the event of an engine failure. What is the terrain situation on upwind? Are there parallel runway operations? Are there forced landing fields or a nearby airport? If I am struggling to maintain height in a twin, at what height will I start to turn back towards the field and will I turn left or right? Clarifying these issues prior to take-off is invaluable and may in fact dictate your departure plan with everything working. An early or delayed crosswind turn in a single may avoid some nasty terrain should the engine go silent. Better safe than sorry.

Furthermore, it would be remiss to consider engine failures without remembering that they are not always a cut and dried ‘bang’ followed by silence. It may only be a partial failure, or even sound a whole lot worse than it is. The repeat offenders of a blown tyre on take-off or a seat belt outside the door banging on the fuselage have both led pilots to believe that the aircraft engine was about to self destruct. No matter how much noise or vibration may be present, verify the aircraft performance. If the aircraft is still performing satisfactorily, don’t rush into anything, but keep climbing for precious altitude where you have options and time to carefully analyse the problem.

Check back soon for the conclusion of 'Taking Flight'.

Safe Flying!

Owen.

Five Simple Tips for Safer Flying.

To conduct any flight safely calls upon a finely balanced mesh of preparation, self-discipline, manipulative skill and good old-fashioned common sense. Even when appropriately armed with the required skills, experience and knowledge, at the most basic level we are all only human. And while our ability to anticipate and reason can often provide the final filter in an unravelling airborne situation, the counter-punch is that we can sometimes make mistakes.

It is critical to recognise that we ALL make mistakes and any complacency to the contrary is not only vain and misdirected, but downright lethal. The best outcome is that we maintain an awareness of our human weakness and put measures in place to guard against it. In aviation these safeguards may take the form of checklists and standard operating procedures (SOP), or be as simple as taking your time.

Over the coming weeks I shall visit some of the very simple oversights that can have absolutely devastating consequences. They will be not appear in any particular order and I'm sure that there will always be more that can be added to the list. Hopefully this series will provoke some thought and highlight that it is not always the big ticket items that cause a tragedy. I do not write these points from any standpoint of authority as, like you, I am human and I have made mistakes. I am merely the messenger and there but for the grace of God go I.

Five Simple Tips for Safer Flying.

1. Fuel Caps.

Fuel and its management will feature highly in this series, but the humble fuel cap seems a good place to start. Potentially simple in their engineering and operation, they have brought a number of aircraft to grief over the years. Their purpose is simple; their removal serves to provide a portal for refuelling and on completion they are replaced to keep the contents within the tanks. Simple.

Unfortunately, their absence in flight serves to provide a wonderful source of suction which can quickly start to remove fuel from the tanks and into the slipstream. And if only it was as simple as only remembering to  put the fuel caps back on after refuelling, but there are a number of ways to be caught out.

Fuel caps can be cross-threaded as they are screwed in, sometimes they don't 'seat' properly and fail to create the perfect seal, others have fuel vents integrated into the cap that can become blocked. On the surface, the caps can appear to be correctly fitted when they are not, so it is always worth double-checking. There have also been instances where the contents haven't been visually checked by the pilot in the belief that the refueller had replaced the caps. High wing aircraft are more susceptible to such oversights and night-time can deprive the pilot of the opportunity to readily observe absent caps or the subsequent streaming fuel.

In a nutshell, never trust anyone else with matters of fuel; you are the pilot in command. If in doubt, shut down, get out and check the caps, or even return to land if the flight is underway. Not only will this resolve the issue, but even the doubt associated with a fuel issue can prove distracting and ultimately lead to an oversight in some other aspect of the flight. And when flying at night, take extra care pre-flight and incorporate a shine of the torch out onto the wings at regular intervals as part of your cockpit cycle. (If you're in cloud, check the leading edges for icing at the same time.)

Fuel caps are not a complex piece of equipment, but their absence can lead to major problems.

2. Control Locks.

Control or gust locks can vary in their nature. From a simple pin and flag device through the control column as many Cessnas employ, to actual blocks on the control surfaces to stop them blowing in the wind on the ground. A thorough pre-flight inspection should always be made for external gust locks. Whatever the system, it is critical to ensure that all flight controls are 'free' with the full range of movement in the correct sense prior to every departure. It's a simple check, but equally simply overlooked.

To further complicate the issue, I have seen 'home made' control locks that fail to have any type of warning flag. One was a nail through the hole in the control column that was supposed to be a control lock!

Here is an example of an aircraft that attempted to take of with the gust locks in and the crew had omitted to check the full and free movement of the controls prior to take off.

3. Pitot Tube Covers and Static Ports.

Once again, a thorough pre-flight inspection should ensure that the pitot covers are removed and that the static ports are clear. A failure to do so can result in absent or highly erroneous instrument indications that could lead to catastrophic outcomes for the instrument pilot and a difficult day at the office for those flying visually. A word of warning, always have another look at your aeroplane if you leave it unattended for any time after your preflight inspection. Well intentioned, but misguided, fellow pilots have been known to replace pitot covers believing that the aircraft was parked.

Always be suspicious of the pitot-static system of aircraft parked outside in the rain, or coming out of maintenance. Static ports can be covered over for painting and water can seep into them on those wet, windy nights. Check them externally and then confirm that the instruments in the cockpit are reading what you'd expect them to. Sometimes a 'zero' indication on your dials can be a good thing.

4. Shifting Loads.

Aircraft can be a great way of transporting goods as well as people, however freight can't be relied upon to remain seated with its belt fastened. Firstly, freight needs to be loaded in balance within the correct Centre of Gravity limits. (This will be another topic at a later date) Secondly, it needs to be secured against any movement in flight for a number of reasons.

Turbulence can very quickly turn loose items into projectiles while the acceleration of a take-off roll can potentially move a load out of the Centre of Gravity limits that you've so correctly calculated. This can potentially render the aircraft uncontrollable, just as loose items can render the pilot unconscious. Similarly, in a rejected take-off or forced landing, an unsecured load will hurtle forward with a good deal of energy.

Even though inanimate objects can be carried on passenger seats, always ensure that they are appropriately secured. A failure to do so can transform harmless cargo into a potential accident.

5. Secure Your Seat.

I have known first hand of a seat sliding back on take-off leading to the death of the pilot. It may seem a very simple thing, but aircraft seats can be somewhat complex in their adjusting mechanisms; fore and aft on rails, up and down for height, upright or reclined. Inevitably, each setting is adjusted by each pilot and some wear on the mechanisms eventually occurs.

Should the seat slide back on the point of rotation when the rearward force is possibly at its greatest, the pilot may well suffer a double conundrum. Sliding back, the pilot inadvertently pulls the control column fully aft and pitches the nose dangerously up towards the sky. Secondly, with a critically high nose attitude and reducing airspeed, gravity prevents the pilot from getting forward to regain control of the aeroplane. A low level stall is virtually inevitable.

Always ensure the security of your seat and don't be afraid to 'rock on the rails' a bit. I actually push back on the seat before every take-off prior to advancing the throttle or thrust levers as a last check. Once again, a seat inadvertently sliding back is something so very simple.

So there are the first five simple oversights that can potentially produce devastating outcomes. We're all only human, so lets all take that extra moment and a second look to make sure that one of these simple issues doesn't turn and bite us. Check back here for the next offering in the “Five Tips” series.

Safe flying!

Owen

"Taking Flight" (Part Two)

Ready?

For many of us, the hardest part of the day is opening our eyes, throwing our legs over the side of the bed and starting the day. Our mind hasn’t quite snapped out of its slumber and our bodies are not yet fully prepared for motion. It won’t take much to get going, but there is that short lag in the lead up to the day. For an aircraft, leaping into the sky is not too dissimilar.

As the aircraft sits in the run-up bay, it may only be minutes since it too has ‘woken it up’. Its temperatures and pressures may be sitting in the lower bands of the dials and its trim setting, flaps and fuel selections may be left over from the night before. It would be pointless and foolhardy to open the throttles in this state and expect with full assurance that the aircraft will perform soundly and safely take us aloft. To this end, the pre take-off sequences are a vital aspect of flight.

Every company and individual will have their own order of events; just as long as there is an order. It will comprise of such components as checklists, engine run-ups and briefing (see "Well Chosen Words") to ensure that pilot and aeroplane are both ready for the flight ahead and in particular the critical take-off manoeuvre that is now imminent. It is important not to rush this process as too often a simple oversight of fuel selection, an unsecured seat or flap setting has brought an otherwise serviceable aeroplane to grief.

This is the last point where the security of the earth still offers limitless options in a comfortable environment. Use the pre-take-off sequences, and a short pause afterwards, to ensure that you are absolutely satisfied that all issues have been addressed prior to take-off. It is often said that it is better to be on the ground wishing that you were in the air, than the other way around. Take a moment prior to each take-off to remember this.

With all bases covered and a serviceable aeroplane ready to go, it’s time to take flight.

Straight Up.

Approaching the holding point, cast one eye to the sky to gain an appreciation of the traffic situation, local weather and anything of interest such as flocks of birds. Confirm that the windsock reflects what you have planned upon and consider how it may affect your take-off. In other words, start gaining a deeper appreciation of the airborne environment that you are about to launch into.

Even with a clearance at a controlled airport, take a good look in both directions before lining up as even Air Traffic Controllers and other pilots can make mistakes. Having attended to the housekeeping of external lights, transponder verifying that you are on the correct runway, the aircraft is now lined up on the centre-line and awaiting for the actions that will convert it from an earthbound misfit to a gravity defying machine.

Everything about the take-off should be smooth. From the gradual advancement of power, to directional control and rotation, there should be a degree of ease in every motion. This is not only sound aircraft handling, but offers a greater opportunity to detect any abnormalities that may arise. While the eyes are predominantly outside, there should be a brief scan of the engine instruments to check for normal indications, noting the RPM to confirm that the required power is being produced. For turbocharged engines, there is always the potential for an ‘over boost’ situation as well. When all is confirmed to be in order, the scan inside should mainly be seeking the critical speeds as the take-off develops.

If you routinely fly the same aeroplane, there may be a gross error check of how much time or how far down the runway it takes to accelerate to a certain speed. This can provide an early warning to a poorly performing engine or a significantly contaminated runway surface.

The Take Off Safety Speed (TOSS) provides a margin over the stall speed and is a minimum speed for lifting off and flying away safely. It may differ from the recommended lift off speed at which the pilot rotates the aircraft into the air, but is always worth committing to memory as a critical speed. Coaxing an aircraft into the air prematurely can leave an aircraft ‘mushing’ along in ground effect with no chance of actually climbing away. Furthermore, it cannot be emphasised enough to follow the manufacturer’s recommended take-off technique as aircraft can have their own idiosyncrasies.

The actually rotation of the aircraft into the air should be smooth and is often quoted as being around 3 degrees per second. Whatever the rate is, the aircraft should not be ‘yanked’ abruptly into the air as this introduces a series of potential issues from tail-strikes to over-rotation and the bleeding of speed at a critical time.

Eased into the air at the correct speed, the take-off will provide the aircraft with the best available performance. In real terms this equates to safety margins on minimum speeds and optimum obstacle clearance at the far end. From there the task involves establishing a safe climb-out and configuring the aeroplane for departure. Just as you handle the aeroplane with ease, approach this task with a measured technique.

What’s the Hurry?

Once airborne, the job is far from over. Vigilance remains an important task and should be spread between flying the aircraft accurately, monitoring aircraft performance, looking out for traffic and being at the ready for the dreaded engine failure after take-off. By virtue of this, the pilot on ‘climb out’ is quite occupied and the workload is high. Throw into the mix a radio transmission or two at an unfamiliar airfield and it can become downright busy.

To this end, there is no hurry to attend to secondary tasks. Jet airliners normally climb to 1,000 feet before they consider reducing power and this isn’t a bad policy when the aircraft is equipped with prop levers either. Why hurriedly turn off auxiliary fuel pumps or retract the take-off flaps unless there is a chance of exceeding their extension speed? Climb the aircraft away from the ground and then begin to converting it into the cruise climb.

There would undoubtedly be a great deal of regret if the wrong switch was actioned or an actual failure took place as the fuel boost pump was flicked off at 300’. After all, it is there to back up the engine driven pump in critical phases and normally, if the engine genuinely fails, one of the first actions is to switch it on. So just leave it alone. And that is not to mention the fact that actioning switches and confirming indications draws the eyes inside the cockpit when they should either be outside or focussed on an instrument scan if in IMC.

In a similar fashion, when a light aircraft with a retractable undercarriage takes off at a major airport with 3,500m of runway, there’s no urgency to retract the undercarriage. If the engine stops, you’re landing ahead so you might as well already have the gear out and not sweat on it extending in time in an emergency. A number of pilots call “runway away, gear away” as the upwind threshold disappears under the nose.

Like the take-off roll and rotation, the climb out and re-configuration should be done with method and forethought, not haste. Consider the variables well before you advance the throttles and the departure will unfold far more smoothly. Aircraft should be flown and not merely pushed around without giving consideration to handling and consequences. It is just one more area of airmanship that separates flight from so many other activities.

Taking Flight.

The take-off is a relatively simple manoeuvre which constitutes a critical phase of flight. It is one of those aspects of aircraft handling that is easy to do, but easy to do badly. What further compounds the challenge are the seemingly endless variables that can impact upon the take-off sequence.

In "Taking Flight" (Part Three), we will examine a range of normal conditions and dire emergencies that can directly affect the way in which an aircraft takes to the air. From subtle safety strategies to countering different conditions we will see that there is more than one way to take flight.

Safe Flying!

Check back here soon for Part Three of "Taking Flight."

Five Tips in Choosing a Flying School.

As this aviation blog continues to grow in momentum and followers, the range of topics has been broad, from airline accidents and flight training to aviators of the past and reflections of the pure joy of flight. Accordingly, the range of feedback and aviation-related questions is equally diverse, so over the coming weeks I shall try to address some of these. As there’s no time like the present, here is the first one, “Top Tips for Choosing a Flying School.”

Now I won’t pretend for a moment that there’s a magical list to suit all scenarios, but what I can offer are some fundamental requirements that your new flying school should offer you. Prospective students can often feel like overwhelmed novices when they walk into a new flying school and are immediately surrounded by folks in uniforms and epaulettes speaking a strange dialect known as ‘pilot speak’. What is critical at this stage is that you remember that you are a customer and they are endeavouring to sell you a service, so listen carefully to the real words between the sales pitch and be careful with your cash. Take the time to chat with current students of the school as well.

Also, do your homework first. Research the aviation regulatory body in your part of the world to see what the minimum requirements are to achieve a licence and then bear in mind that these are absolutely MINIMUM LEGAL REQUIREMENTS. You will require more hours of training than this and this will equate to a higher cost. Additionally, endeavour to define what level of licence you’re looking for. Do you just simply want to go solo to say that you’ve done this or do you aspire to the flight deck of a Boeing 747?    Watch out, you might only want to go solo but find yourself hooked! As such, does the flying school provide comprehensive training all the way through to the commercial licence and ratings? The internet is a great tool in researching various schools and finding those in your area. Armed with a little prior knowledge about their school and your goals, you’re now ready to pay a visit to the local airport and seek out a flying school.

Without further ado, here are the tips....

1. EQUIPMENT.

What aircraft does the flying school have? Is there a substantial fleet built upon a few types, or is there a ‘Noah’s Ark’ fleet with seemingly two of every type known to man. What you need is a small range of different types, but enough of the type that you will be training in that it won’t be double-booked and leave you stranded or without an aircraft when maintenance falls due. There need to be enough of the aircraft to meet the demands of the school.

Additionally, what is the condition of the aircraft? If they are tired and worn out, then that doesn’t suggest much re-investment into the fleet by management. It may be a possible indication of cash-flow issues and a signal that corners might be getting cut elsewhere. Either way, a scrappy looking aeroplane does not reflect the mind-set of a proficient, meticulous pilot, nor does it provide the sort of craft in which you’d like to take a family member aloft.

Also, equipment is not limited to aeroplanes. What are the offices and briefing rooms like? Are they modern and equipped with good lighting and furnishings? This is where you’ll be undertaking your all-important briefings and sitting exams, so you want a sound learning environment.

2. PEOPLE.

Behind every good flying school are good people. What is the sense of the school when you first walk in? Are the instructors professionally dressed and polite or do they look like they’re auditioning for ‘Top Gun 2’ and you’re kind of in the way? Is there a mix of junior instructors and senior instructors, or just a few youngsters starting out? Personally, I have found some brand new instructors amongst the most dedicated and proficient in the early phases, but they still need mentoring from the old hands. Equally important is a spread of experience so that you are not kept waiting for a senior instructor to check you as you reach the various tests and milestones. Furthermore, to train for a commercial licence, ideally the instructor should have some commercial experience.

Take the time to speak with the Chief Flying Instructor. If the CFI doesn’t have time to speak with you on that first day then make a booking to chat when it’s convenient. If this proves difficult, or impossible, than that isn’t a good indicator at a very early stage. I have been a CFI and it can be a very demanding job, but a CFI is also part of the management team and should actively assist a new prospective customer.

What is the support staff situation? Is there a full time receptionist attending to the front desk and enquiries, or are bookings and new clients rated as a secondary duty for the flying instructors? Interestingly, in my experience I have found a common feature of good flying schools is a dedicated staff member attending to the front office duties.

3. FILES AND FLYING.

Ask to see a copy of a training file. Does it look professionally presented, or has the same master file been photocopied for the last twenty years with no thought of re-visiting the syllabus and making it better. Perhaps they are of new a digital, online format. Also have a look at the training notes provided by the school for apparent quality. While you won’t necessarily appreciate the content at this point, if their briefing notes are poorly presented, not readily at hand, or worse, don’t exist at all then this is critical as these notes are the link between the text-book and how the flying school executes the lesson in the air. If they just recommend you purchase a manual and self-study, then that isn’t what you’re looking for.

The way in which a school administers its ground-based responsibilities often reflects how they operate in the skies. If attention to the paperwork is poor, then you’ll probably find that it is one of those schools that just want you in the aeroplane, ticking over the meter and then out the door as soon as you’ve paid. Flight training is a broader based undertaking than that; the flight time is critical, but its quality is dependent upon many supporting factors outside the cockpit.

4. LONGEVITY.

Is the school well established with a reputation that precedes it? If so, they are probably doing something right as longevity in itself is difficult in the flight training business. I say “probably” because some sharks have been known to live for over seventy years. Hence, the recommendation of past and present students can be invaluable third party information. Bear in mind that a newly established school may also have much to offer; new aeroplanes, unbridled enthusiasm and a desperate need to grow its customer base. They may have poached experienced instructors to provide the expertise and be situated in a new building where the paint has just dried.

Longevity should be considered with all prospective schools. Does the operation look like it’s running on a shoe-string and won’t be here in a year? (Sometimes the big, glossy schools suffer from this too). As such, a word of warning, never put large amounts of cash up front for your training. I have seen more than one school close its doors and leave its students thousands of dollars out of pocket. Pay promptly following each lesson, or you may choose to deposit a small amount into an account for ease of payment, but don’t be talked into depositing a whole lot up front.

5. COST.

The biggest variable and most critical factor for many is simply the cost. Flight training is not an inexpensive exercise and anyone who tries to tell you otherwise is kidding themselves. As with so many things, you’ll get what you pay for. Better aeroplanes will come at a premium above their clapped-out counterparts. Some schools may charge for briefings, but that is more cost efficient than not receiving them and having to repeat flight lessons.

There are all manner of costs associated with flying from equipment to text-books. Ask the school at the outset, what you need to purchase and what they provide. What is the price of these ancillary items? Do they provide ground theory training and at what price? What are the hire rates for the aeroplane and is there an additional fee for flight tests, or a lower rate for solo flying. Ask them REALISTICALLY how many hours it generally takes a student to achieve the licence you’re pursuing. What is the breakdown of hours in terms of dual, solo and tests and what is an estimate of the overall cost? Ascertain this figure before you even start and then add on a little to factor in rising process and hiccups along the way. As I said, it won’t be cheap, but you ultimately get what you pay for.

Learning to fly is a major step, so don’t rush in. Take the time to gather information and ask the right questions of the right people. If the answers are muddled or slow in coming, then that’s probably a ‘red flag’ for how they conduct their business. Quality flying schools don’t hide their costs or information and they’ll take the time to discuss both with you.

So there are some tips to set out on your great adventure of flight. It may seem daunting, but it will be well worth it. As I said earlier, these questions are a guide, not a complete answer to all circumstances but they should set you on the right path. Next in this series I’ll relate some of the common traps and pitfalls of flight training, so check back here for the next set of tips.

Safe flying!

Owen

                                    "Be Prepared"

For two simple words, the Boy Scouts motto of ‘Be Prepared’ has cast its net far and wide. Whether it is an academic endeavour or sporting pursuit, the ability to turn up cold and expect success has been shown to border on folly. Aviation is no exception and it is often the work outside the cockpit that will determine the success within.

No Rest for the Wicked.

The term ‘Private Pilot’ is often misunderstood. The inference that it is almost diametrically opposed to professional aviators is both unfair and inaccurate. Whilst some may choose to aviate for leisure, it is very difficult to be a leisurely aviator. The level of theoretical and practical knowledge required to gain the licence is not insignificant, nor is the ongoing effort and cost to maintain standards and currency.

Regardless of the level of licence, there are regulatory requirements and minimum standards that must be met. There are check rides and exams, medicals and manuals. This continual scrutiny of the pilot’s knowledge and ability is not necessarily the most enjoyable aspect of aviation, but the challenge that stems from it reinforces that flight is a worthy pastime.  It’s not easy, but very few worthwhile endeavours are.

The scrutiny does not always come from a higher authority; in fact it most frequently results from the standards we impose upon ourselves. Much of the ability to meet these challenges will not be found in the cockpit, but in the time spent considering a flight’s conduct before the engine even starts. Sound flying begins with sound preparation.

The old adage goes that “poor preparation results in poor performance”. Ask any Designated Flight Examiner about the warning signs of a poorly prepared candidate and they will be able to recount a number of instances where the outcome of the test was obvious even before taking flight. A pilot may have wonderful manipulative skills, but these will very quickly be undermined by a lack of approach, organisation and attitude.

Incomplete paperwork, poor punctuality, scruffy appearance, absent equipment and inadequate briefing materials are just some of the ‘red flags’ of a pilot on the back end of the power curve. The majority are tasks that could have been completed well in advance of the flight and free of the pressure imposed by time constraints. Yet time and again, pilots will box themselves into stress-filled corners because of lack of preparation.

While these warning signs may be evident to an examiner or flight instructor, it is even more critical that they serve as warnings signs to the individual. They may indicate that today might not be the day to go flying, or if it is, that a little extra vigilance is needed after a few long deep breaths. From time to time everyone will run late or forget to pack a chart in their ‘nav bag’, but it is important that these are not symptoms of poor overall preparation.

A Personal Preflight.

So why can’t we just get in and go without adequate preparation? Primarily, aviation is a task that calls for thorough planning. It requires the co-ordination of numerous tasks while being subject to the variables of weather, clearances and aircraft serviceability to name just a few. When these variables compound with time constraints and the everyday demands of operating an aircraft, the pressure can begin to mount. The cockpit can very quickly escalate to a place of spiraling workload at the expense of the fundamental safety of the aircraft’s flightpath.

As humans, we are only endowed with a finite brain capacity to manage multiple tasks; there are only so many balls that we can keep in the air. If the workload is permitted to intensify beyond our limits, the ability to prioritise and make decisions will be compromised and we may become myopic on a single task at the expense of the overall flight management and safety. Hence, it is imperative that we have a strategy in place for the management of the workload and one of the greatest means of achieving this is through sound preflight preparation. Many of the tasks that can prove distracting can be addressed before the chocks are ever pulled away, it just requires thinking ahead.

Thinking ahead can take many forms and placed under the banner of ‘preflight preparation’. Firstly, there are core issues that are expected of a licensed pilot. These include sound knowledge of the aircraft, its performance, limitations and systems. Not just an aircraft type exam that was passed at the time of endorsement, but a practical understanding of the aircraft that is reviewed from time to time. Similarly, the rules and regulations that will govern the flight should be fundamental knowledge........

Check back for Part Two of "Be Prepared" and the next instalment in the 'Practical Pilot' series.

The Practical Pilot. Friendly Words of Warning.

Hi All,

Thanks again for your support of this ever-growng aviation blog. By the 3rd of this month we had surpassed the total number of visitors to the blog in December and today we're set to eclipse January's numbers. A phenomenal effort by you all.

As a consequence, I have had a very diverse range of requests for future content; from military aviation to commercial airliners and general aviation commentary. However, a common underlying theme is to discuss certain aspects of learning to fly.

Whilst I have held a flight instructor rating for nearly 25 years, I do not hold myself up as any supreme authority; nor should any individual. We are always learning as long as we fly. However, as there have been so many requests that I will post some blogs on learning to fly with the disclaimer that nothing supercedes any manuals, regulations or the final word of your individual flight instructor or examiner.

These blogs will be a guide to the burgeoning pilot that hopefully provoke some thought as they venture down the aviation road. They will look at such things as the use of GPS, flying an approach and so on, but are neither definitive nor specific to any particular aircraft type. They are there to be read, considered and applied at your sole discretion.

I trust that these 'Practical Pilot' posts, like the others thus far, will continue to encourage our shared interest in aviation.

Cheers,

Owen