Creating a Diversion. (Part Two)

By Owen Zupp.

CLICK HERE for Part One.

.....without further delay.

Creating a Diversion.

When it becomes apparent that the flight is about to differ from the original plan you may choose to buy some time as you get your cockpit in order and your mind around the decision-making process. There’s already a time saving if you’ve been smart and reviewed what is available at each of those circled airports as you’ve flown past and possibly even made some notes. Notwithstanding there is still much to consider, so throttling back to a lower power setting will both save fuel and offer some reprieve in terms of time, particularly if you’ve already flown passed your best option. If the weather is less than ideal, extending a stage of flap may be a wise consideration too, offering a lower stall speed and greater forward visibility. Just remember to reconfigure to the appropriate cruise configuration once you’ve commenced the diversion.

When the decision is made, start with an approximation of the new track, the distance and time interval. This can be refined once you are pointing in the right direction, but the priority must initially lie with setting a new course. In the first instance, circle where you are and note the time, circle where you are going and draw a line between the two points. Estimate the new track and measure off a distance using your ruler, or a suitably marked pencil. Using you aircraft’s ‘nil wind’ speed, work out a time interval and then factor in a few minutes if you’re astute enough to appreciate that there will be a headwind or tailwind. Do you have enough fuel to fly the new interval and arrive with reserves intact? If the answer is “no”, then you’ll need to seek out a nearer option. If the answer is “yes”, then let’s starting diverting the aeroplane without further ado.

Once established on the new heading. Aviate, navigate and then offer a little communication. Advise Flight Service of your flight plan amendment and your new destination and ETA. This is just a brief, initial transmission as there is still work to be done; however it is also important to let people know if you have diverged from your flight plan so that they know where to start looking in the case of some further drama. Once they are advised, it is back to the business of refining your diversion.

There are numerous things to consider once you’re on your way, but the first efforts must be directed towards confirming the details of your initial diversion planning and refining the details thereof. Established in stable flight, check the alignment of your ‘Directional Indicator’ against the magnetic compass and verify that the heading you are flying is reasonable to take you to your new destination. Observe the planned track and see if any ground features on the chart correspond to any features outside the window as this may give an early indication of wind effect and the resulting drift. While on that topic, revisit the forecast wind, or better still, the wind you encountered prior to the diversion. Draw an arrow from that direction on your chart to assist in orientation and then calculate the drift.

With a new heading calculated, confirm the distance to run and re-calculate the ETA at the next waypoint and ultimately your destination. Make a mark at the mid-point of the sector for a gross error check of your calculations. Now, just fly the aeroplane for a while and take a breath. Manage your fuel and navigate for a period and firmly establish your new track in your mind, for it is at about this time that the initial angst of the decision-making process will start to subside.

With a clear head you can attend to the detail. Review the significant terrain in the area, the proximity of airspace and restricted areas and verify the latest weather and NOTAMs for your new route and destination. Write down the critical details and frequencies for your destination and tune any relevant navaids and GPS equipment as required and available. Always work ‘up’ from the basics, that is to say that the manual planning should come first and then the electronic wizardry brought into support the procedure. The manual calculations will give you a far more detailed appreciation of the task and terrain, whereas technology alone can lead you astray quite quickly. Between the two, safety is greatly enhanced.

When the diversion is completed and the tasks have all been attended to, make a simple review of what has just transpired. Evaluate the different stages of the process to ensure that the boxes have all been ticked. When you’re confident that the matter is well in hand, sit back and aviate as normal.

Keeping Focus.

With a well planned diversion underway and the hard work done, there can at times be a tendency to let the mind wander. In the wake of all the excitement, it would be real disappointment to run a fuel tank dry or make some other fundamental error. Fall back on basic procedures. Remember, Aviate-Navigate-Communicate. You may now be headed for an unfamiliar airfield with different procedural requirements, so prepare as well as possible without eroding your primary task of managing the aeroplane.

Avoid sweating about issues that you can’t control, or that can wait. Things such as the ‘welcoming committee’ awaiting your arrival at the previously planned destination, or the fuel agent’s phone number at your new one. These things can are secondary. When you are on the ground, parked and safe, the ‘administrative’ issues can be attended to. Worrying about them prematurely can only negatively influence your original decision or subsequently erode your performance in the cockpit.

On arrival at your revised port of call, a whole new set of decisions will rear their head. Do you now continue onto your original destination? Is the weather now suitable and is there enough daylight? If I stay the night, when will I depart tomorrow? Your mind will be racing, but you won’t get hurt unless you get back in the aeroplane prematurely. Take your time and ‘if in doubt-bug out’. A diversion of this nature occurred for me on my charity flight around Australia a couple of years ago. I was aiming to arrive in Toowoomba where family and media were waiting to greet me, but as I stood on the ground at Gunnedah and scanned the skies I could not be assured of a safe outcome. Was I disappointed? Yes. But with over 16,000 hours experience in my logbook, I still easily decided that discretion was the better part of valour and tied the aircraft down for the night. A decision vindicated that evening as the rain pelted down on my hotel roof.

Safety First.

At some stage along the way, all aviators are confronted with the possibility of diverting. Safety must always be the overriding principle with the absolute power of veto. Pre-flight planning can assist greatly when called to make the decision to divert, but regardless of the degree of preparation, make the decision like a pilot in command. Gather the information, review the information, analyse the options, decide and evaluate the outcome. Most importantly, decide and act in an informed, measured manner.

A managed diversion is really a fairly straightforward exercise, albeit with a potentially high workload. Where it can become challenging is when the decision to divert is left too late, or if the decision is to continue in the face of overwhelming evidence to the contrary. This is when a pilot can become boxed in and run out of options. Deciding early, managing the situation and playing it safe are the keys to a successful outcome. So when the flight ahead starts to raise more questions than answers, it may well be the time to start creating a diversion.

"The Glass Revolution." (Part Two)

By Owen Zupp.

CLICK HERE for Part One.

..........Perhaps, dual sequences will be flown devoid of the support of all of the myriad of EFIS functions in the same manner that instrument training falls back to ‘limited panel’. For a time there will be aircraft equipped with both analogue and glass, allowing a ready interchange between the two options. However, in time, proven reliability will lead to this arrangement just as it has on airliners where even the limited standby instruments are EFIS in nature. The evolution of the 737 was a classic case in point of this transition.

Human nature will also dictate that we make do with what we have. If a speed tape is our only source of airspeed information from day one, student pilots will adapt accordingly. With the correct emphasis in training, the fascination with the wonderful big screens will also pass as they become familiar and part of the pilot’s armoury rather than seemingly the sole weapon. The EFIS will be incorporated into a scan as opposed to transfixing it.

These various hurdles are all a part of the revolution of glass cockpits and are indicative of cultural change. Issues with technology are being countered with every new improvement and the stream of feedback from those tasked to fly the aircraft. The technology is ever-improving with each new range superseding its predecessor in terms of function and relative cost.

The philosophical change is a by-product of the transition rather than being indicative of a shortfall of the new technology. The enhanced situational awareness and available information more than offset the pain of a new generation. One must wonder if these same issues and arguments were raised when flight instruments were first fitted to frail biplanes, or man decided to fly in cloud or at night, solely by reference to instruments. Ultimately we will all adapt, however, in the short term some areas of flight training needs to catch up with equal fervour.

Getting to Know the Glass.

New aircraft are appearing on flight lines with all manner of new avionics and instrumentation and while a number of institutions offer training courses, it is nowhere near an industry standard. Training should result in the crew not only utilising the equipment to its fullest capability, but respecting its limitations. Currently, the initiative of ‘glass training’ too often rests with the pilot to download user guides and quick reference notes and undertake a course of self-education. Realistically, the initiative should not end there. Ideally a formal ground course should be available, while some dual flight time with an instructor will also reap substantial benefits. On the ground, having the facility to provide external power allows valuable ‘hands on’ time in the aircraft, to become familiar with various functions of the system without flattening the aircraft’s battery.

In the air, dual flight sequences offer not only a level of education, but a level of safety. Training on new equipment inside the cockpit will inherently drag the focus from outside the aircraft and the maintenance of aircraft and airspace separation. As well as a set of eyes, the instructor can provide limited panel training to segment the assimilation of the available information. The ability to isolating the Speed Tape or the Vertical Speed Indicator (VSI) facilitates specific training and allows the pilot to begin to correlate control inputs with the instrument format and indications in front of them.

Specific training syllabi need to be at hand to both indoctrinate the new student and convert the established pilot. Without this, a haphazard range of self-education will continue to exist that will compromise the successful integration of the new technology and prolong the process of change. Furthermore, with such a vast array of functions and no formal training, many of the glass cockpits will never be used to the fullest level of their capability.

Without doubt, the introduction of glass cockpits calls for new solutions to be brought forward by the flight training community, right across the board. As the numbers of EFIS cockpits grow, this training will inherently drift from an initiative to a necessity. The speed of that cultural change will be dictated by the quality of the associated flight training.

All Glass.

The revolution is here. All kinds of motivators from cost and maintenance to situational awareness and ‘wow factor’, will ensure the eventual domination of glass cockpits. They will become industry standard, just as they have in the airline world. As an industry, we need to manage this rather than be solely steered by the advent of new technology.

Aviation has a proud history of innovation and new frontiers and this is just another to add to the list. The true success of glass cockpits will not be measured by their growing presence, as this will occur regardless. It will be measured by the competence of pilots at all levels to utilise the equipment to its fullest and integrate it as one component in the overall process of safe and efficient flight.  In the meantime, the challenges of the 'Glass Revolution’ remain.

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.

"The Value of Currency."

By Owen Zupp

So often the issue of experience is paramount in a pilot’s career. Total time, experience on type and multi-engine hours are all barometers used to assess a pilot’s possible expertise. While a valid means of measurement in one sense, an equally critical aspect in the present tense is the matter of currency.

Keeping it Relevant.

The log book tells the story of our journey along the path of aviation. We carefully log each hour and eventually the next personal goal draws nearer. Ultimately when standards are met and qualifications are gained the log book continues to tick over, day by day, and reflects the overall experience of the pilot.

Yet within the log book’s story are a number of smaller chapters. They relate not only how much experience was gained, but the nature of the flight and the time that has lapsed since. This gives weight to the relevance of the experience. 10,000 hours in command of a Boeing 747 won’t necessarily equate to a safe crop-dusting pilot weaving amongst the trees and power lines. Nor will a little crop-dusting experience in the distant past ready a pilot to depart today for a low level spraying run without some type of refresher training.

Within commercial operations a thorough record is kept of the last instrument approach, night landing and so on to meet the regulatory requirements. By virtue of the full time nature of the employment, recency is not generally an issue. Even so, in the summer months with long days, night landings can prove elusive and for Check Captains confined to simulators and observing from ‘jump seats’, actually flying can be of a premium. Even seasoned campaigners need to be wary of a lack of currency.

It’s not Easy.

Flight time needs to be relevant and this can at times provide a real challenge. With the cost of flying providing a challenge at the best of times, it is genuinely difficult for the private pilot to keep their ‘hand in’ at all. The vast majority of licensed private pilots struggle to fly 50 hours per annum, or less than an hour each week. As such, when they do become airborne, it is vital that the maximum value is extracted from the time aloft.

While the minimum requirements may call three take-offs and landings every 90 days, is this really adequate? Furthermore, this may only be a requirement for the carriage of passengers. And what of the prevailing conditions? There are no stipulations regarding crosswinds, controlled airspace or runway length. A pilot may have satisfied the minimum requirements at a home port before launching solo through controlled airspace to a short, unsealed strip with a howling crosswind. Sure, a flight school may have additional requirements for hiring an aircraft, but what about the private owner? There is legal and then there is prudent.

Having conducted a number of Biennial Flight Reviews (BFR) in the past, it can be quite interesting to see the varying standards of operation amongst pilots. However, the core problem was often an issue of recency and sheer lack of practise. The pilots had managed to maintain their 3 take-offs and landings, but little else. There had been no practised forced landings, go-arounds, flapless or short field operations since their last review; and it showed.

As I have said, I sympathise and can even empathise with the reality of economics that can make every minute aloft financially painful; however, there is still a duty of care to ourselves, our passengers, other airspace users and those folks whose roofs we fly over. As such, we must all shoulder the responsibility and make every effort to be as proficient as possible before we utter the words, “Clear Prop!”

Putting a Plan in Place.

A successful flight at all levels of aviation is the culmination of not only manipulative skills but sound planning. Frequently, the level of preparation I have witnessed for private pilot licence flight tests has been phenomenal, with pre-flight planning endeavouring to account for any number of variables that may surface along the way. Unfortunately, once the licence has been gained that state of readiness is often eroded by a combination of factors ranging from currency to complacency.

While ‘risk management’ is in danger of becoming a trendy catch-cry, it is actually a worthy way of thinking about staying safe in the face of infrequent flying. Well in advance of a flight, sit back in the comfort of your home and honestly think what aspects of the sortie give you a sense of unease or trepidation. What bad experiences have you had previously? Were you confronted with a late runway change, or flared far too high? Were you high on approach or did you get lost on some poorly signed taxiways? These areas can be a great place to start.....

Check back soon for the conclusion to "The 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 One)

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. 

Surface to Air.

There is nothing quite like that moment when the earth falls away from the wheels and the earthbound restraints transition into freedom in all three dimensions. From the initial surge of power to the nose pointing skyward, guiding the aircraft back to its natural habitat, this is when flight becomes a reality. This is the take-off and for all its majesty, it is also a potentially vulnerable time for man and machine.

Like landing, it is a manoeuvre conducted at ground level where there is little time and altitude for forgiveness. It is susceptible to all manner of variables; environmental, aerodynamic and human in origin. Accordingly, like any phase of flight, the take-off should be given the respect and consideration it deserves. Attempts to rush it can at the very least result in poor handling and at worst leave the aircraft exposed to all manner of lethal variables.

Fundamentally, aircraft are not designed for ground operations, they are meant to fly. As such, designers endeavour to build an undercarriage that will sustain the impact of landing, maintain a straight line at high speed, taxi at slow speeds and offer up the lowest possible weight penalty in the process. Similarly, the wing is meant to fly and generally fly fast. The slow speed envelope is recognised as a necessary evil in transitioning the aeroplane to and from flight, so often aerodynamic devices on the leading and trailing edges are added to facilitate this. Yet on take-off, the undercarriage will be asked to absorb the shock and slipperiness of all manner of surfaces and we will reconfigure the wing so it will fly at speeds that it would really prefer not to.

At the helm sits the pilot who has hopefully both configured the aircraft correctly and considered a myriad of possible eventualities. Should the take-off go awry, decisions may need to be made in a split second and yet enacted with a seemingly unrushed, efficient methodology. As with so many aspects of aviation, the result of thorough preparation is often a routine non-event. Take-offs are no exception to this rule.

The Goal.

In its most basic form, the purpose of the take off is to transition the aircraft safely from the ground into the air. It is not to be considered purely as the instant of lift-off, for there are several components of the take-off both preceding this moment and following it. In fact, the take-off can really be considered as commencing with its planning in terms of weight and balance, performance data and the ambient conditions. Likewise, the take-off can be thought of becoming a ‘climb’ only when the aircraft is reconfigured and at a safe altitude. This may involve reducing power and the retraction of flaps and undercarriage, or simply extinguishing lights and selecting the fuel pump off; it will vary from type to type and even departure to departure.

The take-off is virtually a ‘blink’ in the overall duration of a flight, but the degree of preparation isn’t a function of time. Just ask an Olympic sprinter or world class photographer. Safely executing a take-off is a combination of consideration and physical execution and in ‘Taking Flight’, both will be treated with equal respect. However, to start, let’s review what is actually involved in taking our aircraft from the runway to the sky.

A Numbers Game.

Before the park brake is even released, the ability of the aircraft to physically perform the take-off manoeuvre must be verified. This is a function of numerous factors including aircraft weight, payload, centre of gravity, the runway environment and ambient conditions. Each of these variables plays a significant role in their own way and to overlook any aspect can be fraught with danger.

In most cases, the individual approved aircraft Flight Manual is the defining document in matters of performance. Some larger operators may have an entire approved loading system that is a stand-alone manual or in modern times, part of the Electronic Flight Bag. Whatever the means, there is always a valid method to calculate the limits of an aircraft’s performance in executing a take-off.

The take-off must be able to accelerate and climb away at a safe speed with adequate obstacle clearance in the distance available. In the case of multi-engine aircraft there will also be a need to climb away with one engine inoperative and for higher category aircraft, the ‘stop-go’ scenario, amongst others, becomes a performance dictator. Fortunately, the hard work has been done by test pilots and performance engineers when the aircraft is certified, so the preflight process is a case of arithmetical gymnastics rather than ‘trial and error’ destructive testing off the end of the runway.

Typically with most GA piston powered aeroplanes, the number of seats doesn’t directly reflect the everyday uplift of the aircraft. You may well plan to take 4 people aloft in a Piper Cherokee 140, but that will rule out anything near full fuel tanks. To this end, performance calculations often require the pilot to make do with the best legal solution. If a full load of passengers is a requirement on a cross country flight, the fuel load may need to be reduced and additional refuelling stops must be planned. It will always be a combination of aircraft weight, payload, people and fuel without exceeding any limits. If the numbers still don’t work then it might be time to consider upgrading to a larger, more powerful aeroplane to meet your needs.

Further complicating the matter is that even if the total weight to be uplifted is legal, it must also be loaded in a manner that the aircraft remains ‘balanced’. Like a see-saw, the aircraft can tend to pitch nose up or down depending on how the aircraft is loaded in relation to its centre of gravity. Too far forward and the nose may not want to lift off on take-off, too far to the rear and the nose may just keeping pitching skyward after rotation until the aircraft stalls. To avoid the imbalance of an aircraft leading to disastrous controllability issues, a graphical representation or tabular calculation of the limits fore and aft is used. Calculations of load distribution must have the weight and balance of the aeroplane falling within the safe region known as the Centre of Gravity ‘envelope’. Bearing in mind that this position may also change enroute as fuel is burned.

So your aircraft is loaded to below its maximum limit with fuel, folks and freight distributed in a balanced manner. The next piece of the puzzle relates to the runway environment. Is it long enough? Is the surface long, wet grass which will impede acceleration? Is it sloping uphill? What is the current temperature and prevailing winds? These considerations must also be assessed when using the performance charts to verify that the available runway is ample and suitable for take-off.

Only when the aircraft performance data has been calculated with respect to weight and balance and airfield limitations can a take-off be legally and safely executed. Accident investigations are littered with instances where pilots either overlooked or chose to ignore the performance envelopes of their aircraft. Take the time to do the numbers and peace of mind will inevitably follow.

Ready?.............

Check back here soon for "Taking Flight" (Part Two).

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