Since September 11Th 2001, General Aviation Has Been Under Attack from All Kinds of Groups

Proficient or not to be Proficient, What is the Currency?!

I hear pilots use the term, “I’m current” all too often when referring to their piloting skill. Does stating that someone is a “current” pilot imply that they are safe? What about proficiency? Is just being “current” good enough? Lets look a typical example. Under 14 CFR 61.57 the FAA lays out their minimum requirement for recent flight experience or as most pilots say “currency”. No person may act as a pilot in command (PIC) of an aircraft carrying passengers or of an aircraft certificated for more than one pilot flight crewmember unless that person has made at least three takeoffs and three landings within the preceding 90 days. The regulation goes on to define what constitutes the three landings. The required takeoffs and landings must be performed in an aircraft of the same category, class, and type (if a type rating is required), and, if the aircraft to be flown is an airplane with a tailwheel, the takeoffs and landings must have been made to a full stop in an airplane with a tailwheel. Furthermore, for night experience a pilot in command of an aircraft carrying passengers during the period beginning 1 hour after sunset and ending 1 hour before sunrise, must have within the preceding 90 days, made at least three takeoffs and three landings to a full stop during the period beginning 1 hour after sunset and ending 1 hour before sunrise.

For our example let’s assume that a VFR private pilot accomplished his flight review in accordance with 14 CFR 61.56 on August 5th 2003 and is not due for another flight review until August 2005. Since his flight review, he has flown three timeseach time to take friends for a ride around the local area. On September 1st 2004 he complies with the 90 day regulation by performing 3 takeoffs and landings. He doesnot fly again until November 26th, in which he takes a family member for a Thanksgiving Day ride around the local area. All of his flights since his review have been in the local area, on clear sunny days when the wind is less than 10 knots straight down the runway.

On December 22rd his boss wants him to drive to the neighboring state to attend a one day training seminar before the Christmas holiday starts. If he drove it would be an all day trip, so he decides that he could save time by flying himself to the seminar.

The weather along the route the day of the departure is 4,000 foot overcast with winds out of the east at 15-20 knots, and a forecast of light snow showers. The destination is about 200 miles away, which in his Cessna 172 would take about 1½ hours. Our pilot determines that he is “current”, the weather is within VFR limits and he wants to be able to be back for an early Christmas holiday, so he elects to make the flight.

He arrives at the airport early in morning to get started on his flight. During his preflight, he discovers that he only has ½ tank of gas. Since the airport has not opened yet and there is no way he can get fuel, he figures he can make it to his destination with no problem on the gas that he has. Once at his destination he can then get fueled up for his return trip.

His flight to his destination goes as planed, he even arrives 10 minutes earlier than expected. When he arrives at his destination he discovers that there is a 12 not crosswind. He quickly recognizes that is close to the crosswind component of his airplane.

During his first landing attempt he overshot the runway and went around. On the second attempt he ballooned and performs another “go-around”. Third times a charm and he manages to get the plane down on the runway. It wasn’t the prettiest landing, but defiantly one you could walk away from.

The time comes when it’s time to return home. The weather is still about the same as when he left, so he figures it’s no big deal. He made it this morning; he should be able to make it back tonight. When he gets to the airport to fill up his plane, the attendant tells him that the fuel pump is frozen and has been for the past two days. Our pilot now inquires as to were the closest airport with fuel is. The lineman tells him of a strip only about 20 miles to the north.

Our pilot figures his route and calls the airport to make sure they would have fuel when he gets there. He departs the airport for his new fuel stop, along the way he runs into a snow shower. The Snow shower lowers the in-flight visibility down to 3 miles. At this point he is only about 7 miles from the airport. Our pilot elects to continue on to the airport to get his fuel.

As the pilot continues in toward the airport, he has to descend in order to stay in visual contact with the ground. It’s clear to the east of the snow shower and he attempts to fly around it. Our pilot has now descended down to an altitude of 2500 feet MSL (1137’AGL). He is maneuvering to the east of the snow when he hears a loud bang and feels a large yaw to the left. He struggles to regain control of the aircraft for the next few seconds until the plane impacts the ground.

This “current” pilot flew a perfectly good aircraft into a perfectly good radio tower, and will not becoming home for his Christmas break. I do not want to make light of the subject, due to its severity, and the fact that it’s based on an actual NTSB report, but there is a lot that can be learned from this scenario.

Where did he first go wrong? Was it when he realized that he only had ½ tanks and decided to press on anyway? What about his preflight planning the night before? Why had he not checked the fuel status of his plane the day before, or reviewed the NOTAM that warned of no fuel at his destination.

Second, what about the weather? In the real life event that this was based on there were no records of any kind of weather briefing. One of the linemen stated in the NTSB report that the pilot had commented about the weather he had received over the AWOS, and said that he wasn’t sure about how flying through the snow would affect his airplane.

Third, he paid no attention to his Maximum Elevation Figure (MEF) on his sectional, or he would have found that he was flying 100 feet below what he should have. If he had stayed above his MEF he would not have hit the tower, and would probably have made it back home.

The main reason I use this example for flight proficiency, is because the pilot had complied with 14 CFR 61.57 recent flight experience, but had failed in other FAR’s. The big question is why? Well if you look at the flying he had been doing prior to his accident, it was all flown in beautiful daytime clear skies and no wind conditions. It had probably been since his last flight review that he even thought about cross-country flight planning. The conditions that our pilot flew in were not bad, but they were worse than he had seen in the past year.

So was our pilot “current”? Yes. Was he proficient? Webster’s defines proficient as, skillfulness in the command of fundamentals deriving from practice and familiarity. By definition we would have to conclude no, our pilot was not proficient. He had not practiced nor had he any recent familiarity with the type of flight that he was intending to fly.

With that said what do we, as pilots need to do to remain proficient in all aspects of flying? There are two aspects to remaining proficient, mental proficiency and physical proficiency. The biggest and cheapest way to help stay mentally proficient is to stay in the books. Too many pilots, once finished with their flight training, put their books up on a shelf and never look at them again. Take your books down off that self and put them somewhere where you might be likely to read them (i.e. the bathroom always seems to be a good spot). Subscribe to some of the FREE aviation magazines like AOPA’s Flight training, or AvWeb, and read at least one article a day. Take 10 minutes a week, and review all the limitations on your rating, such as weather minimums, airspace restrictions, weight and balance etc.

To work on your physical proficiency you may need to spend a little money, but not as much as you may think. The cheapest way is to “chair fly”. Chair flying is important part of any kind of professional flying. All you have to do is sit down in your Lazy boy and mentally go through every detail of a flight. Visualize every aspect from the weather brief all the way to putting the aircraft in the hanger for the night. This technique may sound a little strange, but every professional pilot does some type of “chair flying”. It can take many forms such as sitting in the cockpit going over checklists and procedures, or an aerobatic pilot mentally flying their routine before a show. What works for the pros will defiantly work for the average GA pilot.

Set new goals for yourself such as learning about other aspects of aviation, or work toward a new rating or certificate. Some simple inexpensive certificates that you might think about would be a glider rating, or a seaplane add on.

When you do go out for a fun flight, add something useful to it. Instead of just taking a friend up for a flight around the local area, take them to a local airport and do a couple of landings. Maybe even to an airport that has crosswinds. Another good tip; make sure that your getting your money’s worth from your instructor. During your flight review (or any flight), make sure you do things that you don’t normally do, such as flying into a towered airport if you normally fly out of an uncontrolled airport or practicing those dreaded stalls.

So after reading this article do you feel current or proficient, if you do honestly feel proficient, good for you. If on the other hand your one of those “I’m current” guys, then I challenge you to not become complacent, and to work toward becoming proficient. Big picture, before you takeoff think to yourself am I ready for this flight? Can I handle any unforeseen problems? If not maybe you shouldn’t make the flight. If you can handle any and all situations then your ready to go have fun. Remember, takeoffs are optional, but landings are mandatory!

Winter Flying From Our Friends at the NTSB

Most pilots are familiar with winter conditions in their particular area. However, a distance of only a few miles can change the environment enough to present unforeseen problems to an inexperienced pilot. Flight planning during winter months requires special knowledge in order to protect the aircraft as well as the pilot. Extra precautions should be taken.

For example, consider routing your flight along a well-traveled road. With today's extensive highway system, most flights would not be extended more than a few minutes this way. You will have an out in case of emergency, and vehicles on the road will provide valuable information about the weather ahead -- if you see cars and trucks coming toward you with fresh snow on them, you can expect reduced visibility ahead, and may as well start making a 180-degree turn. (Remember, however, that certain roads that are well-traveled during the summer months may be abandoned in the winter.)

Always file a flight plan. A flight plan, in conjunction an ELT and a little knowledge of winter survival, may save your life.

Preflight Preparation

When the aircraft is out in the cold it is tempting to hurry through the preflight, but this is the time when you should do your best preflight inspection. Here are a few items which youshould be certain to consider:

Cabin Heater -- Many aircraft are equipped with cabin heater shrouds which enclose the muffler portions of the exhaust system. Each year accident investigations reveal carbon monoxide as a probable cause of accidents occurring in cold weather operations. It is imperative that a thorough inspection of the heater system be made too eliminate the possibility of carbon monoxide entering the cockpit.

Wheel Wells and Wheel Pants -- During thawing conditions mud and slush can be thrown into wheel wells and wheel pants during taxi and takeoff. If frozen during flight, this mud and slush can create landing gear problems. The practice of recycling retractable gear after a takeoff in this condition should be used as an emergency procedure only.

Fuel System -- Extra care should be taken during changes in temperature, particularly when it nears the freezing level. Ice may be in the tanks, change into water when the temperature rises, filter down into the carburetor and cause an engine failure. If fuel does not drain freely from the sumps, a line or sump may be obstructed by sediment or ice. Fuel tank vents plugged by ice or snow can cause engine stoppage and/or collapse of the tank.

Ice, Snow and Frost -- A common winter accident is trying to take off with frost on the wing surface, which reduces lift and may prevent the airplane from becoming airborne at normal takeoff speed. Also, don't count on snow blowing off during the takeoff roll. There is often frost adhering to the wing surface below the snow. Caution should be used if an aircraft is taken from a heated hangar and allowed to sit outside for an extended length of time when it is snowing. The falling snow may melt on contact with aircraft surfaces and then refreeze. It may look like freshly fallen snow, but it usually will not blow away when the aircraft takes off. If an aircraft is parked in an area of blowing snow, special attention should be given to openings in the aircraft where snow can enter, freeze solid and obstruct operation. These areas include pitot tubes, heater intakes, carburetor intakes, antitorque and elevator controls, and main wheel and tail wheel wells where snow can freeze around elevator and rudder controls.

Engine Starts -- Be sure to follow the manufacturer's recommendations regarding preheat and cold starts. In moderately cold weather, engines are sometimes started without preheat. Particular care is recommended during this type of start. Oil is partially congealed and turning the engine is difficult. Also, there is a tendency to overprime, which can result in washed-down cylinder walls and scouring. This also results in poor compression and, consequently, harder starting. Sometimes

aircraft fires have been started by overprime, when the engine fires and the exhaust system contains raw fuel. Other fires are caused by backfires through the carburetor. It is a good practice to have a fire extinguisher handy during these starts.

Another cold start problem that plagues an un-preheated engine is icing over the spark plug electrodes. This happens when an engine only fires a few revolutions and then quits. There has been sufficient combustion to create some water in the cylinders, but insufficient combustion to heat them up. This little bit of water condenses on the electrodes, freezes to ice and shorts them out. The only remedy is heat. Engines can quit during prolonged idling because insufficient heat is produced to keep the plugs from fouling out. Engines which quit under these circumstances are frequently found to have iced-over plugs.

After the engine starts, use of carburetor heat may assist in fuel vaporization until the engine generates sufficient heat.

Taxiing -- A pilot should keep in mind that braking action on ice or snow is generally poor. Do not taxi through small snowdrifts or snowbanks along the edge of the runway -- often there is solid ice under the snow -- and you want to avoid kicking snow into the wheel wells or pants. On a hardpacked or icy surface, the aircraft will slide sideways in a crosswind and directional control is minimal particularly during taxiing and landing roll when the control surfaces are less effective. If it is necessary to taxi downwind and the wind is strong, get help or don't go.

Takeoff

Cold weather offers a distinct performance advantage -- power output increases by about 1% for each ten degrees of temperature below standard. However, cold weather also offers some special problems.

Care should be exercised with normally aspirated engines, at minus 400F an engine will develop 10% more than rated power even though RPM and/or manifold pressure limits are not exceeded.

Use carburetor heat as required. In some cases, carb heat is necessary to vaporize the fuel since gasoline does not vaporize readily at very cold temperatures. Do not use carburetor heat in such a manner that it raises the mixture temperature barely to freezing or just a little below. In such circumstances, the use of carburetor heat may actually induce carburetor icing. Partial carburetor heat is not recommended if a carburetor temperature gauge is not installed.