Jon Kotwicki - FLY8MA Online Flight Training

How to Read and Understand the FAR AIM

1 Comment / Checkride Prep / By Jon Kotwicki

The FAR AIM Explained During any checkride you take (Private Pilot, Instrument Rating, Commercial Pilot, and so on) you will inevitably at some point need to open up the FAR AIM and look up something you either don’t know, or simply cannot recall right on the spot. Checkrides create a lot of stress and pressure, and examiners administering checkrides are realistic in the sense that they will allow you to look up certain subjects that you could reasonably research or refresh on during regular flight planning. This is nice, but does you no good if you open up the book with the answers that you seek, only to not be able to decipher the legal mumbo-jumbo the FAA has written. Although you may flip right to the correct page and have the answer there, failing to understand and apply the specific parts of the regulation to a question you are asked will bring a very quick (and dissatisfying) end to your checkride. The video below will help you to understand exactly how to read, interpret, and apply the regulations you will be asked about during any checkride you take.

Paxson, AK

Leave a Comment / Flight Training / By Jon Kotwicki

Paxson, Alaska While it may not be anywhere you have heard of before, if you fly there in a Super Cub, it won’t be a place you will soon forget! Paxson is really nothing too remarkable itself. It is simply a small town on the side of the road that really just exists to help maintain the road and Alyeska pipeline carrying oil from the north shorelines of Alaska to Valdez. It is the surrounding area however that is absolutely spectacular (check out the video above to see what our weekend camping out at Paxson looked like). This little town can be a great jumping-off point to explore the mountains, glaciers, and rivers in the area surrounding the Wrangell St. Elias National Park. Where is there to stay? It’ll be tent camping at the Paxson strip (about 2,000′ gravel runway) if you choose to base out of there. With a tattered windsock and room to park 10 planes, it’s not a bad place to set up camp. Within an hour’s flight, there are many gravel bars, old mining strips and camps, tundra, and the occasional four-wheeler trail you can drop a Super Cub into. What is there to do? Aside from a few good strips to go hiking and biking around, this is a great area to begin honing in your skills in identifying your own landing sites (much of this terrain is more challenging than it may appear once you venture away from the established strips). There are plenty of relatively “nice” backcountry strips you can practice on to warm up before venturing off into uncharted territory.

The Wrangell St. Elias National Park

1 Comment / Flight Training / By Jon Kotwicki

The Pilot’s Paradise The Wrangell St. Elias National Park (often simply referred to as “The Wrangells”) is one of the largest national parks in the United States. Closely bordering Canada and enjoying large amounts of snow blowing in from the Gulf of Alaska each winter, the park has towering mountains and massive glaciers larger than many counties in the lower 48. What makes it so special There is no shortage of places to land in the National Park and National Preserve. With tons of miles-long glaciers feeding massive rivers, there are plenty of gravel bars, alpine strips, and just plain landable tundra with beautiful views everywhere you look. The park offers much more than just camping locations. Activities in and around the park include: Hiking Fat biking Rafting Panning for gold Fishing / hunting Exploring historic mining ruins How long can you spend here? Well it doesn’t get old staying in the park service’s first come first served public use cabins. The cabins come complete with wood stoves to keep warm and screened windows to keep out Alaska’s favorite insect (the mosquito). You can easily spend months here flying the park and not see it all. The ample camping spots and public use cabins make it a perfect destination to spend an entire Bush Pilot Training Course duration flying in the park. What type of flying is there? Expect to fly over many glaciers, land on gravels bars, riverbanks, tundra, and some high altitude strips (cloud ceiling permitting). You’ll experience a great mix of wind, short and long strips (some greater than 1,000′), density altitude changes, and some rougher terrain (some of the strips can be pretty rough after the rains). This location is great for anyone who feels comfortable at Level 1 or higher.

ACS Written Test codes for Commercial Pilot FAA Written Test Results

Leave a Comment / Written Prep / By Jon Kotwicki

Below are the ACS codes (formerly known as PLT codes) that you will find on your FAA written test results. If you missed any questions on your FAA written exam (which 99.9% of pilots do) you will have a few of these codes listed on your computer test report. While there is no way to know for certain exactly which questions you got wrong on the written exam, the ACS question codes listed below correlate directly to subject areas of the questions missed on the written. You can click on the subject area link to get more information about that specific subject area located in one of our YouTube videos, blog posts, or course lessons. (Tip: you want to be logged in to the site when clicking on the links so that the course material will load when you click the link rather than the course homepage). ACS Code Knowledge CA.I.A.K1 Certification requirements, recent flight experience, and recordkeeping. CA.I.A.K2 Privileges and limitations. CA.I.A.K3 Medical certificates: class, expiration, privileges, temporary disqualifications. CA.I.A.K4 Documents required to exercise commercial pilot privileges. CA.I.A.K5 Part 68 BasicMed privileges and limitations. CA.I.B.K1 General airworthiness requirements and compliance for airplanes, including: CA.I.B.K1a a. Certificate location and expiration dates CA.I.B.K1b b. Required inspections and airplane logbook documentation CA.I.B.K1c c. Airworthiness Directives and Special Airworthiness Information Bulletins CA.I.B.K1d d. Purpose and procedure for obtaining a special flight permit CA.I.B.K2 Pilot-performed preventive maintenance. CA.I.B.K3 Equipment requirements for day and night VFR flight, to include: CA.I.B.K3a a. Flying with inoperative equipment CA.I.B.K3b b. Using an approved Minimum Equipment List (MEL) CA.I.B.K3c c. Kinds of Operation Equipment List (KOEL) CA.I.B.K3d d. Required discrepancy records or placards CA.I.C.K1 Sources of weather data (e.g., National Weather Service, Flight Service) for flight planning purposes. CA.I.C.K2 Acceptable weather products and resources required for preflight planning, current and forecast weather for departure, en route, and arrival phases of flight. CA.I.C.K3 Meteorology applicable to the departure, en route, alternate, and destination under VFR in Visual Meteorological Conditions (VMC) to include expected climate and hazardous conditions such as: CA.I.C.K3a a. Atmospheric composition and stability CA.I.C.K3b b. Wind (e.g., crosswind, tailwind, wind shear, mountain wave, etc.) CA.I.C.K3c c. Temperature CA.I.C.K3d d. Moisture/precipitation CA.I.C.K3e e. Weather system formation, including air masses and fronts CA.I.C.K3f f. Clouds CA.I.C.K3g g. Turbulence CA.I.C.K3h h. Thunderstorms and microbursts CA.I.C.K3i i. Icing and freezing level information CA.I.C.K3j j. Fog/mist CA.I.C.K3k k. Frost CA.I.C.K3l l. Obstructions to visibility (e.g., smoke, haze, volcanic ash, etc.) CA.I.C.K4 Flight deck displays of digital weather and aeronautical information. CA.I.D.K1 Route planning, including consideration of different classes and special use airspace (SUA) and selection of appropriate and available navigation/communication systems and facilities. CA.I.D.K2 Altitude selection accounting for terrain and obstacles, glide distance of the airplane, VFR cruising altitudes, and the effect of wind. CA.I.D.K3 Calculating: CA.I.D.K3a a. Time, climb and descent rates, course, distance, heading, true airspeed, and groundspeed CA.I.D.K3b b. Estimated time of arrival to include conversion to universal coordinated time (UTC) CA.I.D.K3c c. Fuel requirements, to include reserve CA.I.D.K4 Elements of a VFR flight plan. CA.I.D.K5 Procedures for activating and closing a VFR flight plan. CA.I.E.K1 Types of airspace/airspace classes and associated requirements and limitations. CA.I.E.K2 Charting symbology. CA.I.E.K3 Special use airspace (SUA), special flight rules areas (SFRA), temporary flight restrictions (TFR), and other airspace areas. CA.I.F.K1 Elements related to performance and limitations by explaining the use of charts, tables, and data to determine performance. CA.I.F.K2 Factors affecting performance, to include: CA.I.F.K2a a. Atmospheric conditions CA.I.F.K2b b. Pilot technique CA.I.F.K2c c. Airplane configuration CA.I.F.K2d d. Airport environment CA.I.F.K2e e. Loading (e.g., center of gravity) CA.I.F.K2f f. Weight and balance CA.I.F.K3 Aerodynamics. CA.I.G.K1 Airplane systems, to include: Note: If K1 is selected, the evaluator must assess the applicant’s knowledge of at least three of the following sub-elements. CA.I.G.K1a a. Primary flight controls CA.I.G.K1b b. Secondary flight controls CA.I.G.K1c c. Powerplant and propeller CA.I.G.K1d d. Landing gear CA.I.G.K1e e. Fuel, oil, and hydraulic CA.I.G.K1f f. Electrical CA.I.G.K1g g. Avionics CA.I.G.K1h h. Pitot-static, vacuum/pressure, and associated flight instruments CA.I.G.K1i i. Environmental CA.I.G.K1j j. Deicing and anti-icing CA.I.G.K1k k. Water rudders (ASES, AMES) CA.I.G.K1l l. Oxygen system CA.I.G.K2 Indications of and procedures for managing system abnormalities or failures. CA.I.H.K1 The symptoms (as applicable), recognition, causes, effects, and corrective actions associated with aeromedical and physiological issues including: CA.I.H.K1a a. Hypoxia CA.I.H.K1b b. Hyperventilation CA.I.H.K1c c. Middle ear and sinus problems CA.I.H.K1d d. Spatial disorientation CA.I.H.K1e e. Motion sickness CA.I.H.K1f f. Carbon monoxide poisoning CA.I.H.K1g g. Stress CA.I.H.K1h h. Fatigue CA.I.H.K1i i. Dehydration and nutrition CA.I.H.K1j j. Hypothermia CA.I.H.K1k k. Optical illusions CA.I.H.K1l l. Dissolved nitrogen in the bloodstream after scuba dives CA.I.H.K2 Regulations regarding use of alcohol and drugs. CA.I.H.K3 Effects of alcohol, drugs, and over-the-counter medications. CA.I.H.K4 Aeronautical Decision-Making (ADM). CA.I.I.K1 The characteristics of a water surface as affected by features, such as: CA.I.I.K1a a. Size and location CA.I.I.K1b b. Protected and unprotected areas CA.I.I.K1c c. Surface wind CA.I.I.K1d d. Direction and strength of water current CA.I.I.K1e e. Floating and partially submerged debris CA.I.I.K1f f. Sandbars, islands, and shoals CA.I.I.K1g g. Vessel traffic and wakes CA.I.I.K1h h. Other characteristics specific to the area CA.I.I.K2 Float and hull construction, and its effect on seaplane performance. CA.I.I.K3 Causes of porpoising and skipping, and the pilot action needed to prevent or correct these occurrences. CA.I.I.K4 How to locate and identify seaplane bases on charts or in directories. CA.I.I.K5 Operating restrictions at various bases. CA.I.I.K6 Right-of-way, steering, and sailing rules pertinent to seaplane operation. CA.I.I.K7 Marine navigation aids, such as buoys, beacons, lights, sound signals, and range markers. CA.II.A.K1 Pilot self-assessment. CA.II.A.K2 Determining that the airplane to be used is appropriate and airworthy. CA.II.A.K3 Airplane preflight inspection including: CA.II.A.K3a a. Which items must be inspected CA.II.A.K3b b. The reasons for checking each item CA.II.A.K3c c. How to detect possible defects CA.II.A.K3d d. The associated regulations CA.II.A.K4 Environmental factors including weather, terrain, route selection, and obstructions. CA.II.B.K1 Passenger briefing requirements, to include operation and required use of safety restraint systems. CA.II.B.K2 Use of appropriate checklists. CA.II.B.K3 Requirements for current and

Cessna 170

9 Comments / Airplanes / By Jon Kotwicki

There is no such thing as the perfect airplane… or is there?? As far as certified airplanes go, the Cessna 170B is as perfect as they get. What do I mean by this? Well, it is the balance between a commuter, freight hauler, trainer, bush plane and all-around fun plane while still being fairly affordable. The fact that this airplane can be used for all these different purposes is actually the drawback, because it is not the “absolute best” for any one of these categories in isolation. Most importantly the C170 has an prestigious look that pilots and spectators cannot resist with its unique curvy tail feathers and overall stylish fuselage makes a classic taildragger. When it comes to trying to figure out which plane is the right one for your needs, you will certainly hear the phrase “it depends on what you want to do.” That’s right, each different airplane has a purpose. However, in my humble opinion the 170 is a beautiful balance between several different purposes. Cessna 170 Models There were 5,000 C170s manufactured between 1948 and 1956 and three different versions: C170, C170A and C170B. These are single engine, piston airplanes with a gross weight of 2200 in the normal category. There are also many different “mods” and STCs that can be applied to the 2000 remaining ones flying today. 1948 Cessna 170 The original Cessna 170 had a metal fuselage with fabric constant-chord wings, zero dihedral and rounded tips connected with V struts. The flaps were plain and extended up to 30 degrees. This plane was powered by a Continental O-300 producing 145HP. This early model also had three 12.5 gallon fuel tanks taken from the Cessna 120/140 models. 1949 Cessna 170 Cessna began the “A” model production in 1949 featuring all metal tapered wings with squared off tips connected by a single wing strut and boasting two 21 gallon fuel tanks. This model still had plain flaps but slightly increased in size and the range was up to 50 degrees. 1950 Cessna 170 In 1952 the “B” model was created inspired by the war plane C-305/Bird Dog, featuring 3 degrees of wing dihedral and fowler flaps that lowered to 40 degrees. The horizontal stabilizer and elevators were improved, trim tab enlarged and mass balance inserted to the tips of the elevator to relieve control pressures. How can you tell apart the latest models of the C170B? The last year of production was 1955 with a square rear window rather than rounded. In 1956 there were still a few 170s being made but Cessna realized that a tricycle gear plane was much easier to land, and thus the production of the 172 began which put an end to our beloved taildraggers (until the mighty skywagon!). Cessna 170 Performance As we have previously mentioned, the C170 is the best of both worlds. What are these two worlds? One of these refers to the high performance, high gross weight, fast cruiser such as a skywagon or stationair VS the other extreme featuring light sport planes such as a super cub or cessna 120/140. Stock C170 The performance of the 170 fits in the middle, cruising at about 120mph, empty weight 1220, gross weight of 2200 lbs, stall speed about 50mph and a climb rate of about 700fpm. This airplane has the ability to operate in shorter runways or strips (less than 1000ft at sea level). The specific numbers found in the simplistic stock 170 POH (referenced in the table below) is very different that the actual performance numbers once a few modifications have been installed. Modified C170 Modifications! My favorite subject. The original intentions of a C170 was for the “business traveler” or for families that wanted to upgrade from a two-seater C140 to a four seater. Albeit the two extra seats in the back was realistically meant for two kids rather than modern day adults (things were little different back in the 40s). Nowadays the epic 170 is used for many different purposes and the super 170 was born. “Super 170” Imagine a world beyond runways. Where you can explore the backcountry as you please and have the ability to put your aircraft down in places that were thought only accessible to super cubs or helicopters. Yet you are able to carry all the supplies you need to be away from civilization for days and you are able to cruise at 120 miles per hour to get there. The comfort of the 170 was not compromised, and most have great insulation for cold weather and keeping the airplane noise to a minimum. The following mods make this an amazing bush plane. Common Modifications The most common upgrade is the Lycoming O-360 180hp engine STC which may include a constant speed prop. While it does not change useful load on paper, it definitely added extra “umpf” to the performance. Another recent STC that got approved is the IO-370 conversion producing 190-200hp of power making this airplane a beast! No official POH has been established for a super 170, and due to the variations in mods it is difficult to come up with exact numbers. Based on experience we can extrapolate some of the numbers in the chart below. Other common mods include piecing together parts from newer models, such as swapping in C180 gear, and C175 wings with extended fuel tanks. The list is endless, but there’s a difference between those mods that have STCs keeping the aircraft certified versus those that would put it in an experimental category. Luckily, there are over 100 STCs that can be applied to the 170, including jump seats, extended baggage, etc, etc. Just be aware that many of these mods will make the airplane heavier and that’s where the higher horsepower starts making a big difference. The C170B makes a great bush plane for off-airport ops if that happens to be your thing. Especially when paired with 29-31” Alaskan bushwheels and a Hartzell carbon Trailblazer propeller. There are several

ATOMATOFLAMES – Required Aircraft Equipment – 91.205

3 Comments / Flight Training, Private Pilot / By Jon Kotwicki

Of all the acronyms in aviation, this must be the silliest… ATOMATOFLAMES? Surely you can’t be serious!? I am serious and don’t call me Shirley. It is difficult to remember all the regulations, rules, and procedures. But, it is not that difficult to remember a few acronyms that jog your memory ATOMATOFLAMES is one of the longest and most misunderstood acronyms commonly taught to student pilots. It is a list of instruments and equipment for flight according to FAR 91.205. What is 91.205? 91.205 is the regulation for powered civil aircraft with standard category U.S. airworthiness certificates. Specifying the required equipment for aircraft operation. FAR 91.205 (b) is for visual-flight rules (day) and 91.205(c) is for visual-flight rules (night). 91.205(d) is for Instrument flight rules, which requires everything in 91.205(b)and(c). Isn’t FAA legal writing excellent? Like most FAA regulations it is important to know and understand these rules. However, it is more important to be familiar with and be able to apply the regulations to your operations. Just knowing an acronym is great trivia, but as you will see, it has many gaps and will not guarantee you are operating safely. What is ATOMATOFLAMES? ATOMATOFLAMES is the acronym for VFR required equipment during day flight according to 91.205(b). It is often also referred to as ‘Tomato Flames.’ ATOMATOFLAMES Acronym: A – airspeed indicator T – tachometer (for each engine) O – oil pressure gauge (for each engine using a pressure system) M – manifold pressure gauge (for each altitude engine) A – altimeter T – temperature gauge (for each liquid-cooled engine) O – oil temperature gauge (for each engine) F – fuel gauge L – landing gear position indicator A – anti-collision lights M – magnetic compass E – ELT S – safety belts This list is quite thorough, but also leaves many questions? Most students will notice that it doesn’t include many aircraft parts. Do we need seats? What about wings? This list covers most of the practical instruments inside the cockpit. It is not intended to be the master list of every feature required in airplane manufacturing and design. Do I need to know this for my checkride? Absolutely you do. Now, if you don’t have it memorized verbatim, that is okay, but you certainly need to know where to look (in the FARAIM 14CFR91.205) and be able to understand that text. If you’re not sure how to interpret the text in the FARAIM and apply it during your oral exam with the FAA, check out this video here. What happens when any of the required equipment is missing or broken? Well, that’s a great question, and one you are likely to hear on your private pilot, instrument pilot, and commercial pilot checkrides. Just about every checkride you take you will be expected to explain in detail how to deal with inoperative equipment, especially if it required equipment. For a thorough explanation of what you need to know for your checkride, use our checkride prep courses for Private, IFR, Commercial Pilot, and CFIs. You can access all of our checkride prep courses here. Why Do I need to know ATOMATOFLAMES? This regulation mostly only applies to general aviation smaller aircraft. Turbine-powered aircraft and large turboprops will have more required equipment and features. This list will work nicely in a Cessna 182, but if you hop in an Airbus A350, you will find lots more equipment and perhaps even some equipment missing. As a general aviation pilot, you should remember that 91.205 is a great place to look if you are going to fly a new airplane. Each section of required equipment may also have exceptions based on aircraft age and operation. It is important for pilots to know how to find, interpret, and use the regulations to ensure their operations are safe and legal. Just memorizing an acronym likely won’t be helpful but knowing why 91.205 exists and how to use it is important. Can you think of any other acronyms you could make from ATOMATOFLAMES? Let us know below! Related Posts: Visual Flight Rules – What is VFR? Instrument Rating Requirements IFR Flight – What is IMC? Loss of Comms Under IFR

Visual Flight Rules – What is VFR?

2 Comments / Flight Training, Private Pilot, Uncategorized / By Jon Kotwicki

VFR, or visual flight rules, is a method and set of rules for flying aircraft by reference to the ground. The other method to fly airplanes is by IFR, or instrument flight rules. VFR flight uses ground references like roads, lakes, terrain, and other noticeable landmarks from the air to navigate. To fly VFR, pilots must maintain VMC, or visual meteorological conditions. Visual flight rules flying is only allowed when the weather is good enough for pilots to clearly see where they are going. All of these rules and regulations are taught to every new private pilot. When Do Pilots use Visual Flight Rules? Flying in VFR requires certain visibility requirements and clearance away from the clouds. This is to keep airplanes from colliding. If a pilot wants to fly in the clouds or low visibility, they will need an IFR clearance and be licensed and trained and in an airplane equipped for IFR flight. IFR flying requires extra training and is restricted by air traffic control. There are no restrictions to VFR flying as long as the weather is suitable. VFR flights can save time by allowing for direct routing. Private pilots first learn to fly using VFR. The next step for private pilots is to start training for their instrument rating. Some commercial planes conduct their flying VFR. On short flights this can save them time and money by getting direct routing and flying any altitude they would like. VFR Flight VFR flying allows for some of the most impressive views any human can see. It is similar to how birds fly around. There is complete freedom and truly showcases the sights of earth. FLY8MA instructor Jon shows the beauty of VFR flying by flying around Alaska. In the video, you see how he references the mountains and glaciers to fly from airport to airport. He uses the rivers to check his course against a map in the plane. VFR flying requires more than just spotting landmarks on the ground though. Pilots are required to pass a written test, an oral exam, and a flight test to prove they can safely operate an airplane in VFR conditions. If you are interested in becoming a pilot, you will first learn how to fly with visual flight rules. You will learn to navigate and fly long distances using the ground and a VFR sectional chart. FLY8MA offers a free private pilot ground school and a premium version that is the first step in your journey to becoming a VFR pilot.

So you want Free Flight Training huh?

15 Comments / Flight Training / By Jon Kotwicki

Yup, we do to! Everyone loves free things, especially pilots. Flight training is expensive to pay for it on your own, so how can you get a company to pay for your flight training? We’ll talk about ways to get a company to pay for your pilot training, as well as other ways of how you can pay for flight training. Companies that pay for flight training What company will pay for your flight training? The answer is, a lot and nobody. While that’s confusing, let us explain. Absolutely nothing in this world is free. Once you understand that, if your question is, “what company will help pay for my flight training, or give me training at a reduced cost?” then we can help you. There are many different roads to go here, but ultimately to have someone else pay for your flight training it is going to have to benefit them in some way that you become a pilot. Generally speaking, if your flight training costs $10,000, they will need to extract more than $10,000 in value from you becoming a pilot over a defined period (usually 1-2 years). In some cases the company may be willing to realize their investment over a long period of time. Take a look at the video below. This is how Lufthansa Airlines pays for their pilots training. Pilot Training paid for by the Airlines So does Lufthansa actually give their employees free flight training? Yes and no. While they foot the bill up front, the employee has a contract that they have to work for the airline for so many years to ultimately pay back the “loan” the company gave the student to complete the flight training. Because it costs nearly $200.000usd to train a new hire to the point they can go fly an Airbus for Lufthansa, the contract that requires them to work for the airline is much more than just a few years. US based airlines paying for pilot training In the United States, some airlines like Jet Blue are starting to use a similar model to the Europeans. Jet Blue offers a guaranteed job to cadets that enroll in their program. Again, however, the flight training provided to the “employee” is nothing more than a loan that must be repaid to the company. If the student fails flight training, or chooses to not fulfill the requirements of building so many flight hours after earning their commercial certificate, they will not get their airline pilot job, and will still be on the hook for over $100,000 loan. How to pay for flight training If you don’t want to become an airline pilot, or are just looking to get started with flight training and earn a Private Pilot’s Certificate, there are other avenues to get your training paid for. We’ll go over a few different ways this can work for you. Working at a Flight School Get a job working at a flight school answering phones, washing airplanes, and maybe working in the hangar helping out with basic maintenance. It is common for the flight school to give you a steep discount on the aircraft rental costs if you are working there, and potentially trade some of your work hours towards flight hours (avoiding paying tax on the income, although there is probably some law against that, it has been common practice for the last 75 years or so). There generally is not a “contract” time period you have to remain employed for to avoid repaying these benefits. Instead, working at a flight school to pay for flight training is more of a “pay as you go” model (or “work as you go”). Find a job as a Line Guy (or girl) A “line guy” is someone who helps park aircraft as they arrive at smaller airports, fuels airplanes, potentially washes airplanes, and moves larger aircraft with tugs in and out of hangars for private aircraft owners. Being that you’ll obviously spend a lot of time around aircraft owners, this job just may land you an opportunity to makes friends with someone who will let you use their airplane for little or no cost towards flight training (expect to repay them in some way such as washing the plane, helping with maintenance, etc.). The FBO (fixed-base operator) is who you would be working for in this case. FBOs are the companies at airports that sell avgas (airplane fuel), jet fuel, offer maintenance, and other aircraft services. FBOs can often time also own one or two small aircraft you may be given access to as an employee benefit, or be able to trade your working hours in exchange for hours using the planes. Similar to working at a flight school, working at an FBO to pay for flight training generally would not have a contract tied to it. Free or reduced-cost training as an employee benefit If you’re looking for an employer to foot the bill for your training up front, you’re going to have to look hard. While it is not impossible to find, most employers are uneasy investing in employees when there is not a guarantee they will be able to recoup a large investment such as flight training. Typically, if your employer is going to pay for your training in addition to your regular salary, there will be a contract terms attached to your training costs. That means if you leave the company prior to the term of the contract expiring, you will have to repay some or all of your flight training costs. When does a company pay for flight training? A company will pay for pilot training when they feel it will either make the employee much more valuable to the company, or if they feel the employee is already very valuable and want to offer benefits to try and retain the employee (without just throwing more raw money at the employee in terms of wages or vacation time). It is likely you will have

IFR Flight – What is IMC?

Leave a Comment / Flight Training / By Jon Kotwicki

IFR, or Instrument Flight Rules, is flying using the onboard instruments without reference to the ground. The most common example of needing to use instruments is flying through clouds or IMC conditions. IMC, or Instrument Meteorological conditions, is weather that require the use of instruments, typically cloudy or low visibility. That means pilots using IFR clearances can fly without ever seeing the ground. It would be similar to driving a car down the highway without seeing the lanes or street signs, instead only using the instruments on the dash to navigate and judge speed. Flying through clouds and low visibility sounds difficult and dangerous. However, it is a normal and safe part of flying. Pilots need IFR training to fly in these conditions. Can All Pilots Fly IFR? Though all private pilots receive some training to fly using only the instruments, it requires a separate license to legally fly in the clouds. If you are interested in learning more about IFR training or starting the process of learning to fly, CLICK HERE to get started today. Most small-aircraft planes and pilots fly on good weather days by using the ground to navigate. This method of flying is called VFR, or visual flight rules. This method works great on good weather days but limits the ability to fly anytime the weather takes a turn. You have noticed that airliners fly right through the clouds. All airline pilots and airliners fly into clouds and have powerful flight instruments to help fly in the absolute worst weather imaginable. Flying in such conditions requires operating under Instrument Flight Rules (IFR). Pilots can even land only by using the instruments and autopilot. That means they can land without ever seeing the runway. Autoland requires special training and certification for the pilots and the airplane. IFR Flight Without the ability to fly in IFR conditions, airplanes would be very limited, especially in remote places like Alaska. Watch FLY8MA Chief Instructor, Jon, fly around challenging conditions in Alaska. Flying in instrument meteorological conditions requires an instrument rating and an IFR clearance from air traffic control. It is a thrill to fly through the clouds, navigating by flight instruments. IFR training is hard work, but extremely rewarding. Many pilots consider it an essential skill. There have been accidents when VFR only pilots encountered bad weather and were unprepared to handle the IFR conditions. Some aircraft insurance companies offer large discounts to pilots with a current instrument rating. If you are interested in becoming a pilot, flying through the clouds in IMC is one of the most exciting experiences. In addition, it is one of the best things you can to advance your piloting skills and make you a more confident, safer pilot.

B-17 Crash at Bradley Accident Investigation

Leave a Comment / Uncategorized / By Jon Kotwicki

The NTSB has released the initial accident investigation findings from the October 2019 crash of the Collings Foundation Boeing B-17 Flying Fortress. The crash killed seven people. The 74 year old World War II bomber was destroyed in the crash. The initial findings from the NTSB gives some insight into what happened that day. The accident flight of the B-17 dubbed “Nine O Nine” occurred on October 2nd 2019 at the Bradley Airport in Windsor Locks, Connecticut. The weather was VFR at the time of the crash. The NTSB public docket containing the investigation evidence thus far gives us a clear picture of the flight path and ATC communications during the accident. Accident Background 12 people were on board the aircraft at the time of the crash. The pilot Ernest McCauley (age 75), and co-pilot Michael Foster (age 71), were both killed in the crash. There were 10 passengers on board, each of whom donated $450 to the Collings Foundation in exchange for a seat on the flight that was offered as part of the Foundation’s special FAA Living History Flight Exemption certificate. The flight departed from Runway 6 at KBDL (see diagram below showing runway intersection departure). The flight was handed off from tower to departure, and upon checking in with departure the crew stated their intent to return to the airport immediately. The crew did not declare an emergency (see cockpit transcript here). The departure controller did enquire as to the reason for the return and the crew stated they had “a rough mag on #4”, assuming there was an issue with a magneto on the #4 (right outboard) engine. ATC Audio: The departure controller asked if the crew needed assistance and if the flight required priority to land. The crew stated “negative” for assistance, but did say “i kinda would like to be on the ground as soon as possible.” B-17 909 Approach The crew maneuvered to join the right downwind for Runway 6. The last transmission from the crew was reporting “midfield” as they descended to about 300′ agl. As the crew continued to descend towards the runway in a low energy state, with one or possibly two of the right engines not producing full thrust they were faced with a very real problem. The engines on the left wing were not only yawing the aircraft to the right, but also the engines on the left wing were likely working harder producing more thrust to make up for the lack of thrust on the right side of the aircraft, further causing more thrust asymmetry and asymmetry of lift between the wings. Despite the issues, investigators did conclude that it was theoretically possible for the aircraft to have made it back to the field safely, but as we all know aviation rarely works out just as perfectly as the engineers intend for it to. NTSB Factual Report The report noted: (Examination of the wreckage indicates that the flaps were up, and video evidence indicates that the landing gear was down during the downwind leg of the traffic pattern.) The effect of airspeed on power required, flight path angle, and rate of climb is also presented, and indicates that during most of the flight, the airspeed was below the airspeed that would maximize the flight path angle (the condition required for maximizing the distance flown for a given altitude loss), and suggests that the airplane might have been able to clear the runway approach lights and reach the runway 6 threshold if the airspeed during the return to the airport had been higher (and/or if the landing gear had been kept raised until landing was assured). B-17 Nine O Nine Aftermath The FAA revoked the Collings Foundation’s Living History Flight Exemption in March. They noted maintenance issues found in both the #3 and #4 engines on the right wing, as well as other issues. At the time, McCauley (the pilot) served as the Foundation’s Director of Maintenance as well as the PIC for 909. This potential conflict could have led to the maintenance oversight that caused the issues in the October crash. From the report: “Regarding engine 4, to prevent the magneto ‘P’ leads from separating from the magnetos, someone had attempted to rig the magneto leads in place with safety wire. Inspection and testing of engine 4 left magneto revealed the movement of the safety-wired lead caused grounding to the case, which rendered the magneto lead inoperative. In addition, the right magneto of engine 4 was found unserviceable,” the agency stated in its decision. “An inspection of engine 3 showed all spark plugs electrode gaps were out of tolerance, fouled, and revealed various signs of detonation. Further inspection of this engine revealed problems with the cylinders.” The Collings Foundation is now defending itself in three lawsuits brought about since the crash. The Foundation has historically flown warbirds around the country, charging “donation fees” to help fund the maintenance and operational costs to keep the aircraft flying. Besides the B-17 dubbed 909, the Foundation owns and has operated many other WWII aircraft including a P-51 Mustang that you could ride along in for a $3,500 donation. In conclusion, for those of you who do not want to sift through the FAA and NTSB findings. It appears as with many accidents, that this was a case of poor decision making. Whether it be the decisions made during maintenance on the ground, or the decisions on the ill-fated flight. While we will have to wait several more months for the official “probable cause” from the NTSB, this accident, like many others, serves as a stark reminder to all in the aviation community that safety is no accident. Safety is achieved through careful and thoughtful maintenance, training, and ADM. Hopefully, we can all learn, and be reminded of the role we all need to play, so that this part of history does not repeat itself.