Training Notes and News

Notice of annual meeting of members The annual meeting of the Members of the Aircraft Owners and Pilots Association will be held at 12 noon on Saturday, September 16, 2006, at Wings Field, Ambler, Pennsylvania, for the purpose of receiving reports and transacting such other business as may properly come before the meeting, including the election of Trustees. --John S. Yodice, Secretary

Flight training just got even more exciting: General aviation pilots soon will be able to train on rocketplanes and other craft of the emerging commercial spaceflight industry.

The commercial spaceflight industry is taking shape. Communications satellites were the first space business; now the "space tourism" push is driving the private, nongovernment sector. The most likely form of space tourism will be suborbital rides--think Virgin Galactic, which is already taking deposits on its $200,000 flights. Space travel operators will need well-trained crews. Who will provide them?

Orbital Commerce Project, Inc., headquartered in Oviedo, Florida, may become one of the first providers of suborbital training to businesses and individuals in the United States. CEO George Tyson is currently working with the FAA's Office of the Associate Administrator for Commercial Space Transportation to establish pilot flight training qualifications and programs. Drawing on GA's vast experience, Tyson is modeling OCP as a "no-nonsense" Part 141 school.

"In the same way current commercial flight schools benefit students and prospective employers, a Part 141-type school will benefit the commercial spaceflight industry," says Tyson. "Students can earn certifications in a short time in a focused environment while employers will be assured that the student is thoroughly schooled in suborbital flight."

In its Draft Guidelines for Commercial Suborbital Reusable Launch Vehicle Operations with Flight Crew, the FAA recommends that a pilot hold an FAA certificate as well as "ratings to operate one or more aircraft with similar characteristics for as many phases of the mission as practicable." To meet the guideline, OCP is dividing its suborbital pilot course into three phases.

In Phase 1 the student learns to fly the Berkut, a 180- to 300-hp experimental aircraft that handles like an F-16. The objective is to become proficient at unpowered landings in a craft with aerodynamic characteristics similar to a suborbital spacecraft. In Phase 2 the student is introduced to rocket power, training perhaps on XCOR's EZ-Rocket, a modified Long-EZ homebuilt aircraft powered by twin rocket engines and fueled by isopropyl alcohol and liquid oxygen. At this stage the student also gets a feel for high altitude and a pressurized cabin. In Phase 3 the student graduates to a horizontal-launching suborbital spaceplane, like XCOR's proposed Xerus, for a minimum of four flights.

Sweeter still, there's a bargain to be had in flight training--relatively speaking. "Four flights would cost a space tourist about $800,000," says OCP Marketing Director Ric Jordan. "In contrast, a student will pay about $350,000, initially, to complete OCP's suborbital pilot course, after which he or she will qualify as a U.S. commercial astronaut, and can fly for hire."

OCP plans to launch its pilot training program around 2010. Training will take place at the Mojave Airport and Civilian Flight Test Center, the nation's first inland spaceport and the launch site for Scaled Composites' SpaceShipOne--the first nongovernmental rocket ship to fly to the edge of space. --Rachel Kuzma

Diamond Flight Center opens in Florida

The first Diamond Brilliance Flight Center has opened in Naples, Florida. The flight center, operated by Europe-American Aviation, uses Diamond aircraft and flight training devices exclusively. The fleet consists of two DA20-C1 aircraft, seven Garmin G1000-equipped DA40 Diamond Stars, and one turbo-diesel DA42 Twin Star. A DA42-specific Level 5 flight training device with wrap-around visual system has been installed at the flight school. "The Diamond fleet offers a smooth transition from a two-seater with conventional avionics, to the G1000 glass cockpit equipped four-seaters, the Diamond Star, and Twin Star," said Carsten Sturm, president of Europe-American Aviation. For more information, see the Web site.

Aviation Speak

Flight following

By Machteld A. Smith

If you think flight following involves an aircraft chase and intercept in prohibited airspace, you are on the wrong track. Flight following--also known as VFR traffic advisories--provides pilots with traffic call-outs, and sometimes even terrain, airspace, and significant weather alerts.

So what's involved? The tools: Radar coverage, an air traffic control facility, and a transponder- and radio-equipped aircraft. The ingredients: ATC's ability to provide the service, a VFR cross-country flight, and you--the pilot--being comfortable talking to ATC and maintaining two-way radio communications.

Before embarking on this journey, make sure you understand the controller's and your roles in this aeronautical tango.

ATC radar screens are typically alight with IFR traffic tags and numerous VFR traffic blips. When you receive flight following, your flight is tagged with your aircraft's type, altitude, and heading--very similar to your IFR compatriots. The controller will call out traffic but you remain responsible to see and avoid the other aircraft. The controller may also advise heading or altitude changes for safety reasons, but you are again responsible to steer clear of airspace, obstructions, terrain, and weather. Keep in mind that service may be terminated at any time as its availability depends on the controller's workload.

Check it out yourself. You can obtain ATC frequencies from a flight service station, the FAA's Airport/Facility Directory (A/FD), and IFR charts. Radar coverage is dependent on line of sight, so climb to altitude to help ATC's radar pick up your aircraft. On initial contact provide the controller with your aircraft call sign, altitude, and current position, then request VFR flight following. Prepare to provide aircraft type and destination. You will receive a transponder squawk code and confirmation that you are in radar contact.

Aside from traffic and safety advisories, one of the biggest benefits derived from flight following is the knowledge that your flight is visually monitored.

What It Looks Like

Water-contaminated fuel

By Mark Twombly

Water and oil don't mix. Neither do water and gasoline. For pilots, that's the bad--and good--news. If that sounds confusing, bear with us a moment.

Water in fuel, specifically the avgas that aircraft piston engines depend on, is bad news because our engines are happy only when fed a strict diet of hydrocarbons. They will cough, choke, sputter, and quit running altogether if good old H2O is introduced into the cylinders because water has contaminated the fuel in the tanks.

How does the fuel in an airplane become contaminated with water? Typically, one of three ways. The fuel pumped from the truck or self-serve tank is contaminated with water. One or more fuel caps leak, allowing some rainwater to seep into the tanks. Or the airplane is parked with the tanks only partially full, and moisture in the air inside the tanks condenses.

Keeping the fuel that goes to the engine pure and free of contaminants, especially water, is a matter of prevention and detection. On the prevention side, make sure you get your fuel from a reputable source, check fuel caps regularly for fit, and if at all possible keep the tanks full when the airplane is parked.

Detection is a preflight ritual, and involves draining a sample of fuel from each tank drain and the sump (the lowest point in the fuel system) to check for water contamination. Now this is where we get to the good news about water and gasoline not mixing. Since they don't, it's easy enough to spot water in a fuel sample.

Water is denser, and thus heavier, than avgas. That means water will sink to the bottom of the sample or, to look at it another way, the avgas will float on top of the water. If you detect a clear liquid at the bottom of the blue avgas in the fuel sample you've just drained from a tank, suspect water contamination. Continue taking samples until you are absolutely sure no water remains.

Then you must figure out how the fuel became contaminated so you can prevent it from happening again.

Final Exam

Final Exam is composed of questions similar to those a student may expect on the private pilot knowledge test. Answers are researched by members of the AOPA Pilot Information Center staff and may be found on p. 20.

1. One of the main functions of flaps during approach and landing is to

1. decrease the angle of descent without increasing the airspeed.
2. permit a touchdown at a higher indicated airspeed.
3. increase the angle of descent without increasing the airspeed.

2. On the airspeed indicator, which color identifies the power-off stalling speed with wing flaps and landing gear in the landing configuration?

1. Upper limit of the green arc.
2. Upper limit of the white arc.
3. Lower limit of the white arc.

3. When may a recreational pilot act as pilot in command on a cross-country flight that exceeds 50 nautical miles from the departure airport?

1. After attaining 100 hours of pilot-in-command time and a logbook endorsement.
2. After receiving ground and flight instruction on cross-country flying and a logbook endorsement.
3. Twelve calendar months after receiving his or her recreational pilot certificate and a logbook endorsement.

4. Filling the fuel tanks after the last flight of the day is considered a good operating procedure because this will

1. force any existing water to the top of the tank away from the fuel lines to the engine.
2. prevent expansion of the fuel by eliminating airspace in the tanks.
3. prevent moisture condensation by eliminating air space in the tanks.

5. What is an important airspeed limitation that is not color-coded on airspeed indicators?

1. Never-exceed speed
2. Maximum structural cruising speed
3. Maneuvering speed

6. The angle of attack at which an airplane wing stalls will

1. increase if the center of gravity is moved forward.
2. change with an increase in gross weight.
3. remain the same regardless of gross weight.

7. Which would most likely cause the cylinder head temperature and engine oil temperature gauges to exceed their normal operating ranges?

1. Using fuel that has a lower-than-specified octane rating.
2. Using fuel that has a higher-than-specified octane rating.
3. Operating with higher-than-normal oil pressure.

8. What exception, if any, permits a private pilot to act as pilot in command of an aircraft carrying passengers who pay for the flight?

1. If the passengers pay all the operating expenses.
2. If a donation is made to a charitable organization for the flight.
3. There is no exception.

Final Exam Answers

1. The correct answer is C. Flaps allow you to make a steeper approach (increase the angle of descent) without a corresponding increase in airspeed. The increase in drag created can also help to slow the airplane. Flaps are useful in this respect to greatly reduce rollout length upon landing as opposed to landing with the flaps retracted.

2. The correct answer is C. The white arc on the airspeed indicator is the flap operating range. At the lower end of the white arc is the stall speed in the landing configuration (VSO) and at the upper end is the maximum flaps extended speed (VFE). The upper limit of the green arc indicates the maximum structural cruising speed (VNO), which should not be exceeded except in smooth air.

3. The correct answer is B. FAR 61.101(c) states that a recreational pilot may act as PIC on a flight that exceeds 50 nautical miles from the departure airport, provided that he or she receives ground and flight instruction in cross-country flying, has been found proficient in cross-country flying, and received a logbook endorsement from an authorized instructor certifying those accomplishments. This logbook endorsement must be in the pilot's possession on cross-country flights.

4. The correct answer is C. Filling the tanks will eliminate empty space in which condensation may form. If condensation, or water, forms it will sink, as water is heavier than fuel, and collect in the lowest points of the fuel system. For this reason, you should always drain the fuel system at every available location before flying. The fuel may still expand, but overflow tubes or vents will allow the expansion to be expelled.

5. The correct answer is C. Maneuvering speed is not color-coded on the airspeed indicator, but found in the pilot's operating handbook or equivalent, or placarded in the cockpit. It is defined as the maximum speed at which full deflection of the airplane controls can be made without incurring structural damage and it varies with different aircraft weights and loading configurations. Maximum structural cruising speed (VNO) is the upper limit of the green arc on the airspeed indicator. Never-exceed speed (VNE) is indicated by a red line at the upper limit of the yellow arc on the airspeed indicator.

6. The correct answer is C. Smooth airflow over a wing's upper and lower surfaces creates lift. Every wing has a particular angle of attack where this airflow eventually separates from the upper surface, reducing the production of lift. This is known as the critical angle of attack. A wing will always stall when the critical angle of attack is exceeded regardless of airspeed, weight, load factor, CG location, or density altitude.

7. The correct answer is A. Use of fuels with lower-than-specified ratings can cause detonation and higher operating temperatures. Fuel with a lower rating can cause premature ignition and uncontrolled burning, which leads to higher cylinder head temperatures. Higher-octane fuels usually result in controlled burning and normal cylinder head temperatures. Higher-than-normal oil pressure can result from cooler oil temperatures or indicate potential problems in the engine.

8. The correct answer is B. FAR 61.113(d) states that a private pilot may act as PIC of an aircraft used in a passenger-carrying airlift sponsored by a charitable organization and for which the passengers make a donation to the organization if specific requirements are met. If the flight does not qualify, a private pilot may only allow passengers to pay a pro-rata share of the direct flight expenses provided that the pilot has a common purpose in making the flight.

AOPA members can discuss these or any aviation questions with Pilot Information Center staff by calling 800/USA-AOPA or sending an e-mail.