Training Notes and News

FedEx Express has donated a Boeing 727-100 freighter to Pittsburgh Institute of Aeronautics. The aircraft will be used to provide hands-on training for aviation maintenance technology students in aircraft systems, engines, and structures. Nearly all of FedEx's aircraft are named after the children of company employees. N189FE, dubbed Casey for the son of a 16-year technical training manager, had served the company for nearly 18 years. Casey did a 23-year stint in passenger service for United Airlines before going to FedEx, and had racked up 67,458 flight hours, including its final flight to Pittsburgh.

FAA Funding Debate

GA hangs tough as bills move forward

As this issue goes to press, the Senate Commerce Committee has drawn up its version of a compromise bill in the FAA funding debate (see "AOPA Action," p. 12). Although the committee listened to AOPA members and pilots, the bill still gives with one hand but takes away with the other. Avgas fuel taxes would remain the same; that's the good news. But the bad news comes in the form of fees for turbine aircraft flying in controlled airspace, and language that would allow the FAA to set fees and spending without consulting Congress or the courts, among other provisions.

By the time you read this, yet another bill--from the House aviation subcommittee--will have been put on the table. But we know where the FAA stands. It's fairly obvious that FAA Administrator Marion Blakey and company aren't thinking in terms of compromise. Blakey reaffirmed her agency's attitude toward general aviation's stance in the funding debate when she addressed the Aircraft Electronics Association convention in March.

Trying to explain away what she called "horror stories" about the FAA being anti-GA, she said, "In our proposal, Joe Pilot in a Cessna 172 will experience an operating-cost increase of about $4 per hour. In other words, the owner of a very expensive airplane is engaged in a heated dispute that hinges on the cost of a Starbucks latte." Unfortunately, her comment served only to illustrate how little Blakey, a nonpilot, understands the impact that increased fuel taxes would have on GA flying. If the FAA gets its way, fuel taxes on avgas will jump from 19.4 cents per gallon to 70.1 cents per gallon--a 366-percent increase. "Joe Pilot" who flies his Cessna 172 100 hours per year would have to pay some $507 more in fuel taxes. That's a lot of lattes.

Notice of annual meeting of members

The annual meeting of the Members of the Aircraft Owners and Pilots Association will take place at 12 noon on Saturday, September 22, 2007, 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

FAA certifies Diamond flight training device

The FAA has given Level 5 certification to a Diamond DA42 flight training device (FTD) located at Europe-American Aviation in Naples, Florida. Chief Flight Instructor Bruce Batelaan said there has been a trend toward more multiengine training since the school became a Diamond Brilliance Flight Center in June 2006. "Compared to the last year, I have given more than double the instruction time for multiengine training versus that of single-engine training," he said. The flight school's fleet includes three Diamond DA42 Twin Stars.

What It Looks Like

Electrical load

By Mark Twombly

The ammeter allows you to monitor the flow of electric current from your training airplane's battery or alternator.

Among all of the systems in a light general aviation airplane, the electrical system can be the most confusing and difficult to understand. The electrical system is inherently complex, with lots of components involved. Depending on the airplane, the electrical system might include the battery, alternator, regulator, distribution buses, starter, fuel pump, stall warning horn, wiring, flaps, fuses, circuit breakers, switches, lights, pitot heater, radios, and some instrumentation and gauges. We can neither see nor hear the flow of electrical current from the battery or alternator, and it's not always immediately evident when that flow is interrupted to a component, stops altogether, or "leaks" (short-circuits).

One gauge that allows us to monitor current flow is the ammeter or, in some airplanes, the load meter. On modern alternator-equipped airplanes (as opposed to the older generator system), the ammeter/load shows how much current--amperage--the alternator is supplying to the electrical system. This is known as the electrical load.

The output of the alternator should amount to the total current draw of all of the electrical components that are on and working. If, for example, a total of 10 lights, radios, and instruments are on and working and each draws one amp, the load on the alternator should be 10 amps. That should be the reading on the ammeter or load meter.

The load on the alternator increases as electrical equipment is turned on and decreases as devices or components are turned off. You can watch the ammeter/load meter reading jump up, or down, when you turn on, or off, the landing light, pitot heater, or any other electrical component that draws a lot of current.

If you are flying along and notice an abnormally high reading on the ammeter/load meter, you should suspect a problem that needs immediate attention. Something is causing the alternator to provide excessive current, which can damage the electrical system and battery. Refer to the checklist for the correct procedure to follow.

If you notice that the ammeter is indicating a discharge, or the load meter is reading zero, you can assume something is wrong with the alternator system and the battery is now supplying electrical power to the system. Shut down all but the essential electrical equipment, and refer to the checklist.

FAA announces A/FD, IFR chart changes

The FAA is realigning the Airport/Facility Directory (A/FD) regions to match those of the terminal procedures publications. Only three A/FD regions--the southwest, south central, and southeast--will be affected by the change. The changes take effect August 30. Pilots who currently subscribe to A/FD regions that will be losing a state will receive supplementary A/FDs free of charge (until the end of their subscription) to complete the coverage area.

IFR en route low altitude charts will be changing in October. Eight new charts will be added to the existing 28, and all of the charts will be renumbered. AOPA will continue to work with the FAA to ensure that members receive all necessary chart data during this transition period.

What's In AOPA Pilot?

Here's what you're missing if you don't read AOPA Pilot, the association's flagship magazine published each month for certificated pilots.

• Meet the automatic Turbo Skylane: Garmin's new autopilot comes to Cessna.
• Wx Watch--Tools of the trade: Blending common sense with the latest in weather-avoidance technology.
• Epic LT--Origins of a dynasty: A new line of high-performance aircraft begins with an experimental turboprop.
• Postcards--Walking in the sky: Fly in to see the Grand Canyon like it's never been seen before.

Are you ready to read about more advanced subjects such as these? Just as pilots upgrade to more advanced certificates, it might be time for you to upgrade your magazine. You can convert your paid membership to AOPA Pilot at any time by calling AOPA toll-free (800/USA-AOPA).

Sino Swearingen gets FAA approval for Part 141 training

Sino Swearingen Aircraft Corp. has received FAA approval to operate a Part 141 training program for the SJ30 business jet. The company had been offering training under FAR Part 61 at its San Antonio location. The SJ30 is a single-pilot-certified twinjet with a range of more than 2,500 miles and a cruise speed of 486 knots.

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 and may be found below.

1. The minimum distance from clouds required for VFR operations on an airway below 10,000 feet mean sea level is
1. remain clear of clouds.
2. 500 feet below, 1,000 feet above, and 2,000 feet horizontally.
3. 500 feet above, 1,000 feet below, and 2,000 feet horizontally.
2. An ATC radar facility issues the following advisory to a pilot flying north in a calm wind: "Traffic 9 o'clock, 2 miles, southbound..." Where should the pilot look for this traffic?
1. South.
2. North.
3. West.
3. Detonation may occur at high power settings when
1. the fuel mixture ignites instantaneously instead of burning progressively and evenly.
2. an excessively rich fuel mixture causes an explosive gain in power.
3. the fuel mixture is ignited too early by hot carbon deposits in the cylinder.
4. In which situation is advection fog most likely to form?
1. A warm, moist air mass on the windward side of mountains.
2. An air mass moving inland from the coast in winter.
3. A light breeze blowing colder air out to sea.
5. To get a complete weather briefing for the planned flight, the pilot should request
1. a general briefing.
2. an abbreviated briefing.
3. a standard briefing.
6. If the engine oil temperature and cylinder head temperature gauges have exceeded their normal operating range, the pilot may have been operating with
1. the mixture set too rich.
2. higher-than-normal oil pressure.
3. too much power and with the mixture set too lean.
7. What cloud types would indicate convective turbulence?
1. Cirrus clouds.
2. Nimbostratus clouds.
3. Towering cumulus clouds.
8. If there is thunderstorm activity in the vicinity of an airport at which you plan to land, which hazardous atmospheric phenomenon might be expected on the landing approach?
1. Precipitation static.
2. Wind-shear turbulence
3. Steady rain.

Final Exam Answers

1. The correct answer is B. On an airway, or in any class E airspace below 10,000 feet msl, proper cloud clearance separation dictates we fly 1,000 feet above, 500 feet below, and 2,000 feet horizontally from any cloud. The rule specifies distances although answer A does not.
2. The correct answer is C. In this situation, the pilot would look to the 9 o'clock position, which is directly to the pilot's left. Since the pilot is flying north, the 9 o'clock position would be to the west.
3. The correct answer is A. Detonation happens when the fuel mixture explosively ignites in the cylinder. Engine overheating, setting the mixture too lean, or using the incorrect grade of fuel can cause this; if it happens, reduce power, increase airspeed, or richen the mixture in an attempt to cool the engine. An excessively rich fuel mixture will actually cause a loss of power. Preignition is the term for what occurs when the fuel/air mixture is ignited too early.
4. The correct answer is B. Advection fog forms when warm, moist air flows over a cool, dry surface. Warm, moist air moving inland can be cooled to its dew point when it reaches land, forming advection fog. Wind is a required ingredient.
5. The correct answer is C. A standard briefing includes adverse conditions, a VFR flight not recommended statement (if appropriate), weather synopsis, current and forecast conditions, notams, and winds aloft. An abbreviated briefing is used if only supplemental information is needed, such as an updated forecast. An outlook briefing should be requested if your proposed time of departure is six or more hours in the future. A general briefing is not a recognized briefing type.
6. The correct answer is C. Using more power than necessary for extended periods, as well as a too-lean mixture, can cause the engine to run hot, which can cause the oil temperature and cylinder head temperature gauges to exceed their limits. Decrease power, increase airspeed, reduce the rate of climb, and use a richer mixture, or any combination thereof.
7. The correct answer is C. When the sun heats the Earth, it causes warm air to rise. The warm, moist air is condensed as it cools aloft, forming cumulus and towering cumulus clouds. This rising air also causes convective turbulence. High cirrus clouds and low nimbostratus, or rain, clouds are not necessarily indicative of convection.
8. The correct answer is B. While rain can reduce visibility and precipitation static can cause radio trouble, neither of these poses as much of a risk as wind shear turbulence on a landing approach. Distance from thunderstorms is the key, and the more the better, but remember that effects of a storm can be felt 20 miles away.

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