Training Notes and News

Aviation's future depends on the interest of today's young people, and at least one program is bringing the fun and excitement of flying to 12- to 18-year-olds nationwide. Youth Aviation Adventure, with extensive involvement from Ohio State University, is divided into nine instructional areas, each taught by two volunteer aviation professionals. YAA has more than 100 pilot and adult volunteers who offer their expertise as discussion leaders on topics such as aviation careers, aircraft instruments, and more.

AOPA President Phil Boyer was on hand in late 2007 at Clermont County Airport, east of Cincinnati, Ohio, while YAA volunteers trained new recruits from Sporty's Pilot Shop. YAA plans to offer the workshops twice a year.

If you know someone who is looking to get young people involved in aviation, AOPA can help. The association offers resources like Pilots and Teachers Handbook, a book for pilots and secondary teachers that helps to effectively connect math, science, physics, history, and technology to the basics of general aviation.

Delays shorten for special-issuance medicals

If you have a medical condition that's keeping you on the ground, your chances of getting back in the air quickly are better now than ever before. The average processing time for medical certificates, including special issuances, is now 30 days, with some cases as low as 15. And less than 0.01 percent of applicants are actually denied because they are medically unfit to fly. That's because the FAA is considering more serious medical conditions than before.

Much of the improvements in the medical certification process stem from a nearly 10-year effort to switch the FAA's medical process from paper to electronic. AOPA has been actively involved since the beginning of this "virtual medical certification system" and made several several of the recommendations that the FAA has now implemented.

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:

• Diamond's Luxury Single. The DA40XLS brings more capability and comfort to an already-popular light single.
• Icing Escape Clauses. Tips for making a safe exit from icing conditions.
• America's Airports. Dayton-Wright Brothers Airport marks the birthplace of aviation.

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

Leroy Homer Jr. scholarship deadline approaching

The Leroy W. Homer Jr. Foundation, a nonprofit organization that encourages and sponsors young men and women who wish to pursue careers as professional pilots, is accepting applications for its 2008 flight training scholarship. Applications are due January 31. Applicants must be ages 16 to 23 at the time of application, and must be pursuing a private pilot certificate on their own (students enrolled in collegiate flight programs are not eligible). For more information or an application, see the Web site. The scholarship honors the memory of Leroy W. Homer Jr., the first officer on United Flight 93, which crashed during the terrorist attacks of September 11, 2001.

Pilots'group accepting scholarship applications

The National Gay Pilots Association has designated $15,000 to be awarded in student scholarships during 2008. Scholarships of between $2,500 and $5,000 are available to students pursuing an aviation career as a professional pilot. The scholarships are merit based; criteria include demonstrated academic ability, financial need, and active participation in matters of social justice and the betterment of the lesbian, gay, bisexual, and transgender community. Scholarship awards will not discriminate on the basis of an applicant's sexual orientation. Applications are due March 1, 2008. For more information, see the Web site and follow the "scholarships" link on the left side of the home page.

What It Looks Like
Electrical bus

By Mark Twombly

Think of your aircraft's electrical bus as a kind of power strip, similar to the ones you may use in your home and office. A power strip takes current and distributes it to whatever device is plugged into the outlets in the strip. Most power strips also incorporate a surge protector that instantly cuts off power to the outlets in the event of a power surge. The electrical bus takes primary electrical power and funnels it to various components throughout the airplane. The bus also incorporates safeguards--circuit breakers--that protect against potentially damaging problems such as short circuits and over-voltage spikes.

The accompanying photo shows an electrical bus in a Cessna single-engine airplane. The front side of the bus facing the cockpit has an array of switches for Master (alternator and battery) and Avionics Master; toggle switches for Fuel Pump, Pitot Heat, and various interior and exterior lights; and pop-out circuit breakers for all electrically powered components and systems throughout the aircraft.

The back side of the bus, the side you don't see except in the photo, is a maze of wiring and connectors.

An electrical bus allows for an orderly distribution of electricity, with various safeguards. The electrical bus can accommodate systems and components with a variety of power requirements (a 10-amp flap motor and five-amp cabin lights, for example). This allows the pilot to turn individual systems and components on or off as desired, without affecting other items on the bus.

The electrical bus also allows for isolation of electrical components. If a problem occurs in one system or component that trips a circuit breaker, other electrical systems or components are not adversely affected.

Newer aircraft, especially those with glass cockpits, may have two or even three different electrical buses. If you fly one of those aircraft, you'll need to become familiar with what equipment is powered by each bus. That knowledge will prove very helpful if you ever need to troubleshoot an electrical problem.

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 below.

1. An operable 4096-code transponder with an encoding altimeter is required in which airspace?
1. Class A, Class B (and within 30 miles of the Class B primary airport), and Class C.
2. Class D and Class E (below 10,000 feet msl).
3. Class D and Class G (below 10,000 feet msl).
2. When are non-rechargeable batteries of an emergency locator transmitter (ELT) required to be replaced?
1. Every 24 months.
2. When 50 percent of their useful life expires.
3. At the time of each 100-hour or annual inspection.
3. If a recreational or private pilot had a flight review on August 8, this year, when is the next flight review required?
1. August 8, two years later
2. August 31, next year.
3. August 31, two years later.
4. If a pilot changes the altimeter setting from 30.11 to 29.96, what is the approximate change in indication?
1. Altimeter will indicate 0.15 inches Hg higher.
2. Altimeter will indicate 150 feet higher.
3. Altimeter will indicate 150 feet lower.
5. During flight, when are the indications of a magnetic compass accurate?
1. Only in straight-and-level unaccelerated flight.
2. As long as the airspeed is constant.
3. During turns if the bank does not exceed 18 degrees.
6. With regard to carburetor ice, float-type carburetor systems in comparison to fuel injection systems are generally considered to be
1. more susceptible to icing.
2. equally susceptible to icing.
3. susceptible to icing only when visible moisture is present.
7. What should be the first action after starting an aircraft engine?
1. Adjust for proper rpm and check for desired indications on the engine gauges.
2. Place the magneto or ignition switch momentarily in the Off position to check for proper grounding.
3. Test each brake and the parking brake.
8. If the pitot tube and outside static vents become clogged, which instruments would be affected?
1. The altimeter, airspeed indicator, and turn-and-slip indicator.
2. The altimeter, airspeed indicator, and vertical speed indicator.
3. The altimeter, attitude indicator, and turn-and-slip indicator.

Final Exam Answers

1. The correct answer is A. According to FAR 91.215, a transponder with Mode C or Mode S is required in class A, B, and C airspace. A transponder is not required while operating in class D, E, or G airspace.
2. The correct answer is B.
   
   Non-rechargeable ELT batteries must be replaced after 50 percent of their useful life has expired. The FAA doesn't mandate a schedule for replacement of ELT batteries. If the batteries or battery pack have an expiration date, that date must be observed. ELT units and batteries are checked during the annual and 100-hour inspections, but replacement is not mandated at inspection.
3. The correct answer is C. A pilot must have successfully completed a flight review within the previous 24 calendar months in order to act as pilot in command. A flight review is good, and current, through the last day of the month.
4. The correct answer is C. Any time a lower altimeter setting is dialed in, the altimeter will display a lower altitude. Smaller numbers in the setting window mean a smaller, or lower, altimeter reading. Since one inch of pressure is roughly 1,000 feet on the altimeter, a change of 0.15 inches would equate to 150 feet.
5. The correct answer is A. The compass will only read accurately while the aircraft is in straight-and-level flight and is at a constant speed. Changes in airspeed affect compass readings. Answer B does not account for pitch and roll, which can be changed as airspeed is maintained. Answer C is incorrect because any turning will induce an error in compass indication.
6. The correct answer is A. Carbureted engines are generally more susceptible to icing because of evaporative cooling whenever the fuel and air are mixed in the carburetor. In fuel-injected engines, air and fuel are mixed in the engine cylinders.
7. The correct answer is A. If the engine does not indicate oil pressure within the time period specified in the airplane flight manual, the engine should be immediately shut down. Momentarily switching the magneto switch off is normally a shutdown item, and testing the brakes is not the first action one should complete after engine start.
8. The correct answer is B. The altimeter, airspeed indicator, and vertical speed indicator all operate off of the static system; the airspeed indicator also operates off of the pitot system. The turn-and-slip indicator and attitude indicator don't rely on static air. If the static vents become clogged, use the alternate static source to restore static system function.

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