Training News & Notes

Air Force planning for Trainer X

Heard of Trainer X? Didn't think so. The Northrop T-38 Talon trainer has had a good 42-year run, but it's time for that to change. As part of its replacement program, the U.S. Air Force is first looking at what its future training needs will be.

The supersonic Talon fleet ran into trouble after a fatal crash on May 1, 2008, that caused the Air Force to take all Talons apart, including those in storage, to look for stressed parts. The effort is 88 percent complete, but thus far they have found only two aircraft with defective parts.

There are 450 Talons (purchased for $738,000 each), so is that how many replacement aircraft will be needed? To determine the number of Trainer X aircraft to buy after 2020, the Air Force is determining what training needs will be over the 40-year life of the new airplane. So far the program has no cost estimate or "concept" design.

"I'm in discovery. What should pilot training look like?" said Air Force Gen. Stephen R. Lorenz, who commands the Air Education and Training Command at Randolph Air Force Base, Texas.

At the moment the Air Force needs 1,100 to 1,200 pilots per year, but its needs have been higher. Years ago there were 750 McDonnell Douglas (now Boeing) F-15s, but now there are 522, according to an Air Force Web site. And there were 2,400 F-16s (there are now 1,280). During those years the Air Force needed 3,500 new pilots per year.

There are numerous applicants for each of today's 1,200 slots, Lorenz said, but those seeking a career should not be discouraged. You'll need better qualifications than competing applicants to snag a pilot spot. Pilots make up only 20 percent of the Air Force officer corps, and Lorenz pointed out there are also careers in cyberspace and outer space.

He now has a group of officers going through unmanned aerial systems training, and there may be more of that in the future. While those pilots may wish to transfer to manned aircraft at some point, there was no problem getting them motivated to fly unmanned aircraft. They can read the papers and understand the importance of such vehicles in the war against terrorists. "UAVs are doing great things, and the younger generation knows it," Lorenz said. There is talk of unmanned aerial refueling operations, and using "swarms" of unmanned vehicles in an attack, he added.

You can still have a career as a pilot in the Air Force, but your cockpit might remain on the ground.

-Alton K. Marsh

ATP adds locations, cuts prices

Airline Training Professionals (ATP) will open five new training centers across the country and drastically reduce its pricing for certain courses, the nationwide flight training provider said February 2. Prices for the accelerated multiengine courses will be reduced by as much as 20 percent. "We are taking full advantage of the current economic climate to reduce expenses across the board," said Jim Koziarski, ATP's vice president of flight operations. "Lower fuel prices, insurance rates, facility leases, and owning our own aircraft mean that we can lower our prices and compete very effectively in this market." The company will be opening new training centers in Charlotte, Indianapolis, Tampa, San Diego, and Oakland. -Ian J. Twombly

What It Looks Like: Beyond the hold line

By Mark Twombly

Taxiing an airplane around a busy airport, especially one with an operating air traffic control tower, can resemble stop-and-go driving in a city except that there are (hopefully) no cars to contend with, and no stop signs. Come to think of it, stop signs-very short ones-on taxiways aren't such a bad idea. They might make it easier to know when you are supposed to stop before proceeding.

One situation in which a stop sign might come in handy is when exiting the active runway after landing at a tower-controlled airport. The proper procedure is to taxi beyond the runway holding position markings (a pair of dashed yellow lines followed by a pair of solid yellow lines); bring the airplane to a complete stop; reconfigure the airplane for ground operations (turn off anti-collision lights and set transponder to standby, raise flaps, reset trim, et cetera); and contact the ground controller for a clearance to taxi to the ramp.

The problem is determining when the tail of the airplane has cleared the holding position markings so that you can stop. It's important because failure to fully clear the markings-leaving a portion of the airplane hanging over and beyond the solid lines on the runway side-constitutes a runway incursion.

The FAA used to define a runway incursion as occurring on a runway and having a collision hazard or loss of separation, while failure to clear the holding position markings might be considered a less-serious surface incident. However, in 2007 the FAA changed its definition of a runway incursion to conform to the International Civil Aviation Organization definition, which is:

"Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle, or person on the protected area of a surface designated for the landing and takeoff of aircraft." That means taxiways are fair game for runway incursions and the serious penalties that can result.

How can you be certain you've cleared the holding position markings when exiting the runway? Look for the yellow runway boundary sign to the side of the taxiway. It is aligned with the first solid line on the taxiway side of the holding position markings. If you are sure the tail of the airplane is past that "stop sign" on the taxiway side, you should be good to come to a stop and switch to the ground control frequency.

The Frugal Student: Money-saving tips

Flying costs money, there's no way around that. But there are steps you can take that will save you money as you earn your pilot certificate. Don't forget to send us your ideas. E-mail them to mailto:[email protected].

• Join a flying club. New private pilot Eric Brown of Gaithersburg, Maryland, joined a club that charges by tach time rather than Hobbs. On a one-hour flight around the pattern, he paid for 0.6 of an hour.

• Tag along with another student. Ask your CFI if you can ride in the back seat while she instructs another student. You'll learn a lot just by watching.

• Buy block time. Many flight schools will offer discounts on blocks of flying time. Be sure to read the fine print: If the school closes, will you get your money back?

Runway safety as a function of time

When things are busy, pilots and air traffic controllers are focused on the task at hand-but when things slow down, our level of attention can be affected.

On a foggy day in Moline, Illinois, an airport ground vehicle is cleared onto a runway to work on some lights. Nearly half an hour later, a pilot asks to take off. Focusing on the departure and changing weather, the controller forgets about the truck. Fortunately, it is parked clear of the runway, and a collision is avoided.

The AOPA Air Safety Foundation and the FAA's Office of Runway Safety offer an animated replay of the event that includes the actual radio communications. Watch the animation online. If you were the pilot of the departing aircraft, what might you have done to minimize the risk?

-Mike Collins

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:

• NASCAR Pilots: Look what you have in common with Matt Kenseth, Carl Edwards, and other Sprint Cup contenders.
• Lock, Load, Liftoff: Meet the men training the student pilots in Iraq's new air force.
• South of the Border: Fly into Mexico and stay at a resort that beckons pilots.

Are you ready to read about more advanced subjects such 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).

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 page 60.

1. The greatest vortex strength occurs when the generating aircraft is:
   1. light, dirty, and fast.
   2. heavy, dirty, and fast.
   3. heavy, clean, and slow.

2. When taking off or landing at an airport where heavy aircraft are operating, one should be particularly alert to the hazards of wingtip vortices because this turbulence tends to
   1. rise from a crossing runway into the takeoff or landing path.
   2. rise into the traffic pattern area surrounding the airport.
   3. sink into the flight path of aircraft operating below the aircraft generating the turbulence.

3. FAA advisory circulars containing subject matter specifically related to air traffic control and general operations are issued under which subject number?
   1. 60.
   2. 70.
   3. 90.

4. Which cruising altitude is appropriate for a VFR flight on a magnetic course of 135 degrees?
   1. Even thousands.
   2. Even thousands plus 500 feet.
   3. Odd thousands plus 500 feet.

5. Which incident requires an immediate notification to the nearest NTSB field office?
   1. A forced landing because of engine failure.
   2. Landing gear damage caused by a hard landing.
   3. Flight control system malfunction or failure.

6. If an aircraft is involved in an accident that results in substantial damage to the aircraft, the nearest NTSB field office should be notified
   1. immediately.
   2. within 48 hours.
   3. within 7 days.

7. What force makes an airplane turn?
   1. The horizontal component of lift.
   2. The vertical component of lift.
   3. Centrifugal force.

8. In what flight condition is torque effect the greatest in a single-engine airplane?
   1. Low airspeed, high power, high angle of attack.
   2. Low airspeed, low power, low angle of attack.
   3. High airspeed, high power, high angle of attack.

Final Exam answers

1. The correct answer is C. The most severe vortex strength is created by an airplane that is heavy, clean, and slow. A heavy airplane generates more lift compared to a lighter airplane; a slower speed will produce a higher angle of attack; and a clean configuration (gear and flaps retracted) contributes to stronger vortices. All are contributing factors to greater vortex strength, and greater concern for a small airplane pilot following a larger airplane such as during takeoff, climbout, approach, or landing.

2. The correct answer is C. Wingtip vortices tend to descend at a rate of several hundred feet per minute, sinking into the flight path of aircraft operating below the aircraft generating the turbulence. Wingtip vortices do not rise.

3. The correct answer is C. Advisory circulars specifically related to air traffic control and general operations are issued under subject number 90. Subject matter related to airmen will be issued under number 60 and subject matter related to airspace is issued under subject number 70.

4. The correct answer is C. FAR 91.159 directs a pilot as to what altitude to fly under VFR. When operating above 3,000 feet above ground level and below 18,000 feet mean sea level on a magnetic course of 0 degrees through 179 degrees, a pilot may fly any odd thousand foot msl altitude plus 500 feet. On a course of 180 through 359 degrees, the pilot should fly any even thousand msl altitude plus 500 feet. It is important to recognize that this rule is based on magnetic course being flown, not heading.

5. The correct answer is C. The operator must notify the nearest NTSB office when an aircraft accident occurs or for the specified incidents listed in NTSB Part 830. Flight control system malfunction or failure is one of these incidents listed that requires immediate notification.

6. The correct answer is A. NSTB Part 830 explains that if an aircraft accident has occurred, the aircraft operator is required to immediately notify the nearest NTSB field office. The definition of an aircraft accident includes substantial damage to the aircraft.

7. The correct answer is A. Banking the airplane requires some lift produced by the wing to act horizontally. This horizontal component of lift is responsible for making the aircraft turn.

8. The correct answer is A. Torque effect causes the airplane to roll to the left in most conventional single-engine airplanes spinning a propeller clockwise as viewed from the pilot's seat. Torque effect is greatest during a low-airspeed, high-power, and high angle of attack flight condition, such as during initial climb-out after takeoff. Torque is one reason why right rudder is used to compensate for left-turning tendencies on takeoff and climbout.