Turbine aircraft are most affected, but caution is called for

The eruption of Mount Eyjafjallajokull has drawn much attention to the potential affect of volcanic ash on aviation operations. While parts of North Atlantic and European airspace, along with airports lying underneath, have been sporadically shut down to IFR traffic, VFR general aviation traffic has been mostly unaffected. Much of the concern surrounding volcanic ash has to do with the havoc it can cause to turbine aircraft. Such aircraft are particularly susceptible to damage as a result of the erosion and the deposits of melted ash on various engine components. For example, a seven minute encounter with ash in a DC-8 resulted in repair costs in excess of $3 million. But even general aviation aircraft must be cautious in the vicinity of ash. Ash can clog pitot tubes, static ports, carburetor inlet filters, as well as engine and oil cooling inlets. Particulates in ash are very caustic to windshields turning them translucent with scratches. Pilots can be impaired by odors and eye irritation from ash entering fresh air inlets. Even aircraft on the ground are not safe. Care must be used to prevent damage of paint and windshields when attempting to remove accumulated ash that has rained from above. Washing the aircraft often is not a viable solution as ash turns into a thick slurry when mixed with water. Pilots are advised to visually avoid areas of suspected ash dispersion, check ash cloud forecasts, and to hangar aircraft when not in use. To see the latest Iceland volcano ash forecasts go online (http://flighttraining.aopa.org/ash).

California passes requirements for flight schools

California Gov. Arnold Schwarzenegger signed Assembly Bill 48 into law last fall, which mandates FAA-approved flight schools satisfy certain requirements. Called the California Private Postsecondary Act of 2009, the law will require flight schools to pay a yearly fee and open their books to regulators.

The intent of the law is to protect the financial well being of students who seek an education at a postsecondary school. If the school goes out of business, or is unable to fulfill its obligation to the student, the student is reimbursed a certain amount of money. To fund the program, Part 141 FAA flight schools will now be required to pay an initial $5,000 fee, followed by a $1,000 annual fee, and 0.75 percent of yearly profits to the program.

AOPA Director of State Legislative Affairs Mark Kimberling said it’s important people understand that implementation of the law is still being determined. “Despite some speculation within the industry, the legislation does not specifically target individual flight instructors, and the effect on them is not yet clear,” Kimberling said. “Yet it will clearly impact traditional ‘brick and mortar’ flight schools financially.

"While business accountability for flight schools is not necessarily a bad thing for students who invest in flight training, we want to be careful that this regulation is not overly burdensome to the point that the quality and availability of flight training in the state is significantly diminished.”

AOPA evaluates FO requirements

Offering airline-specific endorsements for commercial pilots serving as a first officer in Part 121 air carrier operations may address concerns about those pilots’ eligibility, training, and qualification without negatively impacting general aviation operations, AOPA told the FAA in its recent comments.

The fatal crash of Colgan Air Flight 3407 outside of Buffalo, New York, in February 2009 sparked questions about whether a commercially rated co-pilot in Part 121 operations receives adequate training. The FAA asked whether it should continue to allow the commercial pilot certificate to be the minimum requirement for hiring new first officers at an airline. While several of the proposals—including requiring an air transport pilot certificate or additional flight hours, among others—could have a negative impact on the GA industry by deterring new pilots from beginning training, the concept of offering airline-specific endorsements would target specific skill sets needed for Part 121 operations without negatively impacting GA, AOPA said in its formal comments.

Other potential changes mentioned in the proposal include requirements for all pilots employed in Part 121 air carrier operations to hold an ATP certificate (which requires a minimum of 1,500 hours); academic training as a substitute for flight hours experience; and an additional authorization on an existing pilot certificate.

King Schools, Redbird offer simulator

King Schools and Redbird Flight Simulations now offer a $6,995 Redbird TD home aviation simulator.

“With airplane manufacturers restricting the use of circuit breakers to simulate system failure in the air, a good simulator has become essential in preparing to deal with emergencies—and the Redbird TD really delivers,” said Martha King, co-chairman of King Schools.

The Redbird TD comes with either a “glass” or analog instrument panel—each option providing realistic system failures—and is approved as a basic aviation training device by the FAA. This approval allows pilots to log instrument time for the purpose of recent experience and to log up to 10 hours toward an instrument rating, or log up to 2.5 hours toward a private pilot certificate.

The Redbird TD is available exclusively through King Schools’ marketing, sales, and distribution channels worldwide.