An in-flight emergency can occur at any moment. And depending on how long you’ve been flying, the skills and procedures you once learned about how to react in an emergency situation, may not remain clear in your memory years later. Even if you feel fairly familiar with emergency procedures, there is never such a thing as being too prepared for an emergency. For this reason, Coast Flight Training is offering an emergency procedure refresher course. After just one day, you will be far better off in any emergency flight situation than you were before.
The day is broken up into two hours of ground school and four hours of simulation, where you will be given the chance to react to an emergency in a very real and impacting way. The simulator time will be broken up into two lessons that airlines use to train their pilots. The course will involve both practical and real scenario lessons.
During the course, your instructor will go over routine emergency procedures, as well as abnormal procedures. You will be provided with methodology to handle any emergency in the most efficient and effective way possible.
The many benefits of a simulator course in handling emergencies include:
• Inexpensive Cost. The simulator costs much less when compared to emergency training with an actual airplane.
• Valuable Experience. Participants are allowed the opportunity to react to an engine failure and other hazardous situations. Participants are also able to have the experience of being in a real-time flight situation. You will learn quick decision-making skills, and have the option to terminate or avert flight.
• Learning From The Past. Participants are able to experience and react to an example accident that has actually befallen other pilots. In the program, students are able to learn from their mistakes and access the procedures that would have made for a successful flight.
• Memory Refresher. The course keeps skills fresh and ensures that you are adequately prepared to handle any emergency.
For most of us, we learned to use the word “Roger” early in our aviation career. We learned that it simply means that we heard and understand what the other person said. We were clearly taught that it connotes no permission or authorizations. For whatever reason, we then go through our career or hobby of flying and hardly ever use that word. And we seldom hear it spoken by ATC!
So what happens when we have a problem on the airfield and we tell ATC that we need to do something and they say “Roger?” What does that mean? Let me give you a recent example.
A C-210 received ATC clearance to taxi via Taxiway Juliette and to cross Runway 1/19. En-route, the C-210 pilot advised ATC that the aircraft just blew a tire. The pilot requested to exit the aircraft to inspect the wheel. The Tower authorized the pilot’s request and asked the pilot to advise if he needed help.
At this time, a C-172 reported inbound with a request for full stop landings or touch and go’s on Runway 1. The tower cleared the C172 as requested. (Can you see the Runway Incursion scenario developing?)
The C-210 pilot came back on the frequency stating he had a wheel come apart. The Tower asked his intentions, and the C210 pilot said if he moved the aircraft it would do damage and requested to go to an FBO. (Getting to the FBO from the damaged C-210 would require a runway crossing.) The Tower responded “roger.” The pilot responded, “Thank you very much.”
The Tower then observed two men on foot walking towards the runway. The tower called the C-210 several times with no response. The Tower, after observing the men crossing the actual runway told the inbound C-172 to go around and enter right traffic for Runway 1, later changing clearance to land on Runway 5.
It appears to me that with the additional stress caused by the blown tire, when the pilot made his request to go to the FBO, he expected the Tower to give him a “Yes” or a “No”, and when the Tower replied with a simple, “Roger,” he forgot his early training that “Roger” is not an authorization — and started hiking!
Fortunately, the pilot of the C-172 executed a proper go-around and landed safely on another runway.
The Aeronautical Information Manual is the authoritative source for proper aviation communications. You might want to take an opportunity to review communication procedures in the AIM: http://www.faa.gov/air_traffic/publications/atpubs/aim/. But most of all, remember your early training – “Roger” only means that someone heard what was said; it does not give authority to do something.
Remember that crossing any runway, whether in an airplane, a vehicle, or on foot, always requires a specific authorization from ATC.
Have a safe and enjoyable Summer of Flying!
As senior Trevor Rogers was taxied onto the Montgomery Field runway, he took a deep breath.
“Montgomery Tower, Cirrus six-three-zero-sierra-foxtrot holding short two-eight right for an eastbound departure,” he said into his radio.
“Six-three-zero-sierra-foxtrot clear for eastbound departure two-eight right,” the tower crackled back.
And with that short exchange, Trevor was granted permission to fly the Cirrus SR-20. He leaned forward, closed his preflight checklist, and pulled onto the strip. As he began to pick up speed to prepare for takeoff, his face tensed slightly in anticipation. “When you’re taking off, it’s like, ‘Well, there’s no turning back now,’” Trevor said. “For the most part, once you’re going [on the runway], you have to get airborne. You can’t just stop and turn around.” Turning back isn’t something that Trevor would do though, not after all of his hard work. For him, earning his private pilot’s license last July was just one step in his ultimate dream of becoming a fighter pilot in the Air Force. “I’ve wanted to be in the military since I was little,” he said. “But when I was little, flying [didn’t seem like] a reality. When I actually went to the [Air Force Academy’s] summer seminar though, it became a reality.”
For a reality though, it was one that didn’t come easy. While earning his license, he had his grades to keep up and flight school, which dominated a large chunk of his time. And, since Trevor hopes to earn for a spot in the Air Force’s highly competitive Undergraduate Pilot Training (UPT) program after college, both his high school and college GPA need to be near perfect.
“It’s going to be really stressful,” he said. “I’m not going to be able to have as much fun necessarily because I’ll have a lot of work to do. It will be all worth it in the end because I’ll have a guaranteed job in the military serving my country.”
Trevor is stepping up to the challenge though. Ending the year with his GPA above a 4.0, his license gained, and even an $18,000 AFROTC scholarship, all that is left for Trevor is to keep moving forward and to keep doing what he loves—flying.Westview High School Yearbook. Anne Yilmaz 2012
Target Date: 2035
The best way to conserve jet fuel is to turn off the gas engines. That’s only possible with an alternative power source, like the battery packs and electric motors in the Boeing SUGAR Volt’s hybrid propulsion system. The 737-size, 3,500-nautical-mile-range plane would draw energy from both jet fuel and batteries during takeoff, but once at cruising altitude, pilots could switch to all-electric mode. At the same time Boeing engineers were rethinking propulsion, they also rethought wing design. “By making the wing thinner and the span greater, you can produce more lift with less drag,” says Marty Bradley, Boeing’s principal investigator on the project. The oversize wings would fold up so pilots could access standard boarding gates. Together, the high-lift wings, the hybrid powertrain and the efficient open-rotor engines would make the SUGAR Volt 55 percent more efficient than the average airliner. The plane would emit 60 percent less carbon dioxide and 80 percent less nitrous oxide. Additionally, the extra boost the hybrid system provides at takeoff would enable pilots to use runways as short as 4,000 feet. (For most planes, landing requires less space than takeoff.) A 737 needs a minimum of 5,000 feet for takeoff, so the SUGAR Volt could bring cross-country flights to smaller airports.—Rose Pastore
Target Date: 2030
The first era of commercial supersonic transportation ended on November 26, 2003, with the final flight of the Concorde, a noisy, inefficient and highly polluting aircraft. But the dream of a sub-three-hour cross-country flight lingered, and in 2010, designers at Lockheed Martin presented the Mach 1.6 Supersonic Green Machine. The plane’s variable-cycle engines would improve efficiency by switching to conventional turbofan mode during takeoff and landing. Combustors built into the engine would reduce nitrogen oxide pollution by 75 percent. And the plane’s inverted-V tail and underwing engine placement would nearly eliminate the sonic booms that led to a ban on overland Concorde flights.
The configuration mitigates the waves of air pressure (caused by the collision with air of a plane traveling faster than Mach 1) that combine into the enormous shock waves that produce sonic booms. “The whole idea of low-boom design is to control the strength, position and interaction of shock waves,” says Peter Coen, the principal investigator for supersonic projects at NASA. Instead of generating a continuous loop of loud booms, the plane would issue a dull roar that, from the ground, would be about as loud as a vacuum cleaner.—Andrew RosenblumSource: Rosenblum, Andrew. “Jet Setters” Popular Science May 2012
“NASA asked the world’s top aircraft engineers to solve the hardest problem in commercial aviation: how to fly cleaner, quieter and using less fuel. The prototypes they imagined may set a new standard for the next two decades of flight.”
BOX WING JET, LOCKHEED MARTIN
Target Date: 2025
Passenger jets consume a lot of fuel. A Boeing 747 burns five gallons of it every nautical mile, and as the price of that fuel rises, so do fares. Lockheed Martin engineers developed their Box Wing concept to find new ways to reduce fuel burn without abandoning the basic shape of current aircraft. Adapting the lightweight materials found in the F-22 and F-35 fighter jets, they designed a looped-wing configuration that would increase the lift-to-drag ratio by 16 percent, making it possible to fly farther using less fuel while still fitting into airport gates.
They also ditched conventional turbofan engines in favor of two ultrahigh-bypass turbofan engines. Like all turbofans, they generate thrust by pulling air through a fan on the front of the engine and by burning a fuel-air mixture in the engine’s core. With fans 40 percent wider than those used now, the Box Wing’s engines bypass the core at several times the rate of current engines. At subsonic speeds, this arrangement improves efficiency by 22 percent. Add to that the fuel-saving boost of the box-wing configuration, and the plane is 50 percent more efficient than the average airliner. The additional wing lift also lets pilots make steeper descents over populated areas while running the engines at lower power. Those changes could reduce noise by 35 decibels and shorten approaches by up to 50 percent.—Andrew Rosenblum
Source: Rosenblum, Andrew. “Jet Setters” Popular Science May 2012
MSEL PRESENTS Dr. Sherry Nooravi, Will Dryden & Brian Rott
Tuesday, May 22, 2012
Check-in and breakfast begin at 7:15 am
Event will be held from 8:00 am – 9:00 am
University of San Diego
Mother Rosalie Hall Room 102
PLEASE RSVP NO LATER THAN
Friday, May 18, 2012
by going to http://bit.ly/IH0qF3
Join us for an exciting and thought-provoking talk as organizational psychologist Dr. Sherry Nooravi shares the results of her research on the best practices of the CEOs of San Diego’s fastest growing companies.*
Will Dryden and Brian Rott, two of the top 20 CEOs on the list, will participate in her presentation. Dr. Nooravi will share seven ways the CEOs she interviewed harness the power of culture in their organizations to help them produce tremendous growth in a short period of time. You will find what you learn about their approach to culture, innovation, communication, employee development and customer service inspiring and applicable for every organization.
Dr. Sherry Nooravi is a business psychologist and principal consultant at Strategy Meets Performance, a leadership consulting firm specializing in creating engaged, productive and innovative cultures in small-mid-sized companies. When she is not working with her clients, she leads the San Diego Chapter of Room to Read, a global non-profit that focuses on global literacy and gender equality in developing countries. Joining Dr. Nooravi will be two of the CEOs named on the San Diego Business Journal’s list: Will Dryden and Brian Rott.
Will Dryden is the CEO of Coast Flight Training, the 7th fastest growing private company in San Diego.* Will Dryden started Coast Flight Training in 2008 with a trailer and a vision for what flight training could become. Will’s idea was to structure a school that would accomplish the task of preparing clients to not only pass a test, but to also enjoy the privileges of a pilot license long into the future. This concept struck a nerve. Almost four years later, Coast has grown into a modern training facility featuring a fleet of more than 17 advanced civil aviation planes, a full motion flight simulator and a top tier instructor team. He will share how he used his vision to build a solid team that lead to Coast Flight’s success.
Brian Rott is the CEO of Superior Onsite Services, Inc., the 15th fastest growing private company in San Diego.* Superior Onsite Service, Inc. is a golf cart, utility and electric vehicle mobile repair company that services vehicles at client sites using a team of the industry’s most experienced, factory-trained and certified technicians. The sister company, Cart Mart Inc., is Southern California’s oldest distributor of golf, transportation and commercial vehicles. Customers include the military, schools, hospitals, golf courses, shopping centers, amusement parks, apartment homes, stadiums, resorts, airports, manufacturers and of course private individuals who use vehicles in a number of creative ways. Brian will share how his industry experience and leadership perspective lead to his success.
* Each year, the San Diego Business Journal researches and publishes the list of the 100 Fastest-Growing Private Companies in San Diego County. This research uncovers our region’s top emerging growth companies.
New Additions to the Cirrus SR22 for 2012
The Cirrus SR22 is known as the flagship aircraft from this leading manufacturer of small planes in the United States. The SR22 is seeing some exciting new additions this year, including extra seating, new appearance packages, an enhanced onboard satellite telephone system and a fully integrated communication system. It looks like 2012 is a great year to be flying one of these sleek single-engine planes.
Seating for Five
The SR22 has historically been a four-seater, but now Cirrus is offering “60/40 FlexSeating” in the back that allows for one additional person to sit comfortably. Optional seat belts also provide customized seating for one adult and two children in the rear seat. The new seating system weighs 10 pounds less than its predecessor, despite its increased capacity.
Cirrus has classed up its appearance packages to provide a sense of luxury, sophistication and style in the cockpit and rear. New appearance options range from the classic style of the Platinum Package to the modern Carbon Package, inspired by the adrenaline of flight.
New Satellite Telephone System
The on-board satellite telephone system now available for Cirrus SR22s enables both voice calls and text messaging during flights, as well as worldwide weather radar coverage. Pilots can use the same keypad that they program the GPS with to type and send text messages, making communication from the cockpit a breeze. The option is now being included as a way for passengers to stay connected en route, which is especially pertinent to business travelers, according to Matt Bergwall of Cirrus.
Perspective Global Connect™
This new communication technology for the SR22 allows pilots to communicate like never before. Having this fully integrated communication system within easy reach allows pilots to see worldwide weather reports with graphics on a screen right in front of them. The system also includes a satellite phone from Iridium® Communications that allows text messaging through the MFD and group or private calls through headsets in the cabin.
In the coming weeks, pilots can expect to see mountain waves in several snowy, mountainous regions. When wind flow is perpendicular to a mountain, as the wind velocity and altitude increase during an inversion below 15,000 feet, or a stable air mass layer aloft, mountain waves will occur. These atmospheric disturbances are characterized by lenticular clouds that alert pilots to their potentially deadly presence. It’s possible to predict mountain waves and other atmospheric disturbances with a high level of accuracy, though, giving pilots a chance to decide whether or not to fly under such conditions.
How to Check for Weather Conditions Before and During Your Flight
There are a couple of ways to check the weather for disturbances such as mountain waves before you fly, mainly through observations and weather forecasts. There are also online weather resources, including the Aviation Weather Center and DUATS.
• Metar – Airman’s meteorological reports
• Radar Summary Charts – Reports showing analyses of precipitation surface with cold fronts, warm fronts and areas of high or low pressure
• Surface Analysis Reports – Focus on areas of high or low pressure, as well as cold or warm fronts
• U.A. – Real-time reports from fellow pilots (recommended)
• 12/24-Hour Prognostic Reports – Show where cold fronts, warm fronts and areas of high or low pressure are going to move
• F.A. – Explains reasons for weather forecasts in different areas
• TAF’s Terminal Aerodrome Report – Provides expected future weather for area surrounding airports (not available for all airports)
Deciding Whether or Not to Fly – Know Before You Go
In addition to mountains waves, thunderstorms are also a serious danger to pilots during this time of year. You should always be ready to change your plans or land if you’re presented with scattered storms, as the pilot did on a recent SR22 flight from San Diego, CA to Sarasota, FL, which is pictured below.
The pilot used an Avidyne radio and XM Satellite Weather to predict the weather and made the important decision to land. In order to make a proper go/no go decision, it is necessary to understand the weather and where and how it is generated, so you can effectively predict whether atmospheric changes are likely to occur in the areas where you will be flying. Pilots who are proficient at flying in different environments may also be able to take more risks, whereas inexperienced pilots are in greater danger when flying into mountain waves and other atmospheric disruptions. Pilots should always look at weather observations and forecasts before flying, recognize their personal limits and the limits of their plane, and be ready to make adjustments during the flight if necessary.
Cirrus caused a buzz in the aviation world in 2008 when the aircraft manufacturer finally launched the much-awaited Perspective. The Cirrus Perspective by Garmin is a standard cockpit. It employs many of the same underlying technologies as the G1000 system, but is designed solely for Cirrus’ specifications. It offers numerous benefits and new features that Cirrus pilots will surely appreciate.
These are the most exciting features and benefits of the Cirrus Perspective by Garmin:
This is truly the safest cockpit option available in general aviation!