In adding these 14,000-plus events to ForeFlight, Ren Scott, EAA’s director of business development, underscores the benefits to ForeFlight users and tells the press [that adding these events] “makes the ForeFlight database even more comprehensive for the thousands of pilots who rely on it for flight information.”

Scott goes on to say that “ForeFlight has always been an excellent source of flight planning and safety, but with EAA’s information, it will add more reasons to fly and destinations to discover.” And, of course, most of us pilots will take almost any reason to fly. $100 hamburger anyone?

And just in time for AirVenture, this cooperative effort between EAA and ForeFlight is now officially live and available to users. As far as local EAA chapters are concerned, this integration of EAA events with ForeFlight will also provide a mechanism for those chapters to update their upcoming activities first on the EAA calendar of events, thereby allowing local events to get uploaded into the ForeFlight database on a regular, automated basis, creating a seamless experience for users and EAA chapters alike.

• READ MORE: Lessons Learned: ADM to the Rescue

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As experts in the field have determined, the tongue-tied feeling that occurs at the press of a push-to-talk switch can be primarily attributed to a lack of experience on the radio and venturing into the world of ATC prematurely and unprepared.

That’s where ATC simulations, such as those from PilotEdge, VATSIM, and others, create a virtual world that allows users to practice their communication talents long before they take off. These simulations provide a safe environment for pilots to learn and improve their communication skills, ensuring a higher level of safety in real-world flights.

The only thing you need to hone your radio communication skills using an ATC simulation is a flight simulator program, such as Microsoft Flight Simulator 2020, Prepare3D, X-Plane 11 and 12, plus others, or those hardware-based simulators, such as Redbird, that utilize one of the aforementioned programs. 

Pilots who want the most realistic ATC simulation available will likely look to the subscription services of PilotEdge, created by CEO Keith Smith over 11 years ago, instead of the hobbyist services available.  

While any of the current ATC simulators will provide some level of benefit, Kevin Meyers, director of special events and marketing at PilotEdge, emphasizes that “those with current ATC and former military controllers staffing the ranks, such as PilotEdge, will provide you with a replication that mimics life in the real world of ATC, getting you ready and prepared as you take flight.” 

In addition, using an ATC simulation will allow you to practice your communication within various types of airspace—everything from traversing VFR uncontrolled airports to making the journey to and through Class Bravo airspace and beyond. And with the realism of the ATC world that goes far beyond the old text-based and voice-recognition days of past ATC simulations, you will be so immersed in the ATC ecosystem that you may forget that it’s a simulation.  

The cost of admission to a real-world ATC simulation subscription with PilotEdge is a little more than 50 cents per day. VATSIM and others are viable options for those who are not pilots or want to experience ATC simulation as a hobby without spending any monthly cash, but either alternative is better than none. 

And don’t think these simulations are a game—far from it. In fact, if you have a pilot deviation while you’re flying the sim using PilotEdge, you might receive the dreaded warning that Captain Jack Brasher got on his commercial carrier flight on August 13, 1985, long before his last name became synonymous with the warning that no pilot ever wants to hear.

• READ MORE: Say Again?

To be clear, the PilotEdge version of the Brasher warning is not shared with anyone except the operations team to improve the realism of the simulation and determine if tweaks need to be made to the software. It simply adds to the overall realism of your ATC simulation.

Speaking of realism, are you planning on flying into Oshkosh for EAA AirVenture in July? How would you like to be able to practice the approaches into Wittman Regional Airport before your actual flight, where KOSH is the busiest airspace in the world for that period of time? 

With PilotEdge’s unique simulation, you can do just that. Annually, from about two weeks before AirVenture begins, the company rolls out SimVenture. Meyers said it “is the only way and best way to prepare to fly into AirVenture.” 

So, dust off your headset, strap into your simulator, and take to the virtual skies to improve your ATC communication and learn how to talk with controllers just like the pros.

Editor’s Note: This story originally appeared as part of a longer piece in the JULY/AUGUST 2024 issue of Plane & Pilot magazine.

The post Practice Flying into AirVenture appeared first on Plane & Pilot Magazine.

The tally, conducted by the University of Nevada at Reno’s Center for Regional Study, estimated that the NCAR race pumped $158,641,993 into the local economy. With over 80,000 nonlocal attendees at the event, the majority coming from ZIP codes outside of Washoe County, the numbers show the positive impact of the races on the overall Reno economy, which has reaped the benefit for the past 60 years.

“Strengthening the community where we host the air races is an important part of our mission, and we are thankful that the amazing support from our fans this past year spilled over into such a wonderful economic benefit for the Reno community,” said Tony Logoteta, chief operating officer of the Reno Air Racing Association (RARA).

The Center for Regional Studies, which conducts the research and analysis for the Reno area, determined that most folks leading up to and visiting the area during race days were primarily making the journey to attend the races as a destination event. When you start counting the direct and indirect spending and expenditures linked to lodging, travel, entertainment, shopping, gambling, food, dining, and the like, it’s easy to see how those numbers were attained.

“While the final flag of the National Championship Air Races in Reno was waved, we are honored to have had an incredible impact on the community,” said Fred Telling, CEO of RARA. “Reno was RARA’s first home, and as the town grew, so did we. Together, we made Reno the pinnacle of air racing, and that would not have been possible without our community, volunteers, local businesses, and nonprofits. We are thankful for all who have supported us in the area and hope you have felt our support as well.”

As reported earlier by Plane & Pilot, RARA announced on May 23 that Roswell, New Mexico, will be the new home of the National Championship Air Races starting in 2025. And for those impatient who want an aviation excuse to visit Reno this year, you won’t be disappointed.

RARA promises that the Reno Air Show, taking place Friday, October 4 through Sunday, October 6, will be an event like no other, including a first-ever evening show and performances by the incomparable U.S. Navy Blue Angels and the Canadian Forces Snowbirds. The USAF F-16 Viper Demonstration Team also will put the F-16 through its paces.

Tickets for the Reno Air Show are available now.

The post Reno Air Races Pumped $150 Million into Local Economy appeared first on Plane & Pilot Magazine.

NGPA, a worldwide organization for the LGBTQ+ community, is doing its share to encourage its members to begin their aviation careers by once again offering its annual scholarship program to those interested in becoming pilots, A&P mechanics, or other general aviation-related vocations. 

With the support of generous NGPA members and corporate sponsors, they continue the tradition of their annual scholarship program, providing financial support to the most qualified and highest-achieving members through a scholarship to pursue those lofty dreams.

And NGPA’s scholarship program is more than just a financial aid opportunity. It’s a powerful statement about the organization’s commitment to diversity, inclusion, and excellence within the aviation industry. By providing recipients with the necessary financial support, NGPA is not just helping them reach their professional goals but also paving the way for a more diverse and inclusive aviation community.

Applications for the annual scholarship program are now being accepted and are due June 30. To apply, simply visit the NGPA website and complete the online opportunity profile. Additional information, such as eligibility conditions, required documentation, and how the selection process works, can also be found on the NGPA website, located at: Apply – NGPA – The Worldwide LGBTQ+ Aviation Community

The post NGPA Scholarship Applications Open for 2024 appeared first on Plane & Pilot Magazine.

• READ MORE: Blockbuster Reno News: 2023 Will Be the Last Races There

The Reno Air Racing Association (RARA) opted for a venue change from Reno to Roswell after a lengthy selection process. Fred Telling, CEO and chairman of the board for the RARA said, “We’re thrilled to bring our honored tradition of racing to Roswell and are confident that they have both the enthusiasm and resources to expand the future of our races for many generations to come.” 

You will witness not just fast planes in the air but static displays and military demonstrations, which in the past have included several Air Force tactical demonstrations and various military aircraft in many stages of flight.  

• READ MORE: Heats Level Up as Unlimiteds Begin at ‘Last Reno’ Air Races

According to RARA, a fresh racecourse design and thrilling new features that fully exploit the unique Roswell location are in the pipeline. The Roswell Air Center Airport (KROW) is the new home for the air races, offering a plethora of options and experiences for attendees to savor. These include a trip to the Walker Aviation Museum, a testament to the area’s military history, and short jaunts to Mescalero Sand Dunes and the Spring River Park & Zoo, a haven for a diverse range of animals that will eagerly welcome aviators and spectators from across the globe.

Over 1,000 volunteers are hosting this event. It takes a concerted effort to put on the races with over 100 pilots and airplanes taking part, including seven classes of aircraft divided by design, performance, flight characteristics, and speed. Spectators will watch them race over an ovoid course with seven to 10 pylons throughout, with some airplane classes reaching speeds of more than 500 mph. This is not your daddy’s J3 Cub.

60 years ago, the National Championship Air Races flew into the aviation scene when Bill Stead organized an air race near Reno. The tradition continues next year with an event that, over the past 10 years, has attracted more than 1 million spectators and generated more than $750 million for the region’s economy.

This is truly an international affair that will now blend the Roswell desert landscape with the mystique out of this world reputation that is purely Roswell and alien to no one. Whether you are part of the crew or a spectator who wants to see firsthand the pure adrenaline and excitement of the world’s fastest motorsport, your ticket to the National Championship Air Races awaits you. 

The post National Championship Air Races Move to Roswell appeared first on Plane & Pilot Magazine.

Before wheels up en route to OSH, it’s essential to become familiar with the EAA AirVenture Oshkosh 2024 Notice (commonly known and published before as Oshkosh NOTAMS ). The Notice provides detailed, necessary information to make your arrival and departure to this year’s 71st fly-in convention, held July 22nd through 29th, a success.

With more than 10,000 aircraft expected to arrive at Wittman Regional and other nearby airports, the density of aircraft is only exceeded by the hundreds of thousands of attendees in total that are expected to attend this year. And just because you may be familiar with last year’s arrival and departure notes, keep in mind that there are some new changes in store for you this year. In fact, many of the updated changes for this year were a direct result of feedback from pilots like you, with a dose of FAA recommendations as well.

So, what can you expect if you are flying into OSH this year (other than the requisite sweaty palms?) The first thing to consider is that the 2024 Notice is effective from Noon CDT on Thursday, July 18 through Noon CDT on Monday, July 29. Since many different aircraft types traverse the airspace, the FAA-designed Notice provides procedures for the many types of aircraft flying in for the event.

• READ MORE: Welcome to Oshkosh

Some of the surprise changes for this year include a TFR that will be in effect in Milwaukee (KMKE) airspace from July 15 through 18, a direct result of the Republican National Convention taking place during this time.

Anyone who has flown into AirVenture in the past is well familiar with the FISK holding procedure. However, don’t get too comfy with that procedure this year, as the FISK holding procedure has changed, as evidenced by several pages dedicated to these changes in the Notice. By the way, for you early birds, there are no FISK arrivals on Thursday, July 25, before 8 a.m., so go ahead and enjoy that Grand Slam breakfast and plan your arrival accordingly.

As before, ATC assignable transition points will also be part of the 2024 plan. This includes approaching Oshkosh from the west, which is planned to ease holding and congestion.

Transition points include Endeavor Bridge, Puckaway Lake, and Green Lake. These will be announced on the arrival ATIS when ATC activates these points, typically during high traffic times.

Even seasoned pilots will tell you that preparation is critical to your safe and successful journey to and from AirVenture. EAA’s vice president of advocacy and safety, Sean Elliott, says, “The most essential information for any pilot flying to Oshkosh involves reading and thoroughly understanding the 2024 AirVenture Notice to ensure safe operations on arrival and departure.”

With total aircraft operations at Wittman alone expected to average up to 148 takeoffs and landings per hour when the airport is open, understanding the procedures in detail becomes even more critical.

As a successful fly-in attendee, you will be part of a group of pilots who will experience one of the most exhilarating aspects of general aviation—flying into EAA AirVenture: an experience that should not be taken lightly.

Pilots can download a digital version of the Notice at EAA.org/NOTAM.

The post Changes in the 2024 AirVenture Notice Worth Examining appeared first on Plane & Pilot Magazine.

On April 26, 2022, at approximately 11:12 a.m. ET, while in level VFR flight at 2,000 agl and cruising over the nondescript Ohio landscape, 2,000-hour-plus pilot Marc Epner experienced the unthinkable in his Cirrus SR22, N973SD—a total engine failure.

Cue the sweaty palms.

What makes this event unique is the fact that the Cirrus Airframe Parachute System, affectionately referred to as CAPS, was intentionally, albeit not consciously, not activated as Epner recalls. “The brain told me what to do,” he says. “I knew exactly what to do and reacted accordingly.” This included establishing the best glide speed, picking out a suitable landing area, a restart attempt, sending out a Mayday call on Guard—121.5—and successfully landing the airplane. Elapsed time from engine failure to safe landing: 1 minute, 36 seconds.

While the timing of the event had a positive outcome—10 minutes later and the failure would have occurred over a populated Cleveland, which would likely have necessitated the need to activate the CAPS with unknown results—Epner never doubted the need to declare an emergency to ATC. In fact, it can be said that if you are questioning whether you must declare an emergency, in all likelihood, you should. Once the “startle effect” at the outset of the engine failure subsided, previous scenario training kicked in with laser focus, allowing for Epner’s successful landing. (For more information on the startle effect, see the article “Scrubbing the Flight” in the September 2023 issue of Plane & Pilot)

The same cannot be said of an accident that might have been prevented if an emergency had been declared on September 15, 2017. The noninstrument-rated pilot, his wife, and two children took off from Fort Collins-Loveland Municipal Airport (KFNL), now known as Northern Colorado Regional Airport, en route to Canyonlands Regional Airport (KCNY) in Moab, Utah. They found themselves in instrument meteorological conditions (IMC) at night over mountainous terrain in a Cirrus SR22. The National Transportation Safety Board (NTSB) reported that “…the flight was likely operating in [IMC] at the time of the accident, [which] included light to moderate icing conditions. The airplane likely encountered intermittent IMC beginning about 30 minutes after takeoff and continued into an area of solid IMC about three minutes before the accident occurred.”

In this case, the pilot was already on flight following and talking to ATC. He was attempting to circumnavigate mountainous terrain at night in bad weather. He was below the minimum en-route altitude (MEA) for that area and, for whatever reason, did not declare an emergency with ATC. Perhaps he believed he could salvage a bad situation. Maybe he was relying on the advanced technology of the glass panel to protect him. Or maybe he was concerned he would get into trouble after the fact with the FAA. Sadly, we will never really know his reasoning or motivation to forgo a Mayday call. What we do know, according to the NTSB final report, is the aircraft struck terrain with the airframe and engine showing severe fragmentation consistent with a high-energy impact likely caused by the pilot experiencing a loss of control because of spatial disorientation, which resulted in a subsequent descent into terrain with fatal results. 

Pilots are generally an intelligent breed. So why are some pilots reluctant to declare an emergency? Even when they know in the back of their pilot brain that such a declaration can bring valuable resources to the forefront while improving the chance of surviving the crisis, many still refuse to send out that Mayday call.

According to former NTSB senior investigator Greg Feith, there should be no ambiguity in declaring an emergency when a critical in-flight emergency occurs. The long-standing myth that sending out a Mayday call and declaring an emergency will result in copious amounts of paperwork for a pilot is simply untrue. Sure, there may be some documents to complete, but it’s not anything that should prevent a pilot in distress from taking such action.

Feith says the benefit of an emergency declaration—including having a controller one-on-one to assist, clearing the frequency and airspace as required, priority handling, and having another set of eyes available to provide critical information—should outweigh any concern of increased paperwork while increasing the chance of a good outcome.

• READ MORE: ICYMI: More Details Emerge in Piaggio Crash

One of the other common myths and concerns of pilots, according to Feith, is the FAA will use the emergency to impose a fine resulting from conditions that occurred leading up to it. “The FSDO (Flight Standards District Office) is not out to ‘get’ anyone,” Feith says. “While they must enforce the rules, there should be no concern if the pilot has done what the FAR tells them to do, and you have demonstrated good ADM (aeronautical decision making).” This includes proper preflight planning and making appropriate decisions as the emergency unfolds. It is not worth risking lives because of a propagating myth.

And it’s not just the FAA and NTSB that encourage a pilot in distress to ask for help from ATC early in an emergency. Rocky Sparks, a U.S. Air Force controller at Seymour Johnson Air Force Base in Goldsboro, North Carolina, says that while he was working an otherwise normal shift, a Cirrus pilot advised him of an engine failure while at 7,500 feet msl. This quickly set a series of events in motion, including clearing the airspace and providing heading and distance information to the nearest airport (which, in this case, was unattainable). In addition, Sparks notified the appropriate emergency responders of the pending forced landing.

By declaring the emergency early, the Cirrus pilot had the benefit of a controller to keep everyone informed of the situation as it unfolded, including the aircraft’s trajectory. In this case, the pilot chose to deploy the Cirrus CAPS when a safe landing at an airport or field could not be assured. A safe descent under the canopy ensued and, with the assistance of ATC, ground-based emergency responders arrived within minutes of the disabled aircraft’s touchdown.

But what if the pilot does not decide to declare an emergency when it seems the situation would dictate that one is unfolding? According to Feith, ATC can declare an emergency on the pilot’s behalf. If the controller senses it is life-threatening, it can and will be handled as an emergency.

However, in some cases, there is a gray area, and the controller is waiting for the pilot to confirm the emergency. According to multiple sources, the controller will attempt to determine the extent of a possible emergency by asking the pilot, “What are your intentions?” At that point, it is up to the pilot to state they are declaring an emergency and need assistance. Those magic words will allow full ATC resources to be available to the aircraft in trouble.

An example of where this could have changed the outcome of an accident occurred on January 25, 1990. The commercial airline flight, Avianca 052 from Bogotá, Colombia, to New York, tragically ended when the aircraft ran out of fuel and crashed into a hillside in the village of Cove Neck, New York, on the north shore of Long Island. Eight of the nine crewmembers and 65 of the 149 passengers on board were killed.

The NTSB determined the crash occurred because of the “flight crew failing to properly declare a fuel emergency.” The ambiguity of the pilot stating he was “fuel critical” instead of declaring a fuel emergency resulted in aircraft sequencing that was not prioritized the way it would have been had an emergency been declared. This crash directly resulted in positive changes in how Part 121 carriers manage and report fuel-critical emergencies.

• READ MORE: Alleged Drunk Pilot Runs Plane Out of Gas, Crash-Lands on Highway

With all the resources available to pilots when they are presented with an in-flight emergency, it is incumbent on the entire pilot community to remember that declaring an emergency to improve the chances of a good outcome and surviving the crisis should take precedence over any concerns about doing so. We are all taught to mitigate risk in the cockpit. According to the statistics and experts, declaring an emergency early will reduce risk and improve the odds of living to tell about an in-flight crisis during that next hanger flying session. Sweaty palms optional.

Editor’s Note: This story originally appeared in the November/December 2023 issue of Plane & Pilot magazine. 

The post I Do Declare appeared first on Plane & Pilot Magazine.

If the paint on your airplane is duller than a roomful of mathematicians, then maybe it’s time to think about getting some new feathers for your bird with a professional paint job to restore your aircraft to its, as Bruce Springsteen once sang, glory days.

So as not to let it pass you by, let’s look at what it really takes to make the right decision to repaint your airplane. While it will help to have a few zeros to the left of the decimal point in your checking account, there are some other considerations other than cost that you need to keep in mind as you decide about getting your bird repainted.

First, does your aircraft need a new paint job, or will a professional detail restore the lost luster? That may be a question for a specialist to determine—but certainly worth investigating, as a pro detail will cost much less than a full repaint. Generally speaking, if there is enough base paint available, which can be determined by a paint thickness measurement test tool, then paint correction by way of detailing and refinishing can be a viable alternative. (See Detailing Your Plane.)

However, while detailing can remove visible and hidden contaminants from the exterior finish, there will be some circumstances where you may need to consider a full repaint. This will commonly be the case for those aircraft that have spent their entire decades in the hot South or Southwest sun, as they may not have enough base paint available for detailing.

While you may have considered vinyl wraps or decals as a viable, lower-cost option to repainting, vinyl wraps do not mix well on aircraft. The manufacturer may limit where vinyl can be placed on composite aircraft so that it does not interfere with critical safety components, such as the Cirrus Airframe Parachute System (CAPS)deployment area on Cirrus aircraft.

In addition, the inherent characteristic of vinyl is that of a static generator. Any large area on an aircraft (think wings) that generates copious amounts of static electricity with a vinyl wrap will potentially create havoc with avionics and navigation equipment. It is simply not a viable alternative other than utilizing vinyl for some pinstriping on the fuselage or for the registration numbers (which would allow for an easy N-number change, if needed).

And for those considering vinyl for your aluminum-skinned aircraft like Cessnas or Pipers, you may also want to reconsider that option. Vinyl wraps on aircraft with rivets will make for a near-impossible task to create a smooth, shiny, clean finish. If you have ever attempted to hang wallpaper or “contact paper,” you fully understand that challenge. Therefore, for owners who might like to modernize the paint scheme or want to restore their old bird’s luster and shine, a repaint is likely the best option.

But as Captain Obvious would state, the general aviation fleet is aging, and, likely, your plane is too, unless your aircraft has undergone a recent refinish or repaint. When looking at your airplane, if it seems as faded as a view through cataracts, milky with vague wisps of misty strands, then it’s probably time to start the repaint process.

So, let’s look at the fine points of aircraft repainting and see if you can restore the shine you once had and return your bragging rights to the tarmac with fresh paint. 

Whether a conventional aluminum airframe or one of the composites, having your bird repainted starts with assessing several factors. According to Ross Robillard from Midwest Aircraft Refinishing in Hibbing, Minnesota, paint not only covers the aircraft, it also protects it. A tired, weathered exterior simply does not preserve the airplane as well as a fresh coat of paint. In addition to looking great, new paint also will protect the integrity of the airframe better. And what better time to design an updated paint scheme that will instantly transform your tired, old aircraft into one that would be difficult to discern from new? It’s basically a face-lift for your airplane.

When calling around paint shops specializing in aircraft repainting, one thing to consider is how long it will take to get yours scheduled. While you may think a short lead time would be a positive indicator, that may not necessarily be true.

Jaime Steel, who has operated an aircraft paint shop at Steel Aviation in Phillipsburg, Ohio, for many years, told Plane & Pilot that she is now scheduling well into 2025 for complete repaints. Since prepping and painting an aircraft represents a tedious, complex process that takes up to six weeks, don’t expect a short lead time for a reservation from any reputable shop.

Also, most industry experts agree that prospective customers should ask about the type of paint booth the shop uses. Most recommend avoiding downdraft paint booths, as those tend to stir up more dust and dirt while painting compared to the cross-flow types that generate minimal contaminants, especially when used with radiant heat.

It also goes without saying that you want an experienced technician to prep and paint, as well as a shop specializing in the type of aircraft you own. There is a dramatic difference when preparing and painting an aluminum-skinned bird compared to a composite aircraft. In fact, the prep time for an aluminum aircraft takes far longer since all the existing paint needs to be stripped off, along with any sheet metal or fiberglass repair, before painting. Any corrosion also needs to be mitigated prior to painting. Even composite aircraft, such as a Cirrus, have aluminum flight controls, so careful consideration is required to remove any corrosion during the flight control painting process. Since composite aircraft can’t utilize the harsh chemicals of a paint stripper, which would damage the resin in the fiberglass skin, the existing paint will require sanding in a tedious process utilizing 4-inch sanding blocks. Because of this it can be argued that the technician’s skill in prepping a composite airplane requires more finesse than the chemical stripping of an aluminum aircraft. In either case, the labor to design, prepare, paint, and complete the project will roughly take the same amount of effort in labor hours, no matter if it’s an aircraft of aluminum or composite construction.

• READ MORE: Upgrade Your Plane!

Whether your choice of paint shop uses an in-house designer or enlists the services of a third-party graphic design company to assist in your new color scheme, the fun begins once your aircraft is scheduled on the calendar and your deposit is made to begin the repaint journey.

Most design studios, such as Maverick Aircraft Design in Bandera, Texas, will start the process with a conversation to determine if you have anything in mind for your updated paint scheme. You may have seen an aircraft with a complex, unique scheme that sent you into the stratosphere. Or perhaps you want a simple, updated, and fresh design to accompany your new paint. Do you want something more linear, curved, or straight-edged? Or maybe you are like many of us and couldn’t design a stick figure if your life depended on it. Don’t despair. Your graphic designer will develop multiple variations based on the aircraft type, expertise, and information provided.

A discussion will ensue that goes over the base covering, colors, and any limitations for what’s approved by the aircraft manufacturer. Most notably, composite aircraft must have approved paints and colors for the wings and fuselage, and tolerant measurements for painting behind the cowl owing to the bond seams of the composite material. Needless to say, this is not your dad’s paint job on his 1963 Chevy.

Cirrus and other composite aircraft manufacturers do not recommend finishing the project with a ceramic coating, as it may cause a buildup of static electricity in flight that could cause avionics and communications issues.

To avoid disappointment, the designer will provide you with a rendering of what the airplane will look like once completed before any work begins. In fact, most professional renderings will be spot on, not only on the design itself but the color schemes that will be utilized, again based on your desires. Oh, the luxury of modern technology.

Moreover, most aircraft owners have at least 90 days to rework the design and approve the final rendering before the painting commences. Whether the design studio is in-house or outsourced, this timeline is generally an industry standard practice.

The cost of admission? You can expect an estimated price from a reputable aircraft paint shop from start to finish (assuming no sheet metal or fiberglass work) on most single-engine piston, four-place aircraft to be in the mid-$30,000s for a basic but nice repaint job.

More complex paint schemes and larger aircraft will likely increase your investment up to the $50,000 range. Your mileage may vary.

However, considering this investment will provide benefits for years to come, including better protection of your airframe, higher resale value, along with a potential slight increase in cruise speed of 2 knots or so (hey, every knot counts), and, last but not least, bragging rights for having a bird on the ramp that elicits oohs and aahs—well, that’s priceless. Isn’t it time to give that FBO cat something to purr about?

Editor’s Note: This story originally appeared in the October 2023 issue of Plane & Pilot magazine. 

The post New Feathers appeared first on Plane & Pilot Magazine.

Unfortunately, in the world of aviation, bad decisions can be more than a mere inconvenience or life lesson. In fact, they can be the last poor decision you ever make.

How do we protect ourselves from bad aeronautical decision-making (ADM)? One way is to learn from others’ mistakes. Have you ever read an NTSB aviation accident report and thought, “I would never do that! I would never get in that kind of a situation.” Well, it’s likely that the subject of that accident report also said those very words.

ADM begins well before the wheels leave the ground. In fact, the decision-making to scrub a flight should start the moment you roll out of bed, rubbing the sleep out of your eyes. Yep, the go/no-go decision process begins before the flush of the toilet.

Ask yourself how you’re feeling. Did you get enough sleep? Remember that fatigue results in symptoms similar to being inebriated. Few aviators walking the face of this planet would think about drinking and flying. Statistics prove that, yet they also prove that there have been more than a few accidents with fatigue contributing to the accident sequence. 

And speaking of inebriation, let’s not forget the eight-hour rule “from bottle to throttle.” That well-known saying uses a standard timeline for pilots to refrain from alcohol if they have a flight in the coming hours. However, many experts agree that for some individuals, eight hours is not enough to rid your system of the ill effects of alcohol. Your weight and what you’ve eaten will generally dictate your tolerance to its harsh effects. While an eight-hour period might be enough to pilot an aircraft safely, many of you might need considerably more time between bottle and throttle, even if you are considered “legal” in the eyes of FAR 91.17 and the law.

• READ MORE: Say Again?

In addition, excessive consumption of alcohol the night before a flight may cause a severe hangover for your planned next-day sortie. You might have fun on the dance floor with the lampshade on your head, but remember, they make movies about hangovers. Throwing caution to the wind and scrubbing your flight because of an excruciating hangover might be as good of a decision as you will make. Good advice? Scrub the flight, take two acetaminophen, and call me in the morning.

How about your stress level? Did a significant event recently happen that is weighing heavily on your mind? Job issues? Family health issues? Spouse/partner trouble? These can negatively impact your judgment and might be a good reason to make that “no-go” decision and fly another day instead.

In addition to the negative stressors, major positive life events can also affect judgment. These can include starting a new job, welcoming a newborn into your family, getting married, and even buying a home.

The fact is that any significant life event, whether positive or negative, can make it difficult to concentrate and can ultimately compromise the safety of your flight. If you feel overwhelmed, it’s probably a good indicator for you to make that “no-go” decision.

Also, take a quick inventory of the medication you are taking. Did you take anything that could affect your thought process and decision-making? Let’s not forget about herbal supplements as well. And something as innocuous as over-the-counter cold medication could put your head in a tailspin. Be prudent and cautious with your medicines. Err on the side of caution.

Once you have passed the IMSAFE checklist (below), it simply means that you are physically and emotionally fit to fly. It does not mean that you are immune from bad decisions. Several influences can tempt you to ignore your personal minimums leading up to a flight.

Peer pressure is undoubtedly near the top of the list. Whether the perception of other pilots negatively influences you or you want your passengers to be in awe of your piloting skills, sometimes you have to say no.

Peer pressure also contributes to another “malady” that can lead to your day in the sky ending badly. “Get-home-itis” is a well-known condition in aviation circles that contributes to preventable accidents. It is the overwhelming desire to depart when other conditions—such as bad weather, maintenance issues, or failing any of the IMSAFE checklist items—dictate that it’s best to wait until later to fly. Get-home-itis usually is preceded by self-induced or passenger-related pressures to get home. You have likely read NTSB accident reports where the probable cause may not directly state “get-home-itis.” Still, the report makes evident to the casual observer that poor pilot judgment, combined with the crushing desire to get home, resulted in the often serious or fatal accident. While you may survive a singular bout of this condition, there’s no guarantee, and the statistics work against you if it becomes a recurring theme in your decision-making process.

So, how can you avoid falling into this potentially fatal trap? After all, you wouldn’t intentionally make a decision that would jeopardize your safety or that of your passengers.

Our most significant safeguard to prevent these irreparable mistakes is to acknowledge—and remain conscious of—the fact that we are susceptible and vulnerable to the flaws of human nature. It sounds simple enough, but we all know that admitting your faults—especially every time they arise—is easier said than done. The FAA recognizes five hazardous attitudes for pilots: anti-authority, impulsivity, invulnerability, macho, and resignation. Regardless of your social status, intelligence, or general goodness as a human being, you can exhibit one or more of these attitudes for a moment in time—and, unfortunately, that is all it takes to make an irreversible mistake. We all must recognize our potential to adopt these attitudes and consciously try to avoid or mitigate the associated risks.

• READ MORE: NTSB Finds Improper Maintenance Was a Cause of 2020 Crash of Piper PA-28

In the end, a good rule is to recognize that a decision to scrub a flight, extend your pattern, hold over that fix for another circuit, or say something doesn’t feel right and return to the hangar is the best alternative to making that one irreversible bad decision. There are no do-overs. Learn from others, avoid becoming the statistic others read about, and say, “It won’t happen to me.” For some, statistically speaking, it will happen to them. Don’t let it be you.

As pilots, we face several challenges in our quest to enjoy our world of aviation. We’ve made a significant financial investment and  put in considerable time and effort to become FAA certificate holders. You could have all the piloting talent of a Top Gun fighter pilot, but if you are lax in your decision-making, your destiny is that of a statistic in the worst possible sense of that word. While most of us are born with good judgment and the ability to make sound decisions, we all could use a little reminder and remedial training on what it takes to make good decisions.

It’s also wise to remember that while you may think you fly the airplane with your hands, you mostly fly it with your head. Make good use of your mind and excellent decision-making ability, and live to fly another day.

Whether it’s bad ADM or some other culprit, what if you find yourself aloft and realize you are now in a dangerous situation? This results from a chain of events that typically precipitates the terror that comes once you find yourself in the unenviable position of danger in an airplane. And while the steps leading up to that point in time might have taken a while to develop, in a moment you realize the seriousness of your predicament, and your reaction is called the “startle effect.”

The startle effect occurs as a first response to something unexpected that triggers involuntary physiological reflexes. Sweaty palms, increased heart rate, and muscle tension are some of the few physical characteristics of someone experiencing it. Decision-making and the inability to quickly assess the situation will likely be affected. Luckily, the startle effect typically lasts less than a second or two, at which point the return to cognitive thinking and the subsiding of the condition allows for assessment of the situation.

While you may be a victim of this circumstance, you would most likely experience the psychology of surprise during any life-threatening airborne emergency, regardless of how it develops, whether because of a bad decision to take flight or something beyond your control, such as an engine failure from a catastrophic component malfunction. This occurs when the variance between your expectation and what presents itself occurs.

Sometimes the surprise supersedes the startle effect. And, sometimes, they go hand in hand. Examples of this would be an engine failure on takeoff or a sudden foray of a VFR pilot into IFR conditions. The effects are similar to the startle effect.

But how can the startle effect lead back to good ADM? Several factors contribute to it, including fatigue, stress, distractions, and other things you will find on the IMSAFE list. Therefore, reviewing this checklist before every flight will help assure any situation resulting in the startle effect during your journey will be handled to the best of your ability and capability, minimizing the risk inherent in startle and surprise.

As certificated pilots, you should conduct your flights to mitigate risk and allow for the safety and well-being of you and your passengers, as well as those on the ground.

Save this article, and put it under your pillow at night. Do whatever it takes to make your skies safe, and live to fly another day.

The FAA’s “IMSAFE” Checklist

Illness: Are you sick or feeling sick?

Medications: Have you taken any medications that could affect your thought process and decision-making? This could be something as simple as over-the-counter cold medication.

Stress: Are you under any undue stress, whether positive or negative? Family, financial, and spouse/partner issues are common stress inducers. Stress is known to affect judgment negatively.

Alcohol: Even though the eight-hour rule “from bottle to throttle” is well known, many experts agree that for some individuals eight hours is not enough to rid your system of the ill effects of alcohol. United Airlines now requires its pilots to refrain from drinking alcohol for at least 12 hours before reporting for duty.

Fatigue: Have you had enough sleep and nutrition? This is something you’ll need to reevaluate during your preflight. We are all individuals, so six hours of sleep and a Big Mac are sufficient for some of us to get through the day. For others, 10 hours and a well-balanced meal fit the bill. Whatever it is for you, ensure you are well rested, fully nourished, and ready for flight.

Emotion: Have you experienced any emotional, upsetting events preceding your planned flight? Are you dealing with the severe illness of a family member? Did you have to spend a day in court? Did you get into a shouting match with the neighbor? Were you on the receiving end of road rage? All these factors can harm your emotional health and, in turn, produce additional stress. As noted above, this is a vicious circle that certainly could affect your readiness to fly.

Editor’s Note: This story originally appeared in the September 2023 issue of Plane & Pilot magazine.

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Like any phobia, brain freeze when you push the button for any audience, whether it’s for air traffic control (ATC) or simply announcing your intentions on the common traffic advisory frequency (CTAF), generally occurs because of inexperience and lack of forethought. This especially holds true during the early phase of our flight training. Add a dose of not thinking before speaking, and you have the recipe for an inarticulate foray into bad ATC communication.

So, how do we overcome the struggles and uneasiness and begin speaking like a pro? Like any new language that’s foreign to us, it simply takes practice. Communicating in our airspace has a cadence and vocabulary all its own. We just need to immerse ourselves in this environment, and in time the words that seemed alien to us in the past will become part of our new aviation lexicon.

According to many ATC specialists, the most popular way to familiarize yourself with their language is to listen to live control feeds from your aviation band scanner or a live service such as LiveATC (www.liveatc.com). While it will be helpful to memorize some of the common phrasing, along with the patterns and rhythm that occur in typical scenarios, nothing beats repetitive listening to better understand the ways and means of ATC communication.

The second most common suggestion from ATC professionals and experienced pilots alike, which will help your journey from novice to pro, is to practice what you hear. As you’re sitting in the comfort of your favorite recliner, listening to your live feed, simulate communication by responding to the instructions the controller gives the pilots. Respond as if you are that pilot. You will be amazed at how this simple task will build your confidence and provide a foundation for becoming a pro on the radio. Also, don’t be afraid to simulate the role of the controller. Repeat the commands as if you are controlling the aircraft. By doing this on a regular basis, your understanding of our unique aviation language will become second nature.

For those who own one of the many flight simulator programs, you might consider using a subscription service like PilotEdge, which connects to a network of its controllers, providing authentic ATC simulation while communicating in real-time along with repetitive experience in the system without ever leaving the ground.

As a student pilot, another obstacle we face is the fear of saying the wrong thing at the wrong time on the radio. While you want to make the best decisions by using the right words and phrases for the situation, don’t be so concerned about saying the wrong words that the mere thought of offering a poorly spoken phrase generates critical opprobrium. If you think before you speak, the likelihood of uttering the wrong words will dissipate faster than valley fog in the heat of the sun. In fact, thinking before speaking is probably a trait that can also be applied outside of the cockpit to great benefit.

Remember you are likely to be extremely familiar with landmarks around your home airport. However, those transient pilots transitioning to or landing at your home base may not be acquainted with them. With that in mind, avoid using landmarks in your radio calls to identify your position. For example, you may be inclined to provide your position report as “Cherokee one-two-bravo is over the rock quarry.” Instead, the best practice is to use the distance and direction of flight, such as “Cherokee one-two-bravo is 3 miles southeast heading northwest, landing runway three-zero.”

This paints an exact picture of your location without knowing the location of the rock quarry. This is helpful to everyone, especially the transient pilot with little knowledge of your area. And since we aviate in three dimensions, it’s also a good practice to include your altitude in the transmission. This gives all aircraft in your vicinity a three-dimensional picture of your location.

One of the most important tools we as student pilots possess when communicating with ATC is admitting we are student pilots. While you may be reluctant to do so, in the busy world of ATC, letting a tower know you are a student will give the controller the insight to slow the cadence and provide a reassuring tone and tempo to allow better absorption of the spoken words. Remember to read back any instructions provided by the controller. This will enable you to understand and remember what was said and confirm that what you heard had the correct intent.

Be clear and concise, using standard phraseology. This applies to communication with an ATC facility or on the CTAF at your local, nontowered airport. How can you avoid being that rambling, unprofessional talker on the radio? Avoid the all-too-common mistake of using nonstandard terminology in your communications. For example, the reply “roger” is not meant as an answer to the controller’s yes-or-no question. Instead, “roger” confirms you have received all of the last transmissions—nothing more.

How many of you have heard of the hapless pilot, who reports his position relative to the nontowered airport he is approaching, requesting, “Any traffic in the area, please advise.” This nonstandard phrase serves no useful purpose while taking up valuable bandwidth on the shared CTAF. Remember to say what you mean and mean what you say. Say it clearly with standard phraseology (an excellent reference for standard aviation terminology is the Aeronautical Information Manual), using the least amount of spoken words necessary to convey your intent clearly and concisely.

And for those on the journey with a flight of two or more, wanting to communicate with your other airborne $100 hamburger hunters, remember that for air-to-air communication the FAA strongly suggests you use the frequency of 122.75 MHz. For helicopters, you should utilize 123.025 MHz. While those are the FAA-suggested frequencies, you instead might be guilty of using the “fingers” frequency of 123.45 MHz (if you count that out on your hand, you will notice how that frequency became known as “fingers.”) Although that may be an easy-to-remember frequency for air-to-air comms, it’s utilized and explicitly reserved for commercial aircraft flight testing.

In the grand scheme of things, while necessary, communication should take third place to “aviate and navigate.” Don’t be so consumed by communicating that you forget to do either. However, there have been several accidents documented that could have likely been prevented by simply communicating. Whether that communication contains critical position data and thereby avoids a potential midair collision or conveys a potential emergency developing in the cockpit to ATC professionals on the ground, keying the mic could be your key to continued safe flight. 

The Right Words Matter

Here are three powerful words and phrases pilots can use that could positively impact comprehending instructions from ATC or, ultimately, the successful outcome of a flight:

Say Again:

If you did not fully comprehend the instructions from the controller, simply ask them to “Say again,” which is the standard terminology for requesting someone to repeat the instructions.

Unable:

If a controller asks you to do something challenging to accomplish safely, simply say “Unable.” Remember you are the pilot in command and can refuse an instruction that puts you or your aircraft in danger. While controllers are rightfully revered, they may not be familiar with the performance of your particular airplane and may request something that simply is not doable in a safe manner.

An excellent example of this might be a request to maintain too high of an airspeed for your final approach. Or perhaps a rate of descent that is outside of the performance envelope of your airplane (or your capabilities). Stating you are “unable” provides the controller with the knowledge that their request is not within the performance parameters of your aircraft or personal capabilities. Or, even more importantly, it may be a case of the controller instructing the pilot to turn to a specific heading that, unbeknownst to the controller, will put your VFR aircraft smack-dab in the middle of a cloud.

Stand By:

Have you ever had someone speak to you just at the moment you were about to sneeze? Goodbye, sneeze. They ruined the moment. The same ill timing can occur when a controller makes a request or provides you with an instruction. Maybe you are aviating, navigating, or doing some other task requiring total concentration. Simply reply, “Stand by.” This tells the controller you heard them but are unable to respond to their request immediately. You can return the reply within a reasonable period and ask them to “say again.”

Editor’s Note: This story originally appeared in the August 2023 issue of Plane & Pilot magazine.

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