Including one dual cross country night flight

"Night means the time between the end of evening civil twilight and the beginning of morning civil twilight, as published in the Air Almanac, converted to local time." (3 Definitions of nitght time.)

 Dual flight training minimum in any aircraft at least 20 hrs including:

•  3 hrs dual night time in a single engine airplane
• Including one dual cross country night flight over 100 nm

I chose Fort Myers, Page Field because of the distance (89nm) and the complexity of the airspace. The student would need to contact Tampa Departure, get handed over to Miami Center, do the transition to Fort Myers Approach and finally switch to Page Tower and Ground Control. Couple that with changing squawk codes and altimeter settings would be a great exercise in the dark. Plus, its a beautiful trip down Florida's western peninsula.

We departed about 6:00pm (L) from KVDF, the AOPA flight planner said it would take about 45 minutes down (about 55 minutes back). Weather was perfect with clear crisp air (14°C). We briefly leveled off at 2500' to stay below the Class B, then climbed to our cruising altitude of 3500' for the remainder of the flight. Higher is better when flying at night. It gives just a little more time to handle any emergency. We switched to Fort Myers Approach just past Punta Gorda and was soon asked to descend below 2500' to stay clear of the Class C. We leveled at 1800' and searched for the runway environment.

I always start with the green and white beacon. The city lights make the runway lights difficult to spot but once I see that beacon I can usually orient myself. Tower cleared us to land on RWY5.

Video Notes: Radio 2

C.R.A.F.T.

Although I learned this mnemonic to help me with IFR flights, it is still very relevant for VFR, especially when working with Ground Control at busy airports.

• C- Clearance limit, usually your destination
• R - Route of flight. Usually direct for us.
• A - Altitude for the first leg.
• F - Frequency to use to contact ATC after take off.
• T - Transponder setting

After landing at Fort Myers we contacted Ground Control to taxi back for takeoff on RWY5. I asked him to request Flight Following for our trip back to Tampa Executive. After a few minutes, he called and said he "had the numbers" when I was ready to copy.

"674PS maintain VFR on your route to (C) KVDF. (R) Stay below 2000' until clear of the Class C, then clear to climb (A) to requested altitude. Switch to (F) 126.8 after takeoff. (T) Transponder Squawk: 4733"

Readback correct. 

We check the engine instruments then switched to Tower. It was a beautiful night to fly.

On final RWY5 at KFMY.

Emergency Locator Transmitters

Airworthiness Directives; Ameri-King Corporation Emergency Locator Transmitters

SUMMARY: We are adopting a new airworthiness directive (AD) for certain Ameri-King Corporation emergency locator transmitters (ELTs) as installed on various aircraft. This AD was prompted by multiple reports of ELT failure and a report of noncompliance to quality standards and manufacturer processes related to Ameri-King Corporation ELTs. This AD requires repetitive inspections of the ELT for discrepancies; repetitive checks, tests, and verifications, as applicable, to ensure the ELT is functioning; and corrective actions if necessary. This AD also allows for optional replacement of affected ELTs and, for certain aircraft, optional removal of affected ELTs. We are issuing this AD to address the unsafe condition on these products.

DATES: This AD is effective October 24, 2017.

My Ameri-King ELT needed new batteries.  The 4 D cell batteries are $109 (for all four) and the remote battery cost $9. Any other battery that is not FAA approved is not allowed per the manuals. You can not simply use any lithium D cell battery. It was time to go shopping for a new ELT.

The Kannad Compact ELT units used in the late model SportCruisers do NOT have GPS Position sensing and data stream output reporting, and this cheaper KANNAD Compact ELT Model still relies on “old school” 406 MHz Doppler sensing position estimates from the fast moving COSPAS Satellites above. 

While the late model SportCruisers do not have any improvement - ie reduction -  in the SAR 406 MHz Doppler Search area  vs  the Ameriking AK451 121.5 / 406 MHz  ELT’s, the late Model SportCruiser KANNAD Compact ELT’s do not have the known failure modes, reliability issues, and quality control problems that come with the Ameriking ELT Brand.

Without an LOA, I had no choice but to go with the Kannad Compact ELT.

I hired CERTUS to do the installation. The removal and replacement of the actual ELT was straightforward as just a few bolts hold it down. The complicated part was installing the new remote switch in the instrument panel. The connectors were supplied but a three strand shielded wire had to be soldered to very tiny pins. Finally, the new cable had to be routed from the box behind the seat to the switch on the panel.

It works.

Completing a successful maintenance check flight.

Conducting an Effective Flight Review

Bruce is finishing up his requirements for Private Pilot. We decided to take a lesson to polish up some procedures.

• Aborted take-off
• Engine failure in flight
• Engine fire in flight
• No flap landing
• Engine failure in the pattern

Aviate, Navigate, Communicate.

 I got a call asking for a Flight Review

FAR §61.56(a) states that a flight review consists of a minimum of one hour of flight training and one hour of ground training. ... The authorized instructor must also endorse the pilot's logbook certifying that the pilot has satisfactorily completed the flight review.

 The purpose of the flight review required by Title 14 of the Code of Federal Regulations (14 CFR) 61.56 is to provide for a regular evaluation of pilot skills and aeronautical knowledge. AC 61-98B states that the flight review is also intended to offer pilots the opportunity to design a personal currency and proficiency program in consultation with a certificated flight instructor (CFI). In effect, the flight review is the aeronautical equivalent of a regular medical checkup and ongoing health improvement program. Like a physical exam, a flight review may have certain “standard” features (e.g., review of specific regulations and maneuvers).

The training must include a review of the current general operating and flight rules of FAR Part 91 and a review of those maneuvers and procedures that are necessary for the pilot to demonstrate the safe exercise of the privileges of the pilot certificate. The authorized instructor giving the flight review has the discretion to determine exactly what maneuvers and procedures are included in the flight review.

In this case, the pilot was a seasoned aviator who flew a 30-minute cross-country flight to meet me at KVDF. He flies an LSA so planned for enough fuel to make the trip and to burn off enough to have us legal for the 1320# MTOW. We met in the FBO and sat down to discuss all things related to Light Sport Airplanes, the state of General Aviation and the future of SportCruisers and their limitations. Next, we pulled up the Miami Sectional and reviewed it in detail especially focusing on controlled airspace around Tampa. I pointed out my "nightmare towers" and talked about how the segment altitudes are defined. A few more questions about regulations and we were ready to go flying.

We went out to his airplane and discussed the preflight. How many turns to burp the engine? Should we be concerned about vapor lock? How do you dispose of fuel after you sump the tanks? When would you use the BRS? He started the engine and we taxied out.

My agenda looked something like this:

• Aborted take-off.
• Short field take-off over a 50' obstacle
• Steep turns
• Slow flight
• Power off stall
• Pattern entry
• Normal landing
• Short field landing
• No flap landing

He did well. I signed his logbook.

Pre-Buy

My student had just shut her down following a solo flight. I sat on the bench at the FBO as he finished his post-flight checklist and prepared to exit the airplane. A stranger came out to talk to him, gestured toward Sally and leaned over the wing to take a look at the panel. After a few minutes, the stranger looked back at me then left to start his preflight (a C172). Sally has great ramp appeal.

I get a lot of questions about buying a SportCruiser/PiperSport. I love the airplane, but all planes have their strengths and weaknesses. One major reason for buying Sally was the support I would get from Piper. Well, that didn't last very long. But the viability of support is a big consideration in making an investment for any airplane.

There was a brief discussion on Facebook about specific things to look for when buying a SportCruiser. I think Bryan summed it up best:

Bryan Woodard A few sport cruiser specifics. Verify nose gear upgraded. Firewall strengthened. No nose gear collapse or any other damage history. Check leather glareshields for burn damage. Check both mains thoroughly for cracks up and down all front, back, sides. Verify landing gear box at the bottom and aft of the seat backs is straight and not damaged. Verify no damage to the entire surface of the tail tie down area. Verify proper canopy alignment and latching. If it is an 09/10 check radiator for evidence of coolant leaks. There was a bad batch of radiators. Verify other typical items such as 5 year rubber, ADSB, BRS life limits etc.  Oh and if it’s pre 2012, verify elevator travel to the stop. Where it meets the stop, verify the wear is not excessive and grooved on the part contacting the stop. They remedied this in 2012 with riveted on angle bracket stops. Also, with the elevator in its full nose down resting position, apply slight downward force to the elevator. If it moves or travels more than 1/4” or so you’ve got a problem.  

Sally has had everything mentioned except ADSB. Automatic dependent surveillance-broadcast (ADS–B) is a surveillance technology in which an aircraft determines its position via satellite navigation and periodically broadcasts it, enabling it to be tracked. It is mandated that any aircraft operating in controlled airspace (which includes most the country east of the Mississippi) have this new technology installed. It comes which significant advantages like traffic information and weather available for free in the cockpit. So I began my shopping for an inexpensive solution and there are many. But there is a glitch. To use my airplane for instruction I must maintain a factory built and approved aircraft. Any changes must be handled by a Letter of Authorization (LOA) from the manufacturer (CSA). I waited patiently. Then an announcement was made by CSA on the SCFLIER Forum

Josh Scheid: Wanted to be the first to let everyone know CSA has approved the Garmin GTX 335 Transponder for use in the SportCruisers and Piper Sports that are requiring this type of equipment for the mandated ADS-B out compliance.

Here is the link to the Service Bulletin No. SB-SC-053: https://czechsportaircraft.com/wp-content/uploads/2018/07/SB-SC-053_R0.pdf

Notice that he says "...ADS-B out  compliance." That means that this box will transmit (broadcast) which will meet the requirements of the mandate, but I won't be able to take advantage of the benefits of ADS-B in. But I have a GDL-39 receiver. (See previous post). So am I good to go? Back to the forum where I asked what else I might need:

Shawn: Nothing Dave, that's all you need. You'd have the complete solution, you just can't legally wire it up.  The problem is you cannot connect your GDL-39 to your 696 to actually DISPLAY traffic and weather in the cockpit. That would be illegal without a LOA from CSA. There's no way for you actually SEE traffic and weather around you on your panel mount 696 as the 696 does not have wifi or bluetooth. You'll have ADS-B out and satisfy the 2020 mandate but you'll see nothing different in the cockpit without a LOA from CSA.

All CSA did was the bare minimum and meet the requirement for the 2020 mandate of ADS-B out only. They did their job, finally. You would have to keep an iPad or other tablet in the cockpit to actually display traffic and weather from your GDL-39. This is just extra clutter in the cockpit in my opinion but if you have no other choice what are you gonna do? Let's hope the next big announcement is the news of CSA actually issuing LOA's so you can request to hardwire your 696 to your GDL-39.Then you'll be golden.

But the LOA never came. I'm not golden. I can't hardwire the GDL-39 to my 696 but I could use Bluetooth to make that connection. A 696 doesn't have Bluetooth, a 796 does. Duane comes into the picture as a Knight in shining armor and makes his 796 available. Now I have all the puzzle pieces, I just need an A&P to put them all together for me. (Certus)

But the original question was about a pre-buy. The answer is don't go it alone. There is help out there if you just ask for it.

CFIing

Stalls with Ben

Some of my students have decided to pursue their Private Pilot Certificate instead of becoming a Sport Pilot. The reason is that their primary mission requires more than an LSA. That decision changes the amount of training required. My syllabus takes the student through Sport Pilot requirements and allows them to "extend" their training with extra flights for Private Pilot. Major differences include a longer cross-country flight, a different Knowledge Test, and nighttime operations.

Sunday night I flew Sally to get recurrent with nighttime operations. It was fun to fly solo during the quiet hours of the evening. This would be the calm before the storm.

Monday: I arrived at the hangar to perform some minor maintenance and make sure Sally was ready for the busy week ahead.

Tuesday we flew a "Fam-5". This is the first flight in the Private Pilot curriculum:

Fam - 5: Radio Navigation and Communications
OBJECTIVE: To introduce the student to the basics of Radio Navigation and Communications with controlling authorities.
TIME: 45 minutes Ground Instruction; 1 hour Flight Instruction (optional video capture)
NEW LESSON ITEMS: Tuning VOR, identifying stations, intercepting a course, Direct to GPS, entering a Flight Plan, autopilot operations.
COMPLETION STANDARDS: The lesson has been successfully completed when the student demonstrates proficiency in VOR and GPS operations while maintaining basic handling of the airplane.

I kept a close eye on the outside air temperature (OAT) temperature and decided to give a new student his Fam - 1. He has previous Cessna time but nothing in a low wing airplane. We practiced Basic Airwork (BAW) and discussed Sally's performance characteristics. 

Wednesday: In the morning Ben did his Fam - 2. This is more BAW and includes Power-Off Stalls and Ground Reference Maneuvers. I also introduced him to the landing pattern and was impressed enough to let him try his first landing in a PiperSport. He did well!

Wednesday Night Bruce did his Land- 6: (We did half the requirement)

Land-6: Night Takeoffs and Landings

TIME: 1-2 hours Ground Instruction; 1 hour Flight Instruction
REVIEW LESSON ITEMS: Traffic Pattern Entries; Collision Avoidance and Scanning procedures in the Traffic Pattern; Traffic Patterns to low approaches; takeoffs and landings; go-arounds.
NEW LESSON ITEMS: Definition of night time. Hazards of night flying. Use of airport lighting systems.
COMPLETION STANDARDS: The lesson will have been successfully completed when the student: is able to show an understanding of nighttime landing procedures including aborted T.O and go-around procedures. The student will be able to make landings without instructor assistance

Thursday: We went over to KLAL and Bruce did:

Fam - 6: Radio Navigation and Communications at Controlled Field
OBJECTIVE: To practice Radio Navigation and Communications with controlling authorities.
TIME: 45 minutes Ground Instruction; 1 hour Flight Instruction (optional video capture)
NEW LESSON ITEMS: Tuning VOR, identifying stations, intercepting a course, Direct to GPS, entering a Flight Plan, autopilot operations.
COMPLETION STANDARDS: The lesson  has been successfully completed when the student demonstrates proficiency in VOR and GPS operations while maintaining basic handling of the airplane. Student must complete 3 full stop landings at a Tower controlled airport.

Friday: Bruce #2 continued with his landing practice.

REVIEW LESSON ITEMS: Traffic Patterns; Take offs and Landings; Go-arounds.
NEW LESSON ITEMS: Simulated engine failures to a landing; Forward slip to a landing; landing without flaps; communication in the traffic pattern; right-of-way regulations in the pattern. 

 Saturday: Leo continued with his landing practice.

REVIEW LESSON ITEMS: Traffic Patterns; Take offs and Landings; Go-arounds.
NEW LESSON ITEMS: Simulated engine failures to a landing; Forward slip to a landing; landing without flaps; communication in the traffic pattern; right-of-way regulations in the pattern. 

It was a very good week.

A high-ranking FAA source has confirmed that the FAA plans to almost triple the maximum weight for most light sport aircraft to 3600 pounds in rulemaking that will be introduced in January. The source confirmed the scant details of a Facebook post written by AOPA Senior VP of Media and Outreach Tom Haines from the AOPA Regional Fly-In at Carbondale, Illinois. Link Here

Additional information on MOSAIC found here. 

*Updated information about LSA weight limits found here

Nighttime

It is still hot in Florida. I've been keeping a close eye on the Cylinder Head Temperature and carefully inspecting the coolant level during preflight. It seems when the air temperature gets into the 90's the CHT gets up into the 250's. The night temps should be cooler.

I haven't been flying solo lately. My time has been spent with students climbing the learning ladder for their Sport Pilot or Private pilot certificates. When Bruce completed his solo cross country last week he also graduated into the next stage of his education which will include night operations. I needed to get myself current so took time on a beautiful Sunday evening to get a minimum of three full stop landings.

I got to the airport at about an hour before sunset to give me a chance to preflight in the daylight. Sally looked good. My three flashlight all got fresh batteries (as did my headset). The exterior lighting looked good. This would be my first time to try my new landing light. She burped after 20, the coolant level was just above the strap. We were ready to go.

I watched the sun setting as we sat at the hold short line for RWY5. I triggered the CTAF to check the runway lights and completed my checklist. The first two circuits wouldn't qualify for night landings but it sure was fun flying downwind watching the city of Tampa glow in the distance. I was alone in the cool quiet evening air. Just wonderful.

I finished my work and taxied back to the hangar. My new landing light is great, at least twice as bright as the original. I wondered how the lights would be on the taxiway to the hangar. Turns out the whole area is very well lit.

This was a great flight.

Video notes: Night time video