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Testing Tuesday: Class C Airspace Requirements

FAA Airspace

It's Tuesday again, and that means another installment of Testing Tuesday at Smart Flight Training!

I hope these question and answer sessions are helpful for you, but I'll be honest: I'm doing these for myself, too. I needed to continue to work on my CFII (Certificated Flight Instructor - Instrument) knowledge, and this seems as good a place as any to make sure my knowledge is strong as I move closer to that goal that, I'll admit, I've already missed the deadline I set for myself.

With that said, let's get on to today's question:

What minimum aircraft equipment is required for operation within class C airspace?

  1. Two way communications and Mode C transponder
  2. Two way communications
  3. Transponder and DME




Click here to display the answer...

Well, hopefully this Testing Tuesday post was helpful. This was a question I myself missed when I was originally studying for my Instrument Rating knowledge test, so it was good to review this and make sure I don't miss it again and can teach it to my future instrument students accurately and well.

Please let us know what you think about our Testing Tuesdays, and let us know if you have a question you would like answered - maybe something you missed on your own knowledge tests along the way, or something you were asked during the oral portion of a checkride. Let's make this more social, more interactive, more interesting! Try to stump me, try to stump the rest of my readers! You shouldn't have much trouble stumping me, but my readers are smart, so that will not be an easy task!


Andrew Hartley is a certificated flight instructor and commercial pilot in Columbus, OH.

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MH370 – How do you LOSE a Boeing 777?

Malaysia 777

A Boeing 777 is not exactly a small aircraft.  I've been known to forget where I parked my car in the lot when I leave the grocery store and walk around like a fool until I find it.  I could somewhat understand that situation with a Cessna 172, as it is not much bigger than a car.

But a 777 is.  This kind of aircraft seats from 301 to 440 people (my car seats 5). So by that statistic alone, a 777 is equivalent to between 60 and 88 Volvo V70XCs.  A 777 holds 45,220 gallons of fuel - I regularly put 15 gallons of gas in the Volvo, so a 777 is equal to more than 3000 of them by that metric.  Last but not least, a 777 weighs up to 656,000 lbs. My Volvo, well, actually, sometimes I think my Volvo weighs that much, too, so this is probably not the best comparison.

I'd say that it ought to be impossible to "misplace" a Boeing 777, but I have seen firsthand that it is absolutely possible to "lose" large business jets. In the six years I worked at [large business jet company], I personally received calls from FBOs telling us one of our jets was "in the back of the hangar" and had been there for weeks (or months).  At a completely different airport than our top-of-the-line, proprietary software told us it was. So I know it is possible to lose a jet - probably even a 777.  But eventually they are found.

But let's get down to the meat of the MH370 mystery, shall we? A 777 on a filed flight plan and in fine weather suddenly turns off the planned route, then disappears off radar. All about 40 minutes into the flight. This is pretty much all we really know.

But what we know and what we speculate are mutually exclusive, aren't they?

Unfortunately, since the horrors that occurred on September 11, 2001, the first thing on everyone's mind is "terrorism." And that is not necessarily the worst thing.  The world changed on September 11, 2001, and we all have to look at events through that new frame. Karlene Petitt wrote an incredibly popular blog post about her speculation that the crew was compromised, possibly by the travelers using stolen passports, and that the captain or co-pilot heroically pushed the nose over and sacrificed the aircraft and all on board to the depths rather than allow MH370 to be used as a weapon.

This is not an uncommon thought, and very well might be the case.  But if, indeed, that were the case, why haven't we found the remains yet?  Wouldn't the pilot have done so as soon as he knew the terrorists were onboard and attempting to take control of the airplane? That would have been right around the time of the turn off course, and that area has been scoured already, hasn't it?

Another theory is Mark L. Berry's - who says he is "worried that the first terrorist-controlled weapon of mass destruction (maybe biological, maybe chemical, maybe nuclear) is now being married with the Boeing 777 in some remote airfield."  His theory is that the terrorists were successful in comandeering the aircraft, and that they flew it somewhere within seven hours or so to allow it to be loaded up with weapons of some sort so that the plane can be used as a weapon itself, a la 9/11/01, only with explosives on board instead of unwitting passengers, causing potentially much more destruction.

Eric Auxier (Cap'n Aux) uses Occam's Razor to come to another, less paranoid and more likely explanation: Lithium batteries now known to be on board being shipped overheat and catch fire in the forward cargo bay, burning the avionics bay and causing a mass communication/electronics failure, and possibly an explosive decompression and explaining the turn off course. In the end, he believes the plane flew on autopilot (until autopilot failed along the rest of the avionics), and the plane simply continued on that heading (approximately) until it ran out of fuel and ultimately crashed in the ocean.

I tend to lean toward the more likely mechanical failure, such as Cap'n Aux describes.  Some sort of fire engulfes the avionics and cockpit, incapacitating the pilots, who were able to start emergency procedures and turn toward the nearest safe haven (Palau Langkawi - a 13,000 foot runway with an approach over water and no significant obstacles) before being overcome with smoke or fire or both.  Regardless of the cause or source of the fire, the results are the same: electronic/avionics failures, and an airplane essentially flying itself until fuel ran out and it crashed.

Similar crashes, while not common, are certainly not unheard of.  The fairly recent (in aviation terms) crash of Payne Stewart's Learjet in October of 1999 comes to mind - the plane lost cabin pressurization, the crew was incapacitated due to hypoxia (for some reason, they did not - or were not able to - don their oxygen masks), and the plane flew on its last heading until running out of fuel and crashing.  In the case of the Lear in 1999, there was no fire so avionics remained functional, but think if there was a fire first - the first thing you do as a pilot if electrical fire is even suspected is TURN OFF ALL ELECTRICAL EQUIPMENT!  Yes, this means comm, transponder, etc.  If, subsequently, cabin pressure is lost, now you really have two emergencies on your hands, with different checklists and different priorities, but neither more or less dangerous in your situation.  What do you do? With smoke, fire, or depressurization, you have a precious few seconds to get those masks on before you might not be functional - and with multiple emergencies, that slight confusion or pause to prioritize might have been all that was necessary to bring this situation to fruition.

Maybe it's my overriding hope and faith in humanity that makes me lean toward to the mechanical failure / fire possibility before I seriously consider terrorism - or maybe it's my fear of the latter as a possibility - but I hope it was simply a failure of systems in what is an incredibly, almost impossibly complex piece of equipment that is a Boeing 777, and not a conspiracy to hijack one of the largest airliners of the current day for use as a weapon (successfully or not), even though I know full well there are people in the world whose mission in life is to sow and breed fear in others.

Just the fact that our minds immediately consider that as a likely option means that the terrorists on September 11, 2001 have won in instilling that fear in our lives. At least a little. And that is not okay.

Tailwinds,

Andrew

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Preflight – Step 1: The Cockpit Check

I teach students to do preflight in 3 steps:

                    1. cockpit
                    2. exterior
                    3. fuel

Preflight should actually begin as you are walking out to the plane - does it look right? Is it leaning to one side, or sitting funny on the ramp? Do you see any fluid under the engine cowling or by the main landing gear? Then immediately upon reaching the plane, check fuel levels - that way you can call for fuel and they can come and fuel it up while you do the rest of the preflight.

NOTE: the specifics in this series apply to Cessna 172 aircraft, as that is what I instruct in most - in any case, always use the Pilot Operating Handbook (POH) for your aircraft to confirm that you have not missed anything on your preflight!

Step 1 really starts after that. Turn on just the battery side of the master switch, and listen for the electric turn coordinator gyro to start spinning up... it will sound like a computer fan. Then turn on all the electric switches (taxi light, landing light, nav lights, strobe lights, beacon, and pitot heat). Check your ammeter or load meter (load meter should show a definite load, and ammeter should show a discharge and your "low voltage" light should be on, if you have one.

Now do a quick walk around, checking all these lights. Yes, even if you are flying during the day. This is part safety and part courtesy. Even during the day, these lights can make you easier to see for traffic avoidance, so you will want to know whether they are working or not. Courtesy-wise, you'll want to "squawk" any light that isn't working so that any pilot who has that plane scheduled to fly at night can be notified or can be switched to a different plane - one that is "legal" for night flight with all the lights working. I know I would be unhappy as a renter if I showed up to fly at night and no one had checked the lights all day. I've been in exactly this situation, and I would have rather stayed home than made the trip to the airport just to not be able to fly that night.

The last check at this point is the pitot heat. CAREFULLY touch the pitot tube after your walk-around... It should be getting warm. You should always be careful here, because the pitot heat gets HOT if it is working, and could be very hot depending on the length of time your walk-around took.

Once pitot heat is confirmed, turn off all the switches in the cockpit except the master battery. Turn ON the avionics master switch, and listen for the heat fan (if equipped). Wait for any GPS or other electronics to go through their full "boot up" before turning the avionics master back off.

Now drop the flaps, check the fuel gauges to make sure they are working, and once the flaps are fully deployed, turn off the master battery switch and take out the control lock.

Make note of anything that isn't working, and talk to your instructor about whether (and how) you can still fly legally and safely with inoperative equipment.

Don't forget to check for AROW (these things are required for the plane to be considered airworthy):

A - Airworthiness Certificate
R - Registration
O - Operating Limitations (Pilot's Operating Handbook [POH] & placards)
W - Weight & Balance (should be in the aircraft-specific POH in the plane)

Stay tuned for step 2 of the preflight - exterior!


What would you add to the interior / cockpit check? Check it off your list by adding a comment below!

Andrew Hartley is a certificated flight instructor in Columbus, Ohio.

Preflight Series:
Preflight Step 1: The Cockpit Check
Preflight Step 2: Exterior (Wing)
Preflight Step 2: Exterior (Tail)
Preflight Step 2: Exterior (Engine)
Preflight Step 3: Fuel

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