Directly from the FAASTeam, advice so good it just needs to be passed along:

Airport Surface Deviation Safety Tip
Notice Number: NOTC1970

Have you heard of “planning fallacy?” It's defined as a systematic tendency toward unrealistic optimism about the time it takes to complete projects.
 
Pilots often fall into planning fallacy with regard to airport surface operations, because they don't consider “Taxiing” a critical phase of flight and thus give it the time and attention it demands. It's usually thought of as the “Calm before the Storm,” or at the opposite end of the flight, the spool-down reflection period. But, in reality, it's one of the highest risk phases of flight.  Remember, flight time commences when an aircraft moves under its own power for the purpose of flight, and ends when the aircraft comes to rest after landing.  The time and preparation to safely conduct surface operations should be commensurate with its high degree of risk, requiring superior airmanship skills and constant vigilance.
 
Aviation operations should never suffer from “Planning Fallacy”, especially on airport surfaces where improper preflight planning, crew coordination, loss of situational awareness, or distractions can endanger so many persons and cause so much damage. Replace “Planning Fallacy” with a comprehensive “Planning Function” for all airport surface operations.

Amen!  Let's remember that when we're taxiing, our first and foremost priority is to keep our eyes outside and our ears open!  It's also a great idea to keep an airport diagram handy at unfamiliar airports -- maybe even ORL (that amorphous area betwixt E4, E5 and the intersection of A is a veritable Bermuda's Triangle!)

We are in the dog days of summer, which of course means the regular appearance of afternoon thunderstorms.  Remember that three things are needed to form a thunderstorm: moist air, atmospheric instability, and a lifting force.  Being that our slender peninsula is approximately 110 miles wide at our latitude, surrounded by the warm waters of the Gulf of Mexico and the Atlantic ocean, we enjoy a constant premium on humid air!  Thanks to uneven heating across our landmass, lakes, and coasts, and the warm midday sun providing the lifting action, we have the perfect ingredients for thunderstorms on a daily basis. The Canadian Geographic has a succinct explanation of thunderstorms:

"Thunderstorms begin when a parcel of warm, moist air begins to rise. As the air expands and cools, the water vapour within it condenses and forms a cloud (When air masses collide). If there is sufficient atmospheric instability, the heat released by condensation will keep the air inside the cloud warmer than the air surrounding it, enabling it to grow larger and higher. The power of the rising air, or updraft, keeps millions of water droplets in suspension until they become so heavy they fall as rain."

Of course, the rain falls back through the column of rising air, causing friction, which leads to a charge of static electricity.  Eventually the electrical buildup discharges in the form of lightning.  Interestingly, a thunderstorm cannot be classified as such until the first lightning strike is observed.  Until that point in time, it is just a large, heavy rainstorm with associated wind gusts, hail, and severe updrafts/downdrafts.

These storms are common in Central Florida and most often appear as "air mass" thunderstorms.  Classifying them as such may annoy meteorologists who believe that thunderstorms are always formed based on non-random factors.  But, as pilots, what matters most to us is being able to determine whether the convective activity is the result of a frontal system, which could push a line of storms through the area as a squall line, or whether they are isolated cells "popping up" as the day wears on.  A quick glance at the latest surface surface analysis and 12/24 hour forecast should provide a great deal of insight.

When air mass thunderstorms are present, what can we do?  We can always choose to stay on the ground.  This is the most conservative course of action.  But when the cells are clearly isolated, skies are clear above, visibility and weather are otherwise acceptable, and the forecast calls for continued good weather at your home or destination airport, it is possible to launch safely and remain clear.  Here are some flying tips.

1. Always maintain a wide berth from thunderstorms.  The FAA recommends you remain at least 20nm clear.
2. Fly tactically.  It's generally considered wiser to fly upwind of a thunderstorm, i.e. opposite its direction of movement.  The worst weather will be just ahead of the thunderstorm.  Usually, you'll find beautifully calm and clear weather in the wake of a thunderstorm.
3. If you are trying to get ahead (downwind) of a thunderstorm, stay well clear of its boundary.  Sometimes this is the best course of action if you can position yourself well ahead of the storm; this may allow you to arrive at your destination prior to the storm's arrival.  However, be sure to leave yourself plenty of time to land, tie down, and get inside before the first signs of convective activity arrive at the airport.  If you're not certain you'll make it in safely, it's always best to land and wait for the storm to pass.  Thunderstorms usually "live" for only 30-60 minutes, so your delay will most often be a short one. 
4. Take advantage of ATC, stormscope, datalink weather, weather radar, or any other tools you may have in the cockpit.  But be warned: ATC does not guarantee smooth rides or safe passage with weather avoidance vectors!  You are the PIC.  If your Mark I eyeballs disagree with the controller, trust your instincts.
5. Use Flight Watch (122.0MHz) to stay in tune with the latest weather.
6. When low, stay away from visible rain columns.
7. Manage your fuel carefully when deviating at low altitudes.

Ryan Ferguson is a CFI/I and MEI for the CAP Flying Club.  He can be reached via email at ryan@hawkerpro.com or (407) 920-7660.

The club's Gulfstream American Cougar (GA-7), also commonly known as "the Grumman", appeared to depart rather suddenly last week.  Due to lack of member utilization, the airplane was sold...  however, the sale fell through and the airplane remains on the flight line, at least for now.

Members, this is a great trainer at a great price and it needs to be flown or it will depart the club!  The current hourly tach (not Hobbs) rate is $115/hr. dry.  UPDATE: according to Lenny there will be special short-term pricing ($90/hr.) and even better rates for 10+ hour blocks ($85/hr.)  for Considering the Cougar burns 20GPH or so in training, this works out to an unbeatable hourly rate.  Call around to any Central Florida flight school or rental operation and you will find that most twins range from $230 up to $350 per hour...  on the Hobbs!

The Cougar is the best kept secret on the field -- maybe in all of Central Florida.  It's a great, economical trainer which is fun to fly and perfect for cross-country flights.

If you're considering a multi-engine rating, there's no better time than now.  We have the instructors to train you, a quality aircraft to learn in, and a deal you just can't beat.  The signficance of billing tach time on a twin can't be overstated...  while you're holding short waiting for clearance to takeoff at our busy Executive airport, you're paying about 1/10 per minute what the **lta ***nection Seminole is costing its poor left seat occupant.

Even if you are multi-rated, perhaps it's time to brush-up those skills.  Need a BFR?  We can do that in the Cougar, too.  When's the last time you flew a single-engine ILS, or feathered the prop and shut down an engine out in the practice area?  Does the memory seem a bit hazy?  Knock the rust off and fly with confidence!

Remember folks, this plane needs to fly or it is gone for good.  If you believe the twin is worth keeping in the fleet, vote with your wallet!  Let's show Lenny and Jim that the Cougar needs to stay on our ramp!  Call one of our club instructors (http://capflying.com/cfi.aspx) and schedule your flight today.

Ryan Ferguson is a CFI/I and MEI for the CAP Flying Club.  He can be reached via email at ryan@hawkerpro.com or (407) 920-7660.

"Wind check."

How often have you heard this over the radio from an airplane on short final? It's a legitimate request, and Tower is happy to oblige with the current readings. Of course, the sensors may be up to a mile away from the landing threshold.

There is a more direct way to know the current wind at your location: lakes. Runway 7 has a lake just to the right. Runway 25 has a lake right under you. These reveal local conditions in real time.

We all know intuitively there are two obvious indicators of wind direction -- waves and streaks. The wind is perpendicular to the waves, but which of two opposite directions? Don't try to read the direction from waves, because there are illusions which will flummox the closest observer. And streaks: the wind is parallel to the streaks, but again, from which of two opposite directions does it blow?

The answer is to look for the calm edge of the lake. The calm edge indicates the direction from which the wind is blowing. The air can't curl over the bank fast enough to disturb the upwind edge of the lake, and it looks like a mirror compared to the disturbed surface.

Now that we know the direction of the wind, what is the velocity?

If there are mere waves, nothing else, this indicates a wind velocity from 3 to 8 knots. If there are amorphous streaks (you'll know these when you see them -- they are, well, amorphous streaks and shapes hard to describe verbally but sailors would recognize them as a freshening wind), this indicates a wind velocity from 8 to 12 knots. If there are lines of white bubbles parallel to the wind, this indicates a velocity more than 12 knots. A sailor would recognize these as whitecaps. Lines of white bubbles combined with a cloudy, disturbed surface? That's 18 knots or above.

At first, new pilots describe learning the "feel" of an airplane. With experience, they concede that vision is the most important sense, and from this time they can fly anything with wings without much instruction. Learn to read the surface wind, from lakes and smoke and the direction birds land and take off.

First, be safe.

John Nadon
CAP Chief Pilot

Comments: nadon@aya.yale.edu

What's the red knob do?

For some, it's something to be arbitrarily pulled back a bit when taxiing. And maybe in cruise, it should be fiddled with -- pulled back some other, arbitrary amount, at some arbitrary altitude.

The truth is, there's rarely a time the mixture knob can't be used to reduce fuel burns, while simultaneously making the engine run cleaner and more efficiently.

The mixture control is important: it is a way to control power. Yes, power! Don't believe me? As a thought experiment, pull the mixture all the way back -- the engine will stop making power altogether. Now push it all the way forward -- at or near sea level, the engine will produce its full rated power, or very close to it. At all the ranges in between idle cut-off and full rich, the amount of power made by the engine will vary. So, there's no denying that the mixture control has a direct effect on power, not to mention EGT (exhaust gas temperatures) and CHT (cylinder head temperature).

Lean during taxi

When taxiing, leaning the mixture reduces the amount of fuel flowing into the cylinders, which in turn reduces the chance of fouling the spark plugs. Most of us understand this, and most do lean on taxi, but how much? Many pilots simply pull the mixture control back a quarter inch or so, and leave it at that. But, think about this: there's no way to harm a normally aspirated reciprocating engine running at or close to idle power with the mixture leaned all the way back to the point that the engine runs slightly rough, and then pushed forward again until smoothness is achieved. This setting is usually far more aggressive than what most pilots use for taxi.

What's the benefit? Well, you'll burn a bit less fuel on taxi, sure. But more importantly the engine will be running cleanly at low RPM. Chances are your mag check will go smoothly, and you won't have to "clear" the rough mag at high RPM in the runup area.

There's one other advantage. Have you ever forgotten to bring the mixture back to full rich for takeoff? Well, if you make that mistake with the mixture leaned as described above, when you go to apply takeoff power the engine will simply cough a few times and stop running thanks to an excessively lean mixture. It might damage your pride a bit, but at least you won't be taking off with the mixture control set improperly, which is clearly unsafe. (Besides, as soon as the astute pilot notices the engine start to cough, he'll simply bring the throttle back, enrichen the mixture, and continue the takeoff.)

Low-altitude leaning

Obviously, flying near sea level in Florida, we set the mixture to "full rich" for all takeoffs. But when should we lean during climb? Popular flight training wisdom suggests that the mixture should not be leaned under 3,000 feet MSL. And, there's some merit to this approach from an experience standpoint. Student pilots, or newly rated pilots, may benefit from the reduced workload associated with "not touching the mixture control" at low altitude.  As a CFI, when I see a pilot make this PIC decision, I ask why.  If the answer is, "I want one less thing to worry about right now," or "I'm task-saturated and I'm worried I'll forget it later," etc. I let the pilot know that I don't find fault with their decision. Leaving the mixture full rich at low altitudes isn't "unsafe," it's just not the way the engine likes to run, and it costs you money.

(Aha! Now I have your attention.)

However, if the answer to my question is, "I was told to do it that way," or "I don't really understand when or why I should lean," it's time to have a discussion on the subject.

Leaning Concepts

Leaning is really a simple concept complicated by the fact that engines, airplanes, and instrumentation are different. Some airplanes have no EGT gauge at all, while others are variously accurate and inaccurate. Some engines are carbureted, which makes precise and effective leaning difficult, while others are fuel-injected. What it boils down to is that your technique will be dictated, to some extent at least, by the type of engine you're flying and the tools (instruments) you have available to help you in the cockpit.

The best case scenario is that you're running fuel-injection and have a multi-cylinder electronic EGT/CHT gauge available.  The club's GA-7 Cougar has the latter, but has carbureted engines.  The Cessna 172R (N89005) has a fuel-injected engine with a single analog EGT and CHT gauge (no individual cylinder indications).

Why does it matter?  The short answer is that carbureted engines, despite some advantages over their fuel-injected brethren, don't distribute fuel evenly or precisely.  And, truth be told, although fuel-injected engines are better at fuel distribution simply due to their design, it's "luck of the draw" for an engine fresh from the factory or overhaul with regards to how evenly fuel is metered to the individual cylinders.  (As delivered, both Lycoming and TCM engines also suffer from uneven air induction, but there's nothing we can do about this.)  This problem has been attacked by aftermarket manufacturers selling calibrated fuel-injectors, which aims to even out the fuel distribution and make leaning operations easier and safer.

Why does this matter?  Simple -- when leaning, one cylinder will start running rough before the others, due to the reasons described above.  In a perfect world, all four, six, or eight cylinders would be running at exactly the same EGT and CHTs, and when leaning, those cylinders would all start to run rough at exactly the same mixture setting.  But this never happens, not even in an airplane with calibrated fuel injectors, and definitely not in our club airplanes (or any other airplane without those calibrated injectors.)  It's an ideal which is sought, but never achieved.

So when you lean to the point of engine roughness, know that one cylinder -- usually -- has just fallen below the threshold of a suitable fuel-air mixture which allows it to run smoothly, thus the entire engine runs "rough".

What's really happening here is that one cylinder has been leaned to the point of peak temperature, then below and into a realm of engine roughness.  If you bring the mixture control forward after reaching this point, you are running Rich of Peak.

I'm going to bring up a controversial topic now: running engines "Lean of Peak".  Without passing judgement on the relative merit of this concept, I will say that our club airplanes are not equipped to be run lean of peak.  Without the proper instrumentation and calibrated injectors, we'd be guessing when it comes to identifying "peak" and it would be difficult if not impossible to safely run in that mode.  I don't recommend trying it.

So now that we know we're going to be running ROP, how rich should we run?  This is another controversial topic.  First and foremost, consult the Pilot's Operating Handbook.  Recommended power settings will be found there.  Usually, the recommended range for "Best power" is anywhere between 50 to 125 degrees ROP.  For airplanes that are not equipped with an EGT gauge, we'll simply have to "play it by ear".  Enrichen to engine smoothness and sightly beyond.  Keep an eye on CHT, if the airplane is so equipped, and don't forget that you may have other means of adjusting the cooling of the engine, i.e. cowl flaps on some airplanes.

If you do have an EGT gauge, use it!  It's less important that the gauge indicates a precise temperature, than it is that the gauge can show you trends, or the relationship of one temperature to another.  Generally speaking, even if an EGT gauge is miscalibrated, it will still show the correct increments between two temperatures.  For leaning, this is all we care about -- "peak" will occur with the needle fixed in one location, and 50-125 degrees rich of that point should be correctly indicated by "X" number of increments on the gauge.

If nothing else, remember this: don't choose any mixture setting that causes engine roughness.  That's not good for the engine.

Leaning in the climb

What?  Heresy!  You never lean in the climb, and certainly not at low altitude, correct?

Well, not really.  It's time for another thought experiment.  (Once again, a disclaimer: we're assuming normally-aspirated reciprocating engines in this example.  The club does not currently operate any turbocharged engines; turbos require different techniques.)

Let's think about what happens when we climb.  Let's say we're flying N89005, a Cessna 172R with a fuel-injected, 160bhp engine bolted onto the firewall.  You're cleared for takeoff on runway 7 at ORL.  You make sure your mixture knob is pushed all the way forward, effecting a maximum-rich fuel-air mixture, push the throttle smoothly forward, and start rolling.

Freeze it! With the airpane on the runway, let's glance at that EGT gauge.  (You scan your engine instruments during the initial roll anyway, yes?)  At full power, your EGT should be somewhere between 1100-1400, depending on OAT, but the actual temperature really doesn't matter. The needle will be reading somewhere near the middle of the gauge, pointing at a white line.  That's all we really care about: a baseline measurement.  Take note of where that needle is pointing and file it away for future reference.

You rotate and start climbing out.  A 500 foot check is a good idea; making sure gear and flaps are up.  At 1,000 feet you can consider setting climb power, but in the Cessna 172R it should be full throttle, so there's nothing to do.  This is nice and simple.

Passing through 1,500 feet, let's freeze it again.  Zoom in on the EGT gauge.  What do you think it will show?

Some of you already know the answer.  For those who aren't sure, let's think about it.

Have we touched the mixture knob?  No.

So has the fuel-air mixture been adjusted?  Yes!  As we climb, air density decreases, which means the mixture (which isn't just fuel, correct?) has actually been getting richer with the climb.  There are fewer air molecules inducted into the engine, therefore there's now more parts fuel to fewer parts air.

Yep, the mixture's getting richer, just by climbing.  I suppose you could consider your yoke a "mixture" control, in an indirect sense.

So the answer to the question is this: the EGT gauge will now show a slightly lower EGT indication.  This is not necessarily a bad thing.  On very hot days, with a heavily loaded airplane, the extra fuel can help cool the engine -- and not because the fuel cools the engine by circulating through it!  This is commonly misunderstood.  Running full rich makes for a smoother, slower combustion event.  It delays the "peak pressure pulse" (that nanosecond when the explosion reaches its maximum pressure) and enhances the mechanical advantage of the crank angle.  Without getting too deep into the details, the further from Top Dead Center the PPP occurs, the greater the mechanical advantage, the cooler the CHTs and the lower the cylinder head pressures -- a very important consideration, but we have no gauge in the cockpit to measure this.  The richer you run -- to a point, of course -- the smoother those combustion events occur, and the cooler the engine will run.

But, truth be told, you really need to be flying a maxed out airplane for this to be your primary concern.  If your CHTs look good, you're not holding a ridiculous angle of attack to maintain Best Rate of Climb, and performance seems nominal, there's no need to actually enrichen the mixture -- which you are doing by ignoring the mixture knob -- as you climb.  In fact, going back to the baseline measurement of EGT while the airplane was still on the runway, how could we harm the engine by adjusting mixture such that EGT remains constant in the climb?  Answer: you can't, with the exception/caveat described above.

So if you're climbing out, planning to cruise at 7,000 feet to enjoy the cool temperatures at that altitude enroute to a fun summer destination, consider maintaining a constant EGT all the way to altitude.  You'll save fuel, the engine will be happy, and you'll be able to afford a few more $100 hamburgers.  Furthermore, even if you're cruising at a low altitude -- below 3,000 MSL -- don't ignore the mixture knob!  Especially when you're at a cruise power setting rather than full power: the engine doesn't require a full rich mixture.  In fact the only time you absolutely need full rich is on takeoff at sea level!  It makes sense when you think about it: if the engine was okay at full RPM and full rich on initial climbout, why would it still require such a rich mixture when you reduce power to, say, 2100 or 2200 RPM?

Fly safe out there!

Ryan Ferguson is a CFI/I and MEI for the CAP Flying Club.  He can be reached via email at ryan@hawkerpro.com or (407) 920-7660.

In Part I, we discussed single-engine VFR briefings.  In Part II, we'll tackle IFR and multi-engine.

Clearly, when departing IFR, our planning horizon needs to be adjusted.  We now must be aware of our aircraft's ability to meet the performance requirements of any assigned ODPs or SIDs, we must configure the cockpit to fly any required courses or routes, and we must know we can reach our clearance limit with IFR fuel reserves on-board.  A good briefing considers all of these factors at minimum, and a better one includes a forecast of where the aircraft will be flown in the event of an emergency.

Factors which may impact your decision-making in the event of an on-departure IFR emergency:

1) Bases.  Very low ceilings limit opportunities to choose an off-field landing site in the event of an engine failure in a single-engine airplane.

2) Available VFR weather at nearby airports.  In the event of an electrical failure, can you navigate to an area of VFR conditions?  Dead reckoning and basic pilotage skills may play a role here, but if you don't know where the VFR conditions are to be found before departure, you won't able to find them.

3) Do you have a handheld GPS on-board?  Many modern handheld GPSs offer phenomenal capabilties, even the ability to fly an "instrument approach" -- only to be used in emergency situations, of course.

The pilot's decision-making and planning is more complex when departing IFR in a twin such as our Gulfstream American Cougar (GA-7).  Now the pilot must decide whether his/her single engine performance is sufficient to a) continue the departure procedure or provided instructions via clearance, b) be able to maintain an MEA and c) execute a single-engine approach and landing back at the departure airport, or if necessary, a different airport.

What's most important is that the pilot considers his/her options on the ground before departure rather than in the clouds.  An old Air Force saying:  Prior Planning Prevents Poor Performance.  It is true in instrument and multiengine flying, as well as all other walks of aviation.

If you expect the unexpected, you will never be surprised.  Fly safe.

-Ryan Ferguson
ATP/CFII/MEI
ryan@hawkerpro.com
Questions? Need a CFI? Call anytime: (407)920-7660

To instructors and students,

All flight students who are not citizens of the USA must register with TSA's Alien Flight Student Program before beginning flight training. This should be done online. I don't have the address at hand, but if you google AFSP you will find your way there.

Independent CFIs (such as we) giving instruction to foreign students must register with AFSP also.

Here's a little-known trap: Even if your student is a USA citizen, he must still present a passport (or birth certificate plus state-issued photo ID) to his instructor, who must then endorse the student's logbook that these documents have been produced. Additionally, the instructor must keep records of such endorsements for at least five years.

Instructors please note: You are not endorsing that the student proved his citizenship, only that the documents were presented to you.

And note also: These rules apply only to those who seek a private pilot certificate, an instrument rating, or multi-engine training. Oddly, students seeking the commercial certificate are not included in the regulation.

John Nadon
CAP chief pilot

Why learn to fly with CAP Flying?

For one thing, cost: Our basic trainer is $40 per hour dry, about $75 per hour fueled at current prices. For contrast, check out the flight schools' prices.

For another, experience: At the typical flight school, your primary instructor will be some kid with 400 hours who has never really been alone in the airplane except for mandatory solos. This kid is building hours and can't wait for the first job offer. What can he offer you? In our club we have seasoned instructor pilots who teach for the love of aviation. We have this to offer: thousands of hours of experience and a focus on your goals.

Our typical student has spent $6,000 for the private certificate, $6,000 for the instrument rating, and $4,000 for the single-engine commercial certificate. The multi-commercial-instrument add-on has been accomplished in as few as five hours of flying. (Hate you, Bligh. It took me 10 hours.)

Gulfstream school cost my prize student twice all that!

Even if your only goal is the private pilot certificate, you will get a superior education in our club.

As a flight instructor, I am always curious to observe my students' briefing.  Pre-takeoff, approach, or even pre-flight briefings all contain many indicators, or clues, about the pilot in question.  In fact, in my experience, it is often possible to predict with some degree of accuracy the tendencies and traits of the pilot performing the brief based on how they do it.

As pilots, all of us at some point or another have gone through the process of briefing ourselves, or another pilot, on an upcoming phase of flight or objective we're preparing to accomplish.  Whether we're flying in a two-crewmember aircraft and practicing good procedure, or just reminding ourselves by saying it aloud, the briefing serves an important role as a plan of action and blueprint for a soon-to-be-committed act of aviation.

For example, when we brief the takeoff, we tend to include particulars such as the departure procedure (if IFR) and any applicable emergency procedures we may need to perform during climbout.  The briefings may be very different in scope and detail, depending on whether we're flying a Cessna 172, a GA-7 Cougar, or for the professionals among us, perhaps a turboprop or jet.

Briefings are aircraft and type specific.  For example, briefing the takeoff procedure in a light piston twin should be more in-depth and custom-tailored to the conditions at hand, as compared to most light single-engine piston airplanes.

But briefings are -- or should be -- common to all pilots and all airplanes.  We pilots should always brief our intentions, even if we're departing VFR from a long runway on a crystal-clear day in calm winds.

In fact, the FAA expects us to be good 'briefers'.  Special attention is given to the topic within the FAA Airmen Practical Test Standards.  For Private and Commercial Pilot applicants, a briefing on 'positive exchange of controls' must occur.  Additionally, the applicant must brief his/her passengers on the use of seatbelts and safety devices.  For Airline Transport Pilots, the FAA's emphasis on crew briefings takes on a more prominent role during the checkride.  In the ATP Airplane PTS, the Crew Resource Management task is expanded to include briefings 'before each takeoff/departure and approach/landing' and is very specific:

"If the operator or aircraft manufacturer has not specified a briefing, the briefing must cover the appropriate items, such as: departure runway, DP/STAR/IAP, power settings, speeds, abnormal or emergency procedures
prior to or after reaching decision speed (i.e., V1 or VMC), emergency return intentions, missed approach procedures, FAF, altitude at FAF, initial rate of descent, DA/DH/MDA, time to missed approach, and what is expected of the other crewmembers during the takeoff/DP and approach/landing."

Of course, not all of these items are applicable to our operations as private pilots.  Most of us won't have to worry about calculating a V1 speed. And many of us fly VFR more than we do on instruments, which would negate those IFR-specific briefing requirements.  Nor will we always have 'other crewmembers' available to help -- although certainly most of us wouldn't mind a flight attendant to serve up a snack and ice-cold drink on those long cross-country flights!  And finally, one could argue that these briefings are required at the ATP level (and not at the private pilot or commercial pilot level) for a reason.

But wouldn't it make the most sense for us to treat our flying with a level of professional respect that would make an airline captain proud?  And beyond professionalism, briefings make us safer, especially when long lapses of inactivty punctuate our personal flying schedule.

Here's what I look for in a pre-takeoff (VFR) briefing.

"We'll be taking off on runway 7 today.  We have 6003 feet available which is sufficient for a normal takeoff.  Winds are 020 at 10 knots, so we'll use left crosswind correction during the takeoff roll.  We'll rotate at 55 knots and climb at Vy, which is 74 knots, and make a left downwind departure for the Lake Apopka practice area.  In the event of engine failure, or anything abnormal during the roll, we'll abort by pulling the throttle to idle and braking to a stop on the runway.  If we lose the engine on climbout with runway remaining, we will land straight ahead on the remaining runway.  Below 800 feet without sufficient runway remaining, we'll pitch for best glide, choose a suitable landing spot and use shallow turns to land roughly straight ahead.  Above 800 feet, assuming the airport is assured, we will turn back to the airport, declare an emergency and land on any runway, taxiway, or clear area."

Some thoughts: which direction would you generally turn to return to the airport if you experienced an emergency on departure?  All else being equal, it's best to turn into the wind to shorten your turning radius.  And in the event of engine failure, would you accept landing on the remaining runway even if it meant an overrun off the pavement?  It's likely to be your best option, especially considering the limited options for off-field landings we have surrounding the Orlando Executive airport.  The time for the Pilot-in-Command to decide what he or she is willing to do is while still on the ground, before takeoff.

A thorough, crisp briefing tells me that the pilot I'm flying with has a professional attitude towards his/her flying.  More importantly, it indicates that in the unlikely event of an emergency situation, this person will be ready.

In Pt. II, we'll discuss instrument and multi-engine briefings.

Greetings to all!  If the name seems unfamiliar, do not adjust your browser.  My name is Ryan Ferguson, and I am one of the club's newest members.  I am also a ATP/CFII/MEI and representative of the local FAA Safety Team. General aviation and flight instructing have been a big part of my life for many years.  I look forward to getting to know all of you personally.

I volunteered to start blogging here at the CAP Flying website.  I have some topics in mind but wanted to open the floor to you, the club membership, to any topics you'd like to see addressed.  I'll start with some of my own ideas.

Given that summer is here and the weather challenges we face will now be mostly convective in nature, I planned to touch on some weather strategies with this column, as well as instrument flying techniques/tips/tricks which you might find helpful.  Also, a review of recent (and not-so-recent) NTSB reports and what we can learn from them may also be of help to us all.

I hope you will take the opportunity to chime in with some subjects which would be of interest to you.

Thanks for allowing me to introduce myself.  And feel free to call or email if you would like to schedule the Biennial Flight Review or Instrument Proficiency Check you've been putting off, or start working on that instrument or multi-engine rating.  In an effort to keep the club planes flying I am offering one hour of free ground or flight instruction (minimum 2-hour block) in any club airplane.  I can be reached via email at ryan@hawkerpro.com or (407) 920-7660.