Technique

The AC defines an EFB as an electronic display system intended mainly for cabin or cockpit use. To that end, an EFB can display aviation data such as charts and make basic calculations such as time, fuel and distance calculations. An EFB can also include other databases, perhaps FARs, or additional applications such as crosswind, weight-and-balance and holding calculators.

On any given day, per National Air Traffic Controllers Association statistics, theres an average of 87,000 flights over the U.S. Dozens of these pilots may be on the same ATC frequency. They could be dodging weather, descending into complex terminal airspace, or conducting military operations. Perhaps theyre just out for a sightseeing flight or training. As they fly, theyre checking in, replying to instructions, taking frequency changes, and making requests.

Some users of the National Airspace System live by Standard Operating Procedures (SOPs), and some do not. This is arguably the most significant difference between air carriers and general aviation when it comes to training, testing, and cockpit cultures. This is also, by some measures, a factor in accounting for the differences in accident rates. General aviation, particularly the single-pilot, personal-flying kind, relies not on the use of SOPs, but basic personal minimums for aeronautical decision making.

A cloud is the visible manifestation of liquid water droplets or ice. It forms when humid air cools sufficiently for water vapor to saturate and produce condensation-the dewpoint temperature. On a dry summer day in California, this temperature might be 20 degrees F, and the weather remains clear. On more humid summer days in California, the cloud formation temperature might be 50 degrees, producing morning clouds along mountain peaks. When air is chilled to the dewpoint, the humidity becomes 100 percent and from the texts we expect saturation to occur. But in real life this doesnt always happen. If a given volume of air doesnt contain condensation nuclei-microscopic bits of dust, pollen, etc.-the relative humidity may exceed 100 percent without producing clouds. But for the most part, this relationship between temperature and dewpoint is correct.

Aviation is a small world; there are a limited number of topics on which one can write. Additionally, journalism is a specific enough trade that when you combine it with aviation, you have a very small world indeed. Thus, its inevitable that there occur certain overlaps and (gasp!) even certain duplications. Granted, this one innocently went too far, but just how many unique articles can be written about a single, odd approach without covering the same ground?

After several years of work, the FAA has released new Airman Certification Standards for the private pilot and instrument ratings. Piper Aircraft in June announced that its $2.9 million M600 six-seat single-engine turboprop is now FAA certified, and features an all-new wing, Garmin G3000 touchscreen avionics, and a new interior. At the European Business Aviation Convention and Exhibition, held in May in Geneva, Textron announced new details about its clean-sheet single-engine turboprop design, and said its now accepting letters of intent from buyers. Icon Aircraft CEO Kirk Hawkins said in May that deliveries of the long-awaited A5 light sport aircraft wont begin until at least next year, citing delays and difficulties in setting up the production line and supply chain. The FAA says it will offer $500 rebates to aircraft owners who install ADS-B Out systems, but the program, which starts this fall, is limited to one year and 20,000 owners.

Certainly following the airways and the MEAs, and then descending over an initial approach fix or hold would be best. I was just thinking of a case when we werent on an airway, like between Keflavik, Iceland (BIKF) and Narsarsuaq, Greenland (BGBW). We wanted to make sure we were above the OROCA and MSAs for that area when we were descending. I guess we could have stayed at our filed FL170 until over the hold, but given that the airport is at sea level we wanted to start a prudently safe descent beforehand.

In the age of satellite navigation, electronic instrumentation and multi-function displays with moving maps, each aircraft is different. Just because you can fly an Avidyne Integra-equipped Cirrus doesnt mean you can jump into a Perspective (a.k.a. Garmin G1000) Cirrus. Or, for that matter, even an old steam-gauge Piper. Now we need proficiency not just on an instrument scan and IFR procedures, but on the installed devices as well.

Pilot responsibilities differ from a controllers. The regs state, the pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft. This authority and responsibility is granted with the intention that its used to ensure safety-a pilots primary obligation. Yet, pilots keep having controlled flight into terrain (CFIT) accidents, often with fatalities. Its the second leading cause of commercial aviation fatalities worldwide. NTSB Board Member Robert Sumwalt described CFIT as the problem that never went away. CFIT frequently occurs at night or in IMC.

Climbing to hold over an airport to wait for better weather or traffic is nearly always referenced against a VOR that is located on or very close to the airport, so you really cant get lost. Plus, theres at least one runway right below in case of any issues that might develop. Whats more, obstacle clearance is straightforward-poles, towers and trees are only so tall and you dont have to worry about encountering significant terrain rising up from the airport itself.

In aircraft terms it is somewhat analogous to the F mechanism on most aircraft. The Flap is generally used on descent, provides drag to reduce speed and per Bernoulli and/or Newton or some other dead scientist, converts energy into additional lift. The B on the Prius (and other hybrids) shifter is generally used on long descents to produce additional drag via the engine/generator, which in turn converts energy into additional electrical charge to store in the battery.

Final instrument approach segments can sometimes require a descent in a tailwind, knowing youll circle round the other way to land (or perhaps not). In stable weather, these changes are gradual and the wind speeds dont cause much concern, but anything more than that and things can get dicey. Then, of course, there are emergencies that could force you to choose between the unappealing options of landing downwind or landing off-airport.