Lately, I've seen problems with some very basic instrument maneuvers, the hold and intercepting an airway.
My ATC buddies tell me the most often issued hold is an intersection hold, usually with a direct entery, or with a hold as published. During a checkride, I give a very simple hold (with plenty of time for them to figure it out) and for some reason it get messed up.
Intercepting an airway is anouther problem, especially with an IFR GPS in the aircraft. Note: It has NOT been a problem with canidates without a GPS. It seems that we get use to GPS direct to everywhere and that Airway tracking essential skill has been forgoten. Just a couple of months ago I was given "Turn left 20 degrees and intercept Victor 123 the Volk East MOA is active (Sorry, I forgot which airway).
As part of the instrument checkride, we start out on a simulated cross country. As part of the instrument clearance, I'll asign radar vectors to intercept a Victor airway. I don't care how the radios are set up, but the flight goes a lot smoother if they are set up on the ground. If there are any questions with the clearance, it's easier to ask on the ground rather than in the air.
So there are a couple of clues to what will come up on the IFR checkride. Good Luck!
“Line Up and Wait” in Preparation for Takeoff
You do it at the movie theater, the supermarket, as well as your favorite coffee shop on the way to work: You line up and wait. And, after September 30, 2010, you may also be asked to do it at your local towered airport.
Designed to help simplify and standardize air traffic control (ATC) phraseology, as well as to comply with International Civil Aviation Organization (ICAO) standards, U.S. controllers will use the term “line up and wait” in place of “position and hold” when instructing a pilot to taxi onto a departure runway and wait for takeoff clearance. Both current and future versions of the phrase are used when takeoff clearance cannot immediately be issued, either because of traffic or other reasons.
Why “line up and wait?” The phrase has actually been in use by a majority of ICAO contracting states for many years. It has proven useful with many non-native English speakers who can sometimes confuse “position and hold” with similar-sounding phrases like “position and roll,” “position at hold,” or “hold position.” Misinterpretation of this instruction can have serious consequences. Using “line up and wait” helps avoid ambiguity and keeps the global aviation community accountable to the same standard.
Here’s an example of the phrase in use: Tower: “Cessna 1234, Runway Three Four Left, line up and wait.”
Pilot: “XYZ Tower, Cessna 1234, Runway Three Four Left, line up and wait.”
At press time, this change was expected to take effect September 30, 2010. The specific date and additional details will be communicated via updates to the Aeronautical Informational Manual (AIM) and Pilot/Controller Glossary, both located under the Air Traffic section of www.faa.gov.
Other changes have also made their way into standard ATC lexicon. Effective June 30, 2010, air traffic controllers no longer use the term “taxi to” when authorizing an aircraft to taxi to an assigned takeoff runway. Now, controllers must issue explicit clearances to pilots crossing any runway (active/inactive or closed) along the taxi route. In addition, pilots crossing multiple runways must be past the first runway they are cleared
to cross before controllers can issue the next runway-crossing clearance.
As you may recall, previous “taxi to” clearances authorized pilots to cross any runway along the assigned route.
One exception to the new rule is at airports where taxi routes between runway centerlines are fewer than 1,000 feet apart. In this case, multiple runway crossings may be issued if approved by the FAA Terminal Services Director of Operations.
The elimination of the “taxi to” phrase will apply only to departing aircraft. Arriving aircraft will still hear the phrase “taxi to” when instructed to taxi to the gate or ramp. However, controllers in these situations still will be required to issue specific crossing instructions for each runway encountered on the taxi route.
Remember, if you’re unsure of any ATC instruction or clearance you’ve heard, contact ATC immediately. It’s always better to check and be certain. And, remember to “line up and wait.”
For More Information:
Aeronautical Informational Manual (AIM)
Aeronautical Information Publication (AIP)
By Alton K. Marsh
Recent accidents involving Cirrus Aircraft have led the company and the Cirrus Owners and Pilots Association to ask all owners to take recurrent training. A special curriculum was created for the training flight, which should take less than two hours. AOPA Top Stories
“The recent spate of accidents have not been shown to have a consistent cause, but made us feel that energy management during approach and landing contributed to problems,” said COPA official Rick Beach.
The training is available at any Cirrus pilot training center.
The safety alert letter was a collaboration among the leadership of both COPA and Cirrus Aircraft and followed a successful model from 2007 when Mike Radomsky of COPA and Alan Klapmeier of Cirrus Aircraft sent out a similar safety letter about icing.
A recent fatal accident involved a touchdown with a prop strike and subsequent loss of control. AOPA’s Air Safety Foundation has found that Cirrus aircraft generally fare better in pilot-related takeoff, approach, and maneuvering accidents, but worse in go-arounds.
The safety alert also asked pilots to review operating procedures.
“First, we are asking each of you to review the basic information on how to manage your aircraft in all phases of flight. Please re-read your Pilot’s Operating Handbook, Section 2, Limitations, Section 3 Emergency Procedures, and Section 4, Normal Procedures. Also, review Section 3, Standard Operating Procedures, of the Flight Operations Manual. Look for expanded guidance on normal operating procedures with special attention to approach stability, traffic patterns, landing procedures and go-around.