PIREP: Austin Executive Opens a Control Tower

ByHank Gibson

Austin Executive Airport opened a control tower on Friday, February 23rd 2018.  The airport is now officially Class D airspace.  The charts and A/FD are not updated yet to reflect the tower, but there is a NOTAM with the tower and ground frequency information.  The tower hours are from 6am to 10pm.  The weather frequency remains the same.

Make sure you check those NOTAMs if you are headed to KEDC anytime soon!

KEDC Tower Frequency:  120.3

KEDC Ground:  119.45

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  • Santa Fe Fly In Canceled

    ByHank Gibson

    Sadly, Texas Top Aviation is having to cancel it’s 2020 Santa Fe Fly In due to COVID. New Mexico has continued to implement travel restrictions, making it difficult for Texas Top Aviation to complete the event.

    Mark your calendars now, though, as Texas Top Aviation has scheduled is 2021 Fly In. We are returning to the Lajitas Golf Resort in the Big Bend area of Texas. The event will be March 24th-26th, 2021. Stay tuned for more information. We hope to see you there!

  • Diamond DA50 RG

    ByHank Gibson

    Diamond Aircraft announced in June that the company is going to bring it’s Diamond DA50 RG to market. The company expects European certification in early 2021 and FAA certification toward the end of 2021.

    This is not the first iteration of the Diamond DA50, but it is the first with retractable gear. Diamond is known for it’s use of Jet A burning piston engines and you can’t beat the efficiency. The technology in the Continental CD-300 Jet A piston engine is new, but it has been in development for a long time. Diamond advertises 180 knots on only 9 GPH, which is just about as efficient as you can get with a single engine piston.

    The addition of the retractable gear from previous iterations of the Diamond DA50 RG is a nice touch. Diamond already had the RG technology from the DA42 Twin Star as well as the more powerful cross country machine, the DA62. Equipping the single engine Diamond DA50 RG with retractable gear just makes sense. It definitely puts the airplane in a class of it’s own.

    Diamond’s website shows a nice roomy cabin in the DA50 RG with plenty of space to spread out, plus plenty of baggage. The fuel tanks only hold 50 gallons of Jet A (which still gives a 4 hour + range with an hour reserve at 9 GPH), so the payload, even with full fuel, is an eye popping 897 lbs, though Diamond’s site does not mention if that includes TKS, air conditioning, and oxygen. If it does, then compare that to a fully fueled Cirrus SR22T (which would give an equal speed) at 537 lbs and the Diamond DA50 RG has an argument.

    As with all new airplanes these days, the Diamond DA50 RG has the Garmin G1000 NXi complete with keypad and the GFC 700 autopilot with yaw damper. The interior has a 3 person bench seat for the back seat, which, at least to the naked eye, appears that it might actually fit 3 adults, albeit small ones. Diamond’s signature stick in the middle of the seat is still present for the front seats, but the right seat stick in the Diamond DA50 RG is removable for passenger comfort, a nice touch.

    The single engine piston market is a hard one to break in to since Cirrus has such a leg up on the competition. However, with a Jet A burning engine, a higher payload, and a roomier cabin, the Diamond DA50 RG might actually be able to make an impact. Look for this bird at Sun N Fun and Osh Kosh in 2021.

  • Setting Standards

    ByCharlie Precourt

    Type Clubs Lead By Example with Standard Operating Practices

    This article appeared in the May 2019 edition of EAA’s Sport Aviation Magazine. It is used with permission. For other articles by Charlie Precourt, please visit EAA.org and join for a full subscription.

    Imagine a year when there are no fatal accidents in general aviation. Does that seem impossible? The airlines achieved that many years ago, and so can we if we focus on the right things in our safety pro- grams. In fact, the overall trend in GA accident rates over the last few years is very encouraging. AOPA’s Air Safety Institute published its annual GA Accident Scorecard recently (see www.EAA.org/ extras), revealing fatal accidents from 2008 to 2017 are down more than 30 percent. Nevertheless, there were 185 fatal accidents in 2017, so we still have a long way to go. But, there are many developments in safety programs across GA that can keep the trend going.

    One such development that I’ve advocated through a couple of type clubs is establishing standard operating practices (SOP). When I flew for both the U.S. Air Force and NASA, we had what we called standard operating procedures. They were the law for our flying. That is, we had to follow them procedurally because the folks that paid our salaries said so. The objective was to ensure we all used the same playbook, minimizing the risk that one of us might develop a bad in-flight habit that increased risk to the organization.

    One way to think about SOPs is to recognize the difference between procedure and technique. For example, you have to follow the manufacturer’s pilot’s operating handbook (procedure)where it says to lower the landing gear before landing. If you don’t, you are in for a bad day. However, it does not tell you exactly when to lower the gear; that’s left to technique.

    In the middle, between procedure and technique, is a best practice. In this example, lowering the gear just before the final approach fix is a “standard practice.” It is the generally accepted “best” place to lower the gear. In GA, however, aircraft owners don’t generally answer to a boss, so I prefer the term practices instead of procedures.

    However, whether or not someone is paying us to fly, following best practices just makes sense. If you have a good set of practices, they enable you to do things the same way every time, leaving lots of brain cells to manage the unusual, the things that might go wrong. The safest approach to accomplishing a flight task is one that leverages consistency. On the other hand, if you are inconsistent, doing flight tasks differently each time, you’ll always be struggling to keep up. So, in my involvement with the safety committees for both the Malibu Mirage Owners and Pilots Association and the Citation Jet Pilots Association, there has been broad acceptance of recently developed standard operating practices.

    The good news in this development is that a culture of safety is growing broadly across most sectors of GA through these type club initiatives. Perhaps more importantly, there is much to learn from each other about the effectiveness of these various initiatives. EAA has seen a four-year drop of 47 percent in fatal accidents among homebuilts! So, there must be something right going on there — a major focus on appropriate transition training before flying a new homebuilt (as a standard operating practice) is paying off.

    So, what is covered in the SOPs these type clubs have developed? The following outlines the kinds of standard practices other type clubs have set up and represent SOPs you could establish for yourself regardless of the type of aircraft you fly. You just have to fill in the blanks for your particular type and commit to sticking to them in your flying. These are notional and are practices (not mandatory procedures). They don’t tell you how to fly your aircraft; they give you things to think about when you do. If you take a bit of time to set your own SOPs and then stick with them, you’ll be a far safer pilot. Here are some ideas:

    Duty Day

    Set the maximum number of hours of flight time during a calendar day and rest hours off between flying days. One example is a maximum of eight hours in the air and a minimum of 10 hours off until flying again.

    Cargo

    Establish best practices for what you will carry as cargo. One example is no lithium batteries in the baggage compartment.

    Flight Planning and Preparation

    What are your limitations for the types of flight you’ll take on? Consider SOPs such as designating a suitable alternate airport for all flights. Another might be for first flights after significant maintenance, such as no flight at night or in IMC until a day-VMC functional check flight has been done.

    Runway Field Length Guidelines

    Establish an appropriate minimum field length for your aircraft and commit to not going into shorter fields. Consider sea level operations and high-altitude airports as well.

    Surface Operations

    What should be your maximum wind conditions for taxi, takeoff, or landing? Maximum acceptable crosswinds on landing? Set them in your SOP and stick to them.

    En Route

    Consider establishing practices like no non-operationally necessary conversation below 10,000 feet MSL, during any segment of an approach procedure, or during the last 1,000 feet before leveloff during climb or descent. Also consider declaring “minimum fuel” when the fuel state becomes less than fuel to destination plus 45 minutes at current burn, even if flying day VFR.

    Approach and Landing

    Consider establishing personal minimums in your SOPs for things like visual approaches. Perhaps use a 1,500-foot ceiling and 3 miles’ visibility for day and 5 miles for night, even though these exceed the FAA’s requirements.

    Pilot Limitations, Training, & Currency

    FAR Part 91 rules allow us to fly with pretty marginal levels of currency. Consider setting your own SOP to something more appropriate for the kind of aircraft you fly and the kind of flying you do in it. For example, consider these ideas as SOPs:

    • If you have less than 100 hours of time-in-type or have not flown at least 15 hours as pilot in command in the last 90 days, use a minimum planned fuel reserve of one hour.
    • Also, if flying IFR in this situation, use a minimum visibility for takeoff of 1 mile.
    • On instrument approaches, increase the published minimums by one- half mile visibility and add 200 feet to the decision altitude or minimum descent altitude.
    • Perform landings at a weight that allows a full stop in 60 percent of available runway length.
    • Consider an SOP that establishes you will fly with a CFI on a refresher flight before flying as pilot in command if you have not logged at least an hour of flight time and one takeoff and landing in an aircraft of the same type within the preceding 45 days.

    Maneuver Standards

    Wherever there are “techniques” associated with things like takeoffs and climbs, cruise, use of autopilot, power settings, and approaches and landings, you can write down your preferred technique as your own SOP. Describe each maneuver in enough detail (speeds, altitudes, power settings, configurations, etc.) to define a routine you will use each time. This ensures you fly consistently each flight and leverage the power of the standard operating practice, that is, to give you the bandwidth you need should you encounter an unexpected event or an emergency.

    SOPs are among the exciting concepts underway to make safety programs work for us. Hats off to type clubs like MMOPA and CJP and many others that are taking the initiative. But even if you’re not in this kind of group, you can still set up your own SOPs. Let’s all look forward to our first year in GA without a fatal accident — and let’s make it soon!
    Fly safe!

    Charlie Precourt is a former NASA chief astronaut, space shuttle commander, and Air Force test pilot. He built a VariEze, owns a Piper JetPROP, and is a member of the EAA board of directors.

  • Picking Up an IFR Clearance

    ByHank Gibson

    Picking up an IFR clearance at first can seem very simple.  But, when taking off from an untowered field, especially if a pilot is based at a towered airport, it can be a little more complex.  Based at an untowered field?  The towered procedures are a little more streamlined, but still different.

    Towered Airports

    Class B or Class C

    At Class B or Class C airports, there is a dedicated frequency to get an IFR clearance and VFR departure instructions called Clearance Delivery.  It is published in the airport facilities directory as well as most approach plates.  Before you call Clearance Delivery, get the ATIS and tell the controller you have it as well as where you are located on the airport.

    CRAFT

    Class D

    Some Class D airports have a Clearance Delivery frequency (see KADS, Addison, TX), but for the most part, you’ll get your IFR clearance on the Ground frequency.  If there is a dedicated Clearance Delivery frequency, the ATIS will specify whether or not to get your clearance on it or on ground control.

    Class D towers are only part time towers, usually closing between 7pm and 10pm local time, depending on how busy the airspace is.  These airports usually have published Clearance Delivery frequencies to contact either the local approach control or center to pick up an IFR clearance on the ground.  They will be published on approach plates and in the A/FD.

    Untowered Airports

    Class E

    There are a number of Class E airports that are Class E all the way down to the surface (see KLFK, Angelina County).  At these airports, there will either be a Clearance Delivery frequency or you call on the Center or Approach frequency to get your clearance (at KLFK, you call Center as there is no Clearance Delivery frequency.  At Temple, KTPL, there is a published Clearance Delivery frequency which you would be talking to Grey Approach).

    Class G

    There are two ways to pick up an IFR clearance at a Class G airport, one typically a little safer than the other.

    The first option is to take off and maintain VFR while calling Center or Approach control.  They will give you your clearance making you IFR and allowing you to enter the clouds.  This option can be unsafe depending on the terrain surrounding the airport and how low the ceiling is.  If the ceiling is overcast at 1,000, you can legally remain VFR in Class G airspace at 500 AGL, but that isn’t the safest option and you might not be able to raise ATC at that altitude.

    The second, and safer option, is to call on the phone.  Flight Service has a nationwide Clearance Delivery phone number that every pilot should have saved in their contacts (888-766-8267).  Typically, you want to wait to call them until after you are done with your runup because they only give you a five or ten minute window to get off the ground.  With bluetooth equipped headsets, this usually isn’t a problem.

    Be prepared when calling Clearance Delivery on the phone to wait a few minutes.  Us pilots aren’t good at being patient sometimes, but the FSS has to call Center on the phone to get your clearance and release and this can take a few minutes.  Be prepared for that going in and just be patient.  Remember, this is the safer option!

    There are a handful of Class G airports around the US that have a GCO, a Ground Communications Outlet. With a GCO, you tune up the frequency, then click the mic 4 times to talk to ATC or 6 times to talk to FSS.  Each mic click must be at least one second, so if you click the mic too quickly, it won’t work.

    At certain airports that are underlying an approach control’s airspace, you can actually call the TRACON directly and get your clearance from them (5C1, the Boerne Stage Airport, for example.  San Antonio approach is the controlling agency and you can call them directly to pick up your clearance).  It’s a good practice to get the TRACON phone number and save that in your contacts as well.

  • Breathing…It’s The Difference in Engine Performance

    ByJoe Casey

    The PT6 engine that’s found on the Jetprop and Meridian is designated a -21, -34,-35, or a -42A.  The Continental engine on a Malibu is either a TSIO 520 or a 550.  What’s the difference? Why should I care? Most pilots don’t understand the difference, but it’s pretty easy to understand…and it’s all about breathing.

    Whether a piston or a turbine, the engine has a ratio of fuel/air that works best.  For a piston model, we can make adjustments to this ratio by adjusting the mixture.  In climb we use a richer ratio to help cool the engine, and in cruise we lean the mixture to save fuel since we don’t need the extra fuel for cooling (due to higher speeds which cools the engine). In the turbine, the ratio is set and there’s nothing that can be done about it…except climb to a higher altitude.  But, more about that in a second..let’s go back to the piston discussion…

    Piston: A Continental 520 engine and the 550 engine are flown exactly the same.  On takeoff, both will develop 310HP (38″MP with the 520, 35.5″MP with the 550).  So, why would a pilot want a 550 in his airplane as opposed to a 520?  The answer is breathing.

    A 520 is named appropriately because the engine displaces 520 cubic inches of air with each complete cycle of all 6 cylinders.  To determine the displacement, just figure the bore (diameter of the cylinder) and the Stroke (how far the piston travels in the cylinder) and plug the numbers into this formula:

    CID = Bore X Bore X 0.8754 X Stroke X # of Cyl.

    Here’s the bore and stroke of the Continental 520 and 550 engine:

    TSIO 520:  Bore = 5.25″ and Stroke = 4″
    TSIO 550: Bore = 5.25″ and Stroke = 4.25″

    So, you can see the two engines are exactly the same except the 550 has a little longer stroke, and therefore displaces a little more air.  Said another way…it the sucks the air into the engine a little better.

    So, with this knowledge, the ability for the engine to breathe becomes a little more clear.  Both a 520 and a 550 will perform exactly the same until the point that a 520 simply cannot suck enough air and begins to develop less MP as a result.  For most 520 engines, this will happen somewhere around 18,000 ft.  But, it is dependent upon a myriad of factors including: health of the engine, altitude, temperature, and atmospheric pressure. When the 520 hits this point, the throttle can be full-forward, but the engine will not develop full MP, but some number that is less.  I’ve seen a max MP at FL250 in a 520 Malibu to be about 31″MP.  So, you can probably guess that the rate of climb will correspondingly suffer as the engine develops less MP.  How do we fix this problem?  Enter the 550…

    Since the 550 displaces more air, the engine will maintain max MP to a higher altitude.  When the 520 begins to develop less power at about FL180, the 550 engine will be able to continue to maintain 35″ at a higher altitude.  Make no mistake…the 550 will also hit an altitude where is cannot develop 35″MP, but this altitude will probably be nearly FL220.  So, the 550-powered Malibu will reach cruising altitude faster than the 520.

    But, at cruise both engines are pulled back to 30″MP.  So, either engine will deliver the same cruise speed because they are both able to develop 30″MP at any altitude.  Does it really matter if you’ve got a 520 or a 550 engine?  Answer: not much.  Both are excellent engines and both will deliver the airplane to the destination, but if the chosen altitude is above FL180, the 550-powered airframe will probably arrive a few minutes earlier.  Which would I want if I were purchasing an airplane?  It’s not a big enough deal, IMHO.  I’d select the best airframe/engine/prop combination and not put much weight into the 520 vs. the 550.

    Turbine world: So, how about the -21, -34/35, and -42A compare?  Here, there’s  big difference, but it’s still all about the breathing.  A -21, -34/35, and -42A are all derivatives of the famous PT6 family of engines, and all are designed to be 1000+SHP engines de-rated to fit the airframe.  For instance, the -42A engine is 750SHP when mounted on a King Air 200, but the same engine is derated to 500SHP when mounted on the Meridian.  Ditto with the -21 and -34/35 engines…all are de-rated.  So what’s the difference? Breathing…

    At the lower altitudes all will develop their maximum rated SHP, meaning they will all develop maximum torque.  And, down low there’s plenty of air to breathe so the engine has no problem developing that torque at a low ITT.  But, as altitude is gained, the engine must suck more air to develop the same torque, and the ITT goes up.  At some point in the climb (depending upon altitude, temperature, pressure, and IAS) the engine will not be able to produce max torque without exceeding Max ITT.  At this point, the engine cannot breathe any more (suck in anymore air), and the power (torque) developed falls off.  With the -21 engine, the power falls off quite dramatically because the engine simply cannot breathe well.  It is a smaller engine and more air cannot be forced into the compressor section.  For the rest of the climb the engine is “ITT limited” and the performance will suffer.

    The -34/35 engine is a little bigger and will develop maximum power (torque) to a higher altitude.  And, when the torque does drop off (as altitude is increased), the rate of decrease is less because it can breathe easier due to it’s larger size.  Guess what? The -42A will beat out the others and develop max torque to an even higher altitude.  With this decrease  in torque available also comes a welcome friend…less fuel burn.  Altitude is the friend of any turbine pilot, and he/she will climb to the highest altitude possible to save on fuel.

    The end result is the -21 powered Jetprop will cruise at 238 KTAS (in the summer) with a fuel burn of only 28gph.  The -34 will have higher torque than the -21 and will develop more SHP and will have a higher cruise (260 KTAS in the summer) with a correspondingly higher fuel burn (32gph).  The -42A will be breathing easily at higher altitudes, and will develop the most torque, but with a fuel flow of 39gph.  The Meridian (with the -42A) will not out-perform the -34/35 Jetprop in cruise purely because the Meridian is much heavier.

    Just remember…fuel flow in a turbine is always commensurate with its ability to breathe and a turbine’s ability to breathe is a function of the engine’s ability to breathe.

    With this knowledge…let’s check your understanding.  Answer this question: Will a Jetprop cruise faster in the summer or winter?  Remember, cold air is more dense than warm air, and an engine will develop power according to it’s ability to suck in air.  More air available, more power available.  Answer: Winter.

    A good analogy: I’m a Cross-fitter (meaning I do crossfit workouts a lot).  In the gym we have various workouts that test a person’s ability to perform.  Guess who usually does the best?  Right…the guy who can breathe the best.  A person is nothing more than an engine…we intake air and combine it fuel and burn it to develop energy.  In Crossfit, the person with the biggest engine (muscles that can develop power) that can sustain power (good aerobic capability) will win almost every time.  The only variables then are genetics (how well-made is the engine), flexibility (you’ve got to be able to get into the position), and skills (there are more efficient movements).  A good Crossfitter will work hard on mobility, skill, and try to increase the bodies ability to increase capacity through a tough workout.

    To get maximum performance, the pilot cannot change the engines skill or mobility (at  least not without an engine change!), but a thorough understanding of the how the engine breathes will help him/her use the power that is available to the fullest.

    Joe Casey’s aviation story began in 1990 with his first flight near Nacogdoches, TX in a Cessna 172. From lift-off, Joe knew he would have a lifetime passion flying just about anything that will leave the ground…He was completely hooked.

    Along with being an FAA Designated Pilot Examiner (DPE), Joe is an ATP/CFI-AHMG and Commercial Rotorcraft/Glider Pilot in the civilian world and also a UH-60/AH-64 Pilot-in-Command/Instructor/Examiner Pilot in the US Army Reserves.  His passion for the last 19 years, however, has been the PA-46 Malibu/Mirage/Matrix/Jetprop/Meridian. Has has amassed over 6,500 hours in various PA-46 airframes and believe it to be one of the finest flying machines available for the serious cross-country pilot with an eye for efficiency.

    Now, Joe has flown more than 12,200 hours in just about every imaginable environment. Whether providing initial/recurrent training in the PA-46’s, TBM’s, instructing in NVG’s in a UH-60 Blackhawk, flying the King Air series of airplanes, giving tailwheel endorsements, or taking kids flying for the first time, he simply loves flying machines and the people who fly them.

  • Utilizing Personal Minimums

    ByPedro Vargas-Lebron

    The FAA defines personal minimums “as an individual pilot’s set of procedures, rules, criteria, and guidelines for deciding whether and under what conditions to operate (or continue operating) in the National Airspace System.” Have you actually given thought as to why we choose the personal minimums we do? From the beginning of initial pilot training, weather minimums were established for day-to-day training and during solo flight. I didn’t realize it at first, but I later learned these limits were not just an insurance mandate, but these minimums were set at the time to safely operate an aircraft based on my “then” current experience.

    So here’s the question: what are your personal minimums and WHY do YOU have them? Do you ever lower or raise your minimums? Are your minimums based solely on your overall experience level or do they take into account other variables such as advanced avionics? For pilots that fly multiple aircraft like I do, can and do your minimums change in regard to category or type of aircraft you are flying? It’s a judgment decision on how you chose your minimums. However, it’s important that time is taken before you strap into the cockpit for each flight to critically think about the different risk factors and variables which may affect your decision for the minimums you choose.

    To guide us, let’s try briefly apply the FAA’s Personal Minimums Checklist to see how risk factors might shape what personal minimums or decisions we make for the day. Remember, just because you have been flying with a certain set of minimums one day, doesn’t mean you can’t adjust your minimums to a higher value given an ever-changing situation.

    The acronym most pilots have heard is PAVE:

    Pilot– We all should be familiar with the acronym IMSAFE associated with this. It addresses variables such as Illness, Medication, Stress, Alcohol, Fatigue, and Emotion. But how do you adjust your personal minimums using this guideline? Have you ever thought about raising your minimums for a training flight if you only got 4-6 hours of sleep, instead of 8? Or if you anticipate a hard IFR flight with a long day, maybe taking a safety pilot to mitigate the chance of a mistake if you’re forecasting having to shoot an approach to your weather planning minimums.

    Aircraft– Personally, this is a really important factor for me when deciding what minimums to apply. I often spend a large majority of my time asking myself; is this aircraft properly equipped for the flight? This question goes beyond just looking at the logbook for a properly equipped and legal aircraft. A professional pilot should think further. Am I flying a traditional 6-pack “steam gauge” layout, non-slaved compass card, with a separate OBS gauge for course guidance? What if the aircraft doesn’t have an auto-pilot? What if I’m flying an aircraft equipped with a dual auto-pilot, dual GPS with an integrated glass cockpit? I can comfortably say my personal minimums change depending on the equipment I have available.

    A pilot should also look at his/her recency with the aircraft. For example, if you are qualified to fly both airplanes and helicopters, maybe you should choose to have higher personal minimums in one particular airframe or if you haven’t flown that airframe within 30, 60 or 90 days. This is a very important factor for the owner/pilot.

    EnVironment– Most of the time, when we think of environment, we ask ourselves, is the weather legal for me to take off and, more importantly, can I conduct this flight safely? Basic flight planning should have taught us to take into consideration crosswind limits, day versus night, and the type of airspace the flight is conducted in. Thought should also be given to how you set your personal minimums in regards to the particular type of environment you might rarely encounter. Flying an approach to your minimums in the flat plains of Texas during the day is one thing, but how would you adjust your weather minimums flying to a new airport, at night, with no moon illumination, in the mountains of Colorado? Could you reduce the risk and adjust your minimums in this scenario with two pilots?

    External Pressures – What external pressures are affecting your flight? Passengers, the owner, “get-there-it is”, the desire to impress someone? Although external pressures should never be a factor when conducting a flight, they almost always play a role in your decision whether to conduct the flight or not. For example, a professional pilot gets hired to do a flight and the weather is below their personal minimums. The pilot could be tempted to lower their minimums by 100 feet to take the flight for a paying customer. This scenario plays out every day across the country whether it’s a professional pilot or owner/pilot. It would be foolish not to consider this type of pressure. Always make sure you have a plan if and when you encounter this situation. Planning your flight and having a plan to deal with these potential scenarios ahead of time ensures you stick to your minimums. It can be as simple as telling your passengers, or the owner, well ahead of your flight what your personal minimums are to accept the flight, and to ensure they, or you, have a back-up plan!

    Most pilots will never break a hard limitation such as an airframe cross wind limitation, or engine limit, but the chances of breaking a personal minimum are realistic. Think about the last time you went on a diet and broke your plan because you were tempted by your friends or family during an outing. Self-imposed personal minimums can be hard to enforce and we need to acknowledge this as humans. Here are a few techniques that you can use to assist in making a decision using personal minimums and help reduce the influence of external pressures.

    Step 1: Sit down with your CFI/CFII and fill out a personal minimums worksheet. Filling one out by yourself is a good start but having an outside objective view will help in making sure your personal minimums are realistic. Remember, it is easy to convince ourselves that we can do something even though we have set personal minimums. Talk with other pilots to see if you have set realistic expectations.

    Step 2: Preflight planning must start a few days in advanced. It can be as easy as checking what the forecast might be and looking at the projected route, near-by alternate airports, and various approaches. This can be done quickly and will give you a heads up on whether the flight can be safely conducted or not. By alerting the passengers or owner early enough, alternate plans can be developed. An extra pilot can be added, the passengers can fly commercial, bring along a CFI, or cancel the trip altogether and seek alternate transportation. The main point is the decision was made well ahead of the flight when conditions didn’t look favorable. This helps in removing external pressures and ensures you don’t go below your personal minimums.

    Step 3: Never be afraid to ask for a second opinion. Part 135 operators have set procedures for conducting flights which assist the pilots in making decisions. These set procedures help remove external pressures by allowing the pilot to say, “The rules don’t allow for this, or this is how we will conduct the flight!” However, under Part 91, the pilot has to take ownership for all phases of the flight. This is where talking it out with another pilot helps with mitigating external factors and the environment. Ideally, this person should have more experience and be able to talk through the situation. For instance, if I’m flying to a new destination, I often seek the advice from another pilot who’s familiar with the area. They may have key insights into weather patterns, preferred approaches, or hazards to avoid. In certain situations, asking for another pilot’s opinion might be what influences your go/no-go decision! You’ll be amazed how much you can learn just from talking to other pilots.

    Step 4: Continue to build your experience and knowledge base. Building experience requires us to push our abilities, and sometimes this may be to the limit. However, this can be done in a controlled training environment or just going out and experiencing it. Get a new license, fly regularly with a CFI/CFII, and always try and take advantage of training opportunities. For example on your next flight from point A to point B, practice hand flying an approach, do a short field landing, a quick steep turn, etc. Quality flight time is always better than quantity. Continue to challenge yourself and try not to become complacent.

    Personal minimums are a tool to assist in every pilot’s aeronautical decision making process. Use your personal minimums to guide your final go/no-go decision and remember to stick to the plan. I encourage you to review the FAA’s Risk Management Handbook (FAA-H-8083-2). Appendix B has Sample Risk Management Scenarios and reviewing them will give a better understanding how to apply the techniques discussed to your everyday flying.

    Pedro Vargas-Lebron is a King Air 200 and uH-60 Blackhawk Instructor pilot with the Texas Army National Guard. Pedro is a CFI/CFII/MEI both in airplanes and helicopters with over 4000 hours of flight time, half as an instructor pilot.

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