Aero-Tips!
A good pilot is always learning -- how many times have you heard
this old standard throughout your flying career? There is no truer
statement in all of flying (well, with the possible exception of
"there are no old, bold pilots.") It's part of what makes aviation
so exciting for all of us... just when you think you've seen it
all, along comes a scenario you've never imagined.
Aero-News has called upon the expertise of Thomas P. Turner,
master CFI and all-around-good-guy, to bring our readers -- and us
-- daily tips to improve our skills as aviators, and as
representatives of the flying community. Some of them, you may have
heard before... but for each of us, there will also be something we
might never have considered before, or something that didn't
"stick" the way it should have the first time we memorized it for
the practical test.
It is our unabashed goal that "Aero-Tips" will help our readers
become better, safer pilots -- as well as introducing our
ground-bound readers to the concepts and principles that keep those
strange aluminum-and-composite contraptions in the air... and allow
them to soar magnificently through it.
Look for our daily Aero-Tips segments, coming each day to you
through the Aero-News Network. Suggestions for future Aero-Tips are
always welcome, as are additions or discussion of each day's tips.
Remember... when it comes to being better pilots, we're all in this
together.
Aero-Tips 05.16.06
Continuing our discussion of fuel management...
Advisory Circular 61-23C, the Pilot's
Handbook of Aeronautical Knowledge tells us
In addition to the amount of fuel required for the flight,
there should be sufficient fuel for reserve.
Reserve Fuel
No person may begin a flight:
Under VFR conditions unless (considering wind and forecast
weather conditions) there is enough fuel to fly to the first point
of intended landing and, assuming normal cruising speed...
- During the day, to fly after that for at least 30 minutes
- At night, to fly after that for at least 45 minutes
In IFR conditions unless [the aircraft] carries enough fuel
(considering weather reports and forecasts and weather conditions)
to...
- Complete the flight to the first airport of intended landing
and fly after that for 45 minutes at normal cruising speed
if...
-
- for at least 1 hour before and for 1 hour after the estimated
time arrival, the ceiling will be at least 2,000 feet above the
airport elevation and the visibility will be at least 3 statute
miles
- If the above weather requirements are not met, fly to the first
airport of intended landing, fly to the designated alternate
airport, and then fly after that for 45 minutes at normal cruising
speed
Note: Different fuel requirements apply to
helicopters.
Consider:
- These fuel minima cut it very close if weather or conditions
should change, the airplane's fuel burn is not precisely as
expected, the fuel load is less than thought, and/or if the design
of the airplane's fuel system makes it challenging to access all
usable fuel.
- The regulation calls for reserve fuel to be adequate at "normal
cruising speed." No fair planning to slow it down into
"endurance mode" for a diversion, and planning to take off with
less fuel.
- The regulation pertains to preflight planning. Once
airborne it's not a violation to land with less than the prescribed
reserve fuel—but it's extremely hazardous to be cavalier
about fuel.
Remember, fuel starvation accidents very frequently happen
within sight of the planned destination airport... and they are
quite deadly.
Here's the kicker: reserve fuel is EMERGENCY fuel, for the day
the runway's unexpectedly closed when you arrive, or when
unforecast weather prevents you from landing. You should never dip
into regulatory reserve fuel without declaring a Minimum Fuel Advisory,
because your options are very limited with this little fuel on
board.
Aero-tip of the day: FAA reserve fuel
requirements are for preflight planning purposes only, and are
barely adequate to assure a modicum of safety if things don't go
precisely as planned. Consider a personal minimum of no less than
one hour of fuel in reserve and, if in-flight monitoring shows
you're eating into that hour, change your operation or divert to a
closer runway to avoid a potentially deadly fuel exhaustion
mishap.