What Happens in an Annual or 100-Hour Inspection? (Part 1)

Not surprisingly, airplanes appreciate better than most cars. You will rarely find a car on the road from the 1960s or before. If you do, it is usually at or on its way to a car show. Car designs change so drastically from decade to decade that it is easy to place a car’s year by its shape, color, and even taillights.

Airplanes, however, continue to fly many decades and hours after leaving the assembly line. People unfamiliar with aviation are surprised how old some of these aircraft are and how they are still airworthy. Two planes sitting side by side on the ramp may look alike, but one might be a 2010 model, and the other manufactured in 1983.

Aircraft longevity can be attributed to the maintenance and the upkeep that Airframe and Powerplant (A&P) mechanics put into these aircraft. Aircraft owners are legally obligated to ensure their aircraft are properly inspected to maintain the plane’s airworthiness. We are going to look at what it takes to complete the 100-hour and annual inspections.

Terminology

The term 100-hour Inspection is a little misleading. When I tell my friends that I did a 100-hour inspection last week, most of them look at me with wide eyes and ask, “The inspection took 100 hours to do?” This is not true.

The 100-hour inspection refers to how often the inspection occurs, in this case, every 100 hours of flight time. The Federal Aviation Regulations/Aeronautical Information Manual (FAR/AIM) requires flight schools to have a 100-hour inspection performed on all training aircraft. FAR §91.409 states:

No person may operate an aircraft carrying any person (other than a crewmember) for hire, and no person may give flight instruction for hire in an aircraft which that person provides, unless within the preceding 100 hours of time in service the aircraft has received an annual or 100-hour inspection and been approved for return to service.

That means that every 100 hours, the airplane needs to have certain things inspected and serviced in order for it to continue to have flight training performed in it.

The annual inspection is not much different than a 100-hour inspection. The only differences between them are when the inspection is accomplished (every 100 hours versus once a year) and who can perform the inspection. An A&P can do 100-hour inspections, but only an A&P with an Inspection Authorization (IA) can do the annual. All flight school aircraft require both a 100-hour inspection and an annual inspection. Aircraft not used for flight training only require an annual inspection, like your car.

Inspection

A normal 100-hour or annual inspection starts with an aircraft run-up. The mechanic will start the engine and taxi the plane a short distance. During this run-up and taxi, the mechanic is looking for any performance issues with the aircraft. They will check for smoothness of the flight controls and flight surfaces while extending and retracting the flaps and checking the rudder pedals and brakes. The mechanic runs the engine to pre-takeoff settings and performs a magneto check. Finally, the mechanic ensures all required lights are operating. The mechanic notes anything suspicious on a discrepancy sheet.

With the engine warm and the performance checked, the mechanic removes the necessary cowlings and panels, including the nose cowlings, wheel skirts (if installed), and inspection panels under the wings, tail, and fuselage. The mechanic removes these items so they can inspect as much of the plane as possible.

Both the 100-hour inspection and the annual inspection have two parts: the inspection and service items. The inspection is performed first so that if any issue is found that could require it to remain in inspection longer, the mechanic has time to order parts or make repairs.

An IA examines many areas during the inspection, and most inspectors find their own routine to ensure they inspect everything. As the Inspector here at Elon Aviation, I like to break the plane up into different areas during an inspection, such as the engine, right wing, left wing, bottom fuselage, top fuselage, right horizontal stabilator, left horizontal stabilator, rudder, and interior. The list is long, but it keeps me focused because I can work my way from nose to the tail and see everything.

I inspect every bolt, screw, rivet, and connection for wear, cracks, and fatigue from vibration or stress, as well as check every wire, hose, and line that goes through the firewall or runs throughout the engine. The job can be tedious but identifying something that needs repair or replacement and help keep the plane flying safely is rewarding. I treat every inspection as if I am the next pilot to fly the aircraft. The detailed care inspectors take in looking everything over helps keep everyone safe on the ground and in the air.

You might not think an inspector looks inside the airplane’s wing, but we do. Under most aircraft wings are access panels or inspection panels that allow inspectors to view inside a wing with either a mirror or a borescope. You would be surprised at the amount of dirt and particulars that accumulate inside an aircraft wing, even with all the panels closed. When the panels are removed, it allows access to inspect the control cables for fraying or wear.

The inspection process is extensive, but it is not the only part of a 100-hour or annual inspection. Next week, we will look at what entails the second part of an inspection, the service items.

You could say Joseph Cala was born to be in aviation. According to his mother, Joseph's first word spoken was "airplane." During his childhood, he and his parents frequented the local airport to watch planes take off and land. But it was his experience flying a plane at aviation camp when Joseph was 14 that sealed his fate: He would pursue an aviation career. Learn more about Joseph and the rest of the Elon Aviation staff at www.elonaviation.com.

Are You Ready to Solo?

One of the first milestones in a pilot’s career or training is the initial solo. When I first soloed, I was nervous, wondering if my instructor should be putting this much faith in me, though deep down I knew I would be fine. Most would say that the initial solo is a nerve-racking experience, but that nervous feeling soon gives way to relief. Once I completed my solo, I felt accomplished, and that was a major motivation for me to continue training. Solos can be a rewarding and nerve-racking experience for both the student and the instructor.

At the end of the day, what is the instructor looking for during your solo preparation? To answer that question, we need to look at legal aspects, the student’s decision-making ability, and other factors.

Do You Meet the Requirements?

The first thing an instructor will look for is whether all the areas in the FARs, specifically 61.87, have been addressed and appear in your logbook. Not only must you have completed the knowledge test, but you and your CFI must also have covered the required maneuvers. It makes sense why you must accomplish the various maneuvers described in the regulations before solo. For instance, ground reference maneuvers are generally designed to help you divide attention inside and outside the plane, as well as watch or adjust for wind drift correction as you would have to do in a traffic pattern.

These same maneuvers appear in the private pilot ACS, making them subject to testing on the checkride. Should you complete these maneuvers to testing standards before you solo? According to 61.87 (c)(2), maneuvers must be demonstrated with proficiency and safety, as determined by your instructor. In this case, the ACS is not exactly the desired outcome for solo flight. The main goal is that you can safely maneuver while adhering to minimum maneuvering altitudes. Additionally, you must fly the maneuvers with a basic understanding and complete them with little to no instructor input.

Are You Proficient?

Before determining if you are proficient, we need to consider what proficiency is. Throughout your flight training, you will hear people talk about currency vs. proficiency. A good way to determine what proficiency is by breaking down the differences and comparing the two. Currency for a student pilot is different from currency for a private pilot. Currency for a private pilot pertains to the flight review or the legal requirements to carry passengers.

As a student pilot, you may hold a current solo endorsement, which expires after 90 days. If you have not flown recently and the 90th day is approaching, can you still safely maneuver the airplane? Technically, you are current and thus legally able to fly, but it does not necessarily mean you are a competent pilot. At this point, proficiency comes into focus. Proficiency extends beyond legal requirements and determines if you can safely and effectively accomplish various flights.

As a student pilot, what makes you proficient enough to solo? Are you able to fly the maneuvers? Can you maintain positive control of the airplane? Even if your answer is yes, the factor that determines your level of proficiency is your aeronautical decision-making ability.

How Good is Your ADM?

Consider this scenario: You and your instructor are flying in the traffic pattern. You are following procedures as you should, completing checklist items in a timely manner. Your instructor notices this and thinks this is the flight right before they will sign you off to solo. As you are flying along the downwind leg, another airplane is performing a practice approach less than a mile out. Nevertheless, you begin to turn base, thus setting up a collision course. Such a scenario is a collision avoidance situation, which your instructor will cover with you before you solo.

Because you are turning in front of traffic, you are not demonstrating good aeronautical decision-making (ADM). Your wise and competent CFI takes over the flight controls so that you both avoid being a case study for the FAA and NTSB. Your CFI rightfully cedes the opportunity to land to the other aircraft, and you land the plane shortly after. Despite narrowly avoiding a horrifying situation, you complete the checklist and procedures and execute a perfect landing.

Even though this flight was to be the flight before your solo, your instructor will not be signing you off today. Why? Your CFI must carefully consider every aspect of your performance in the aircraft, which goes beyond knowing how to fly. Your ability to make rational decisions on what will be the best outcome in a given situation is a major determinant of whether you receive the green light to solo.

In the pre-solo stage, your instructor watches for how you maintain positive aircraft control, fly proficiently, and execute good aeronautical decision-making. You can work with your instructor to identify and correct any weakness in your ability to maintain positive aircraft control through all phases of flight. Your instructor can also help you determine your proficiency in completing tasks. When you can complete checklist items with minimal coaching and understanding why you are doing those tasks, your instructor may deem you proficient. Finally, if you and your CFI see that you can safely act under your own judgment, you are likely ready to solo.

Once you have received all the required training for solo flight and demonstrated positive control, proficiency, and decision making, you might find yourself having your shirttail cut after your next flight as you celebrate your first major accomplishment as a pilot.

Why Your Loved One Should Be a Pinch Hitter

Is your passion for flying dampened by a nervous partner or do they fearfully remain on the ground?

I have a variety of students and customers ranging from student pilots to ATPs. Many have hundreds or even thousands of flight hours logged, some with decades of flying experience. They fly with me for many reasons, including flight reviews, proficiency training, or even to acquire a new rating or certificate.

Despite the wide range of pilot experience, one unfortunate trend has remained constant over the years. I have a well-trained pilot seated beside me with a deep passion for flying unshared by their loved one. Pilots lament that their partner is a white knuckle passenger, or their partner refuses to fly with them at all.

When we cannot share our passion for flying with those we wish to spend time with, we are disappointed and frustrated. We resort to flying alone or with other people. It helps pilots to examine things from a non-pilot’s viewpoint. Why would they join in an activity that seems complicated, risky, or that they understand little about? How would they handle things if their beloved pilot became incapacitated, and they could not safely return the plane to the ground? Often their fears stem from feeling a lack of control and not understanding what is going on.

This is where the pinch hitter course comes to the rescue.

In baseball vernacular, a pinch hitter is a player who bats in substitution of, among other situations, an injured player. Likewise, a pinch hitter in an airplane “goes to bat” for the Pilot-in-Command (PIC) when the PIC falls ill, among other situations.

The pinch hitter pilot course offers your companion a general overview of how the instruments and radios work and a basic understanding of how the plane flies. Most importantly, your companion learns the basic skills of how to land the plane if you, the pilot, become incapacitated. It gives them a sense of control because they will have some skills and training in the event of an emergency. Pinch hitter is a quick course that does not result in a pilot certificate.

As a certificated pilot, you might wonder if you can simply show your partner the basics of flying on your own. While your reasoning is sound, their participation in the organized pinch hitter course proves more valuable for several reasons.

Syllabus Based

Like all Elon Aviation courses, the pinch hitter course is syllabus-based. Your loved one will know exactly what he or she will learn during each lesson. You can review the syllabus with them and offer tips and advice based on your experience as a student pilot.

Experienced Instructors

Speaking of experience, many of our instructors have non-pilot loved ones or we have taught students who initially demonstrated hesitation to learn. We know how to overcome psychological barriers to learning that can inhibit students from progressing in their training. In fact, we have taken hesitant pinch hitter students all the way through their private and instrument training through a challenging yet non-threatening training environment.

Scenario-Based

Have you ever experienced an emergency in an airplane? Did your factual, rote knowledge of airplane systems and aeronautical decision-making (ADM) alone extract you from the situation? You likely relied on the practical experience you gained from training. You understood why we drill you on stall recovery and engine or instrument failures. Practical experience is the most valuable experience one can have in an airplane. If your loved one memorizes a list of aviation “facts,” they will not be able to effectively use those “facts” should an emergency situation arise in the airplane.

The pinch hitter course is scenario-based so that the student has “experienced” an emergency situation. If you were to fall ill in the cockpit, your loved one knows what to say to ATC, what to squawk on the radio, and how to guide the plane to a safe landing because they have already done so many times. We know that a trained, well-prepared person is less likely to succumb to fear and can better handle an emergency.

Spare Hands

You may view the pinch hitter course like your aircraft owner’s or renter’s insurance: You are unlikely to need it, but it is good to have if you do. Pilots are an invincible breed, and we avoid thinking about becoming incapacitated in the airplane. The pinch hitter course’s benefits extend far beyond those unthinkable situations we hope never happen to you.

One benefit of having a pinch hitter graduate in the right seat is their hands. If you have ever wished you had an extra set of hands to tune a radio or operate your Electronic Flight Bag (EFB) on a particularly windy both-hands-on-the-yoke day, you can understand why having an experienced co-pilot is useful. Did you complete all the checklist requirements during the run-up? Are you sure? Your pinch hitter can help keep you accountable. Of course, a Pinch Hitter graduate is not as qualified as a fully certificated safety pilot should you need a safety pilot.

Confidence and Appreciation

Whether you are a private pilot, an ATP, or somewhere in between, you worked hard for your certificates. You have come quite a long way from your student pilot days. Non-pilots struggle to appreciate what you do as a pilot until they have spent a few hours in the left seat. The pinch hitter course builds that appreciation for flying that they cannot experience as a passenger. Does your loved one view flying as unsafe or dangerous? Through the pinch hitter course, they experience firsthand that flying is safe, and risks can be mitigated or avoided altogether.

We have also seen loved ones gain overall confidence through the pinch hitter course. Flying an airplane is not easy and learning to fly can be particularly daunting the older we become. Learning the basics of a simple, workaday task like landing an airplane can be so empowering. Recall the sense of accomplishment you felt after landing the plane on your own the first time. The pinch hitter course can be a great confidence boost for the more apprehensive loved ones in your life.

The Elon Aviation pinch hitter course is time-efficient, effective, and fun. Many of our pinch hitter graduates have gotten bitten by the aviation bug as well. If you have a hesitant non-pilot at home, encourage them to enroll in this valuable course. After all, flying is more fun when you can share it with those closest to you!

6 Ways to Determine if Your Flight School is Professional

Professionalism may be difficult to describe, but you know it when you see it. Professionalism can also go far in ensuring a positive flight training experience. If your flight school isn’t professional, it’s likely it doesn’t have your best interests in mind. Here are six ways to determine if your flight school is professional or if you need to find another school.

Punctuality

In our society everyone is busy, and everyone’s time is valuable. If your instructor is late or fails to show up for your lesson, he or she has already lost your confidence. A good flight school will demand that its instructors arrive on time and ready for each student.

If your airplane is not on the flight line fueled, clean, and ready, does your reservation truly matter to the school? Of course, circumstances beyond our control (weather, maintenance, ATC, etc.) can affect our ability to be punctual. In these cases, communication between you and your school is critical.

Communication

Clear and concise communication is lacking in today’s world, despite our constant contact with one another. Instructor-student communication is critical to student success; we’ll examine verbal communication later. Right now, let’s focus on what your instructor is saying without opening his or her mouth.

Imagine walking into your attorney’s office to find the legal assistant's feet propped on the desk. With an annoyed air, the assistant —clad in flip flops, tattered jeans, and a faded t-shirt — leads you to a small office. Twenty minutes after your appointment time, your attorney strolls in, talking on the phone and eating a bag of Cheetos. “Why are you here?” is the greeting you receive. That attorney would not remain your attorney very long! You should expect the same level of professionalism from your flight school that you expect from your attorney.

Does your instructor know exactly what’s on that day’s lesson plan? Is he or she wearing a clean uniform? Are they making personal calls and texts within the learning environment? We all use our phones to obtain weather briefings or clarification on technical matters from a pilot examiner or mechanic. We even use them as an Electronic Flight Bag (EFB). Otherwise, your instructor’s phone should be silent and put away. When with your instructor, you should feel like the most important person in the room. If you don’t feel that way … well, you know where you stand with your instructor.

Communication with and among flight school employees is equally vital to your success. Walk around your flight school for a few minutes, and you’ll get a sense of how well the staff communicates. The maintenance technician’s ability to communicate affects logistics, scheduling, and airplane care. The line service technician’s ability to communicate scheduling, logistics, and customer needs affects the daily flow and management of customers’ time. The customer service representatives and managers are the communication conduits that ensure all flights proceed efficiently, and that the school is meeting the customers’ needs.

Talking

The spoken word isn’t our only form of communication, but it is the most common form in a flight school. The language your flight school uses must be clear, clean, and calm. With learning to fly comes learning a new language: aviation-speak. When beginning training, many terms and concepts you encounter are completely unfamiliar to you. Even as you advance through the certificates and ratings, you will continue to encounter new terminology. The flight school employee is responsible to relate to you on common ground and define new terms in a manner you can understand.

If you have ever taught someone to perform a task, you know that the student will inevitably make a mistake and that you must remain calm to ensure a positive transfer of knowledge. An instructor who screams and rants after you pull the mixture out instead of the throttle is not the calming presence you need. If flight school employees are argumentative and combative after you voice a concern, then they clearly don’t recognize the importance of customers to their business — that is, the school wouldn’t exist without you and your fellow students.

It should go without saying that profanity and/or derogatory language by your instructor or flight school employees should never exist. Even if you’re a bit salty, the flight school employee must remain professional and refrain from using such language. Language that demeans others on the basis of sex, gender, race, religion, or other reasons should never be tolerated.

Cleanliness

Would you accept seeing dirty needles, overflowing trash, or stale food laying around your doctor’s office? Of course not! A good flight school is cleaned daily because it’s the right thing to do. A great flight school is cleaned daily out of respect for its customers. Cleanliness goes beyond a spotless reception area or a pristine loo. Airplanes should have their windscreens cleaned, fingerprints/grease spots removed, carpets vacuumed, and all trash removed before every flight. When a flight school pays attention to these small details, it indicates the school is paying attention to the big details too.

Safety

Simply put, unsafe actions and attitudes are unprofessional. “Hey, y’all watch this,” is something that you should never hear in aviation. Does your instructor teach propeller safety, or is he or she leaning on the prop while talking about last night’s big game? Do the line service technicians use proper marshaling signals while on the ramp? Are all flight school employees wearing closed-toed shoes around aircraft? Are the mechanics keeping the shop floor free of debris and tools?

Think about what you’ve been taught. Have you learned to properly secure airplanes? Were you taught checklist usage for all phases of flight? Did your instructor “pencil-whip” your last aircraft checkout or BFR, or did you thoroughly review all maneuvers? Remember, an ounce of prevention is worth a pound of cure. If safety isn’t practiced or taught, then it’s not a school priority.

Professional Development

Is your flight instructor participating in the FAA Wings program? When was the last time your instructor presented at an aviation safety seminar? Does your instructor encourage you to participate in safety seminars? Have they spoken to you about adding certificates and ratings? A good pilot is always learning. This includes the flight instructor.

While professionalism may be intangible, looking for these key items can help you differentiate between a professional flight school and one that is not.

How to Pass Your Checkride: A Checklist (Part 3)

In the first two parts of this series, we saw how paperwork and the ground portion of your practical test can end poorly. It’s important to note that I am not writing about you. These are common errors. We have all committed them, and unfortunately, these errors sometimes happen on checkride day. If these errors do happen to you, fear not: You are in good company. The important thing is that you learn from your errors.

Remember, the DPE is not out to get you. We do not like disapprovals any more than you do. Our job is to ensure you are a safe pilot. With that said…

It is finally time to head to the airplane. This is what you have been practicing and studying for. Keep calm. Fly safe. Fly smooth. Fly standard. If you can do this, you will walk away with your brand-new pilot certificate or rating.

Fly Safe

It should be obvious that doing something unsafe will result in a disapproval. You may be asking yourself, “Self, what would the DPE think is unsafe?” A great place to start is checking the Risk Management sections of the Airman Certification Standards (ACS). A few of the most common issues when it comes to safe operations are failing to clear the area of traffic and obstacles, improper runway selection for conditions (landing with a tailwind against the traffic flow), and improper stall recovery.

Fly Smooth

We all have that one friend we refuse to ride with on a car trip. Your drinks and snacks will end up on the floor. You wear a hole through the carpet trying to press your non-existent brake pedal. Meanwhile, your seatbelt strangles you as your friend mashes the brakes and skids to stop at the last moment. You do not want to ride with that driver. Your airplane passengers do not want a similar experience flying with you.

To fly smooth is to do everything deliberately, positively, and smoothly. Yank and bank may be fun when playing video games, but the real airplane is not the place for that type of control. Some applicants can keep the plane within the minimum standards, but odds are, most applicants cannot. Flight instructors describe this as either being behind the airplane or ahead of the airplane. A smooth pilot always thinks ahead, knowing not only the next step but also the next step after that. A wise DPE once told me, “You can’t fly a 200-knot airplane with a 90-knot brain.” My, how true that is!

When you are flying behind the airplane, you are constantly playing catch up. You are never quite on heading. Never on altitude. Never trimmed for hands-off straight and level flight. You are slow to re-configure the airplane after a particular task.

The ACS lists Typical areas of unsatisfactory performance and grounds for disqualification. One of these items is “Consistently exceeding tolerances stated in the skill elements of the Task.” This item is not too concerning for the smooth pilot. The smooth pilot thinks well ahead of the airplane and what it is doing and how they plan to make corrections. Wait a second. “Consistently exceeding tolerances….” What does this mean? It means that you can exceed the tolerances if you take prompt corrective action, and it does not happen consistently. Whew! You do not have to be perfect!

Fly Standard

The ACS (or Practical Test Standards for CFI applicants) contains all the standards for satisfactory performance. One of the first questions I pose to applicants during the pre-test briefing is “are you familiar with the ACS?” I hope the answer is yes, though this is not always the case. I also hope I don't see you tear the cellophane off the ACS your CFI made you buy the morning of the test.

The ACS is where we find the standards and tolerances for the test. Did your CFI tell you to maintain altitude within 100 feet and heading within 10 degrees during preparation for your private pilot test? He or she derived those numbers from the ACS. If you receive a notice of disapproval during your practical test, the DPE will be able to point to one or more specific task elements and explain why your performance was unsatisfactory. Conversely, if you perform all tasks within the prescribed standards found in the ACS, congratulations! You passed your checkride!

Task Elements

Let's dive deeper into specific task elements that routinely result in unsatisfactory performance.

Taxiing

The first common problem is taxiing. How can that be? Well, did you perform a brake check immediately after the airplane began moving? Did you have the flight controls positioned correctly for the wind? Did you taxi without excessive use of the brakes? Did you use an airport diagram? If not, you can fail the test before you leave the ramp.

Takeoffs and Landings

One of my biggest pet peeves is not using the maximum available takeoff area for short field takeoffs. Rolling 100 feet down the runway before stopping is not using the maximum available takeoff area. For short field landings, do you know the tolerance? Many applicants tell me they thought it was plus or minus 200 feet (or 100 feet for commercial tests). Sorry. It is within 200 feet [100 feet for commercial] beyond or on the specified point, threshold markings, or runway numbers….

Landing short is unsatisfactory. Since we are discussing landings, how about the forward slip to landing? Have you ever practiced one? I am no longer surprised when an applicant gives the deer in the headlights look when I ask for a forward slip. It is a required task for private pilot applicants.

Navigation

During the navigation part of the test, far too many applicants find themselves lost within 15 miles of the airport. Perhaps they have only flown cross-countries using the magic GPS with ForeFlight and learned during the examiner’s briefing that this task is pilotage and dead reckoning. You will also be tested on the use of an airborne electronic navigation system. Think VOR or GPS navigation.

I have lost count of the number of times someone has tuned in the wrong VOR, listened to the Morse code identifier without verifying it is the correct station, then flew the wrong way. Applicants have often told me they have never flown using a VOR before. If it is in the airplane, you can be tested on it.

Slow Flight and Stalls

For slow flight and stalls, one of the most common errors is not maintaining heading within the prescribed tolerances. Why? It is almost never because the applicant is simply on the wrong heading. It is usually due to a lack of rudder inputs and coordination. When you are not using the rudder correctly during slow flight and stalls, the left-turning tendencies win and pull the airplane to the left beyond the standards.

Other Errors

Common errors during performance and ground reference maneuvers usually come down to deficiencies in the division of attention, resulting in overshooting headings and altitudes.

When it comes to the instrument rating test, most disapprovals result from misinterpreting approach charts and flying to the wrong minimums or waypoints. If the error is not a misinterpretation, it is usually a failure to maintain headings, courses, and altitudes, especially during approaches with loss of primary flight instrument indicators. Remember, you need to be ahead of the airplane during all flights. It is critical to fly safely during instrument flights.

Fly safe. Fly smooth. Fly standard. There should be no surprises on your practical test. You and your flight instructor have access to the same testing standards the DPE will use. Arriving for your checkride with the proper paperwork, solid knowledge for the ground portion, and the ability to fly safe, smooth, and standard will surely impress your DPE and end your checkride with “Congratulations, you are the world’s newest pilot!”