121.5 MHz is the aviation version of 911, but unfortunately, this critical information is not part of our current aviation training or testing. Since the Sept. 11 terrorist attack on the US, FDC 4/4386 FDC SPECIAL NOTICE *requires* all aircraft to maintain a “listening watch” on the emergency frequency (per AIM 5-6-2) to the extent possible. Since this is not going to change soon, it should be part of every pilot’s training. Maybe 3% of flight test applicants know this? Other pilots (for some reason) argue this is not true.
ALL AIRCRAFT OPERATING IN UNITED STATES NATIONAL AIRSPACE, IF CAPABLE, SHALL MAINTAIN A LISTENING WATCH ON VHF GUARD 121.5 OR UHF 243.0.
So ultimately, very few pilots comply with this requirement. This service is hugely valuable for the safety of every pilot flying. This is not for the interception needs of this NOTAM, and is more useful in the remote parts of the country far from the TFRs and ADIZ. I have heard two pilots in major distress while flying – both engine problems – calling for help and too low to be heard by ATC. In both cases, a radio relay from an airplane high above was the only way to get useful help and mark their positions for emergency response. Every high-altitude aircraft is essentially “SAR overwatch C&C” in cases like this. Please tune in and monitor (someday it may be you down in the weeds trying to communicate).
Airline Recruitment Down 40%
Reddit posts are always the first hint of trouble in the aviation market.
Some quick research reveals that pilot recruitment in the airlines is down more than 40%! This is a sudden and unwelcome surprise for all the pilots training or building hours on the recruitment ladder. It also impacts schools and academies with fewer new people stepping up for training as the job prospects sour. After enjoying a couple years of crazy growth, schools and independent CFIs will have to tighten their belts and work harder for the same customers. On the other hand, I guess CFIs will be on staff longer and more motivated to grow their professional skills?
“Alternate Missed Approach”/RNAV-ILS
Those boxed alternate missed approach” procedures began appearing more frequently as ground-based navigation fixes (VORs) were decommissioned. The charted “missed approach” is seldom used in actual operations – “fly runway heading maintain 5K” – but is required in cases of radio failure. So how do you navigate to this “lifesaver” of an alternate fix if there is no charted method of finding it (hopefully it is a five-letter fix but what altitude do you use to turn and navigate?) The only answer (unless you have the “FAA Form 8260” on board) is “ask for ATC assistance,” so you are screwed if it is a lost comm situation (MSA and pray). There is a bit more guidance in this Air Traffic Procedures Bulletin
Increasingly, the transitions from the enroute structure into an ILS are guided by RNAV sources (GPS). This means if you have a legacy aircraft (a few left), your database is out of date, or the military is jamming your area, the only legal guidance to an ILS is Radar Vectors (the superglue of the system).
We will have some DPEs (who test initial CFI) at our SAFE Webinar next Sunday to offer assistance on the initial CFI evaluation. The Fundamentals of Instruction is a challenge, and the “selection design” of this ACS has many candidates confused. DPEs can cover any – and all – tasks in the ACS, but realistically that would be too long/too much. SO their are focus items and techniques to help with your success. Fly safely out there (and often)!
Join us Feb 23rd for a free webinar on “Succeeding on the Initial CFI Evaluation.” We will have a couple DPEs and talk about common problems and how to avoid them. If time allows, we hope to also add some advice on the “real job” of becoming a truly effective aviation educator. What you learned to acquire that CFI temporary is only half the job; CFI-PRO™ provides the “Missing Manual” of how we really teach.
Tell us what *you* think!