All posts tagged 'survey'

5 More Things ATC Wants You to Know

2 weeks ago we discussed the topic of tips from ATC. After surveying some air traffic controllers, they provided advice for talking on the radios and things they really dislike that pilots do.

Well, the feedback on this was so good I mentioned doing part two. So here it is! 

cockpit

1) Emergency

If you're ever in distress for any reason, tell your controller. They can't help if they don't know what's going on. Maybe you have an electrical issue and are having to pop some circuit breakers before you get to the next assigned task or it's as drastic as losing an engine. But whatever the reason, even if it's not yet a full-blown emergency and you need some assistance from ATC, don't be afraid to just let them know.

Sky

2) Pop Up IFR

If you need a pop-up IFR, also sometimes referred to as a local IFR request, just ask for it. Some pilots will advise never to do that because it adds extra workload to controllers having to take that information from you, put it in the system then give you clearance. Sure, it does take a little extra time to do that work, but if you think it'll jeopardize safety, then do it. ATC would rather take the time to give you that clearance than you try and stay VFR and get into trouble. It truly only takes a few extra steps and if they aren't busy it isn't that big of a deal. Just have required information ready to read off such as name, phone number, the color of your aircraft, souls on board, fuel remaining, etc.

3) Request on Check In

When you're en-route and have a switch off between frequencies, most pilots' first instinct is to check in and advise of any requests they want then and there. "Center N224JW flight level 320 requesting direct destination."

Believe it or not, in most cases on that first initial check in with the new frequency, you're likely still in the last sector's airspace. This means for your new controller, most requests have to be called in and coordinated before authorizing it. So if you check in, it's busy, and you want to help ATC out, wait a minute or two before calling back if the request isn't urgent and you're more likely to get it off the bat.

4) Approach Check In

Another check in tip! When you're checking in with approach, try and give them all the required information you know they'll ask for so they don't have to play 20 questions. "Approach, N10JM 17,000 descending via the GESSNER4 arrival, information foxtrot for ILS 13R." 

Here they don't need to ask if you've gotten the ATIS and they know what approach you're wanting so they can be ready for it. 

5) Expedite

If a controller asks you to expedite through an altitude and report your current level, they actually needed that like 5 seconds ago. Don't delay on the expedite or reading it back to them. Seems simple but the issue occurs pretty commonly and this is where both teams need to work together.

This concludes just about all of the main talking points that were sent in. If you have any questions for ATC, things you as a controller would like to add, or questions/comments in general, comment below or send it in to us! 

 

A Wrench in your Deal

Or a Screw in your wing?

Jim Odenwaldt -Elliott Aviation Aircraft Sales Manager www.elliottaviation.com

Last month we touched on technical expertise and use of available resources during pre-buy (otherwise known as survey). We have all had bumps in the road as we move deals towards completion. Sometimes, it can be tough to get sellers and buyers to agree on price and terms when the pre-buy list is distributed. Here is a short story illustrating how the use of these skills assisted in delivering the best possible outcome.

Earlier this year, we had a light jet at an OEM service center for a pre-buy. It had come directly from a well-known non-OEM service center facility where a complete inspection had just been conducted for the seller, based on the calendar requirements of the maintenance program, prior to the deal being structured. The seller assumed that no major issues would be found as this inspection had just been completed.

At the OEM service center, during the pre-buy, however, a section of the leading edges was removed for a detailed inspection of the area. It was discovered a countersunk screw that was ¼" too long had inadvertently been installed in the corner of the panel. As this fastener was headed toward being flush on the outside, it was gouging into the structure underneath. The damage was beyond the allowable percentage of skin thickness. The service center had to call OEM Engineering to devise a repair, which could take up to three weeks at an undetermined cost. They did offer a 30 flight hour waiver so we had the option to move the aircraft to P&I, the next scheduled stop after closing. Either way, it had to be fixed.

The non-OEM shop that conducted the inspection sent representatives and ultimately took responsibility for the improper fastener. They agreed to cover the cost of the repairs but found it unacceptable to wait three weeks to get a repair scheme from OEM Engineering with no cost estimate. The buyer was willing to close and have the repair made during P&I but the company who offered to pay the bill, understandably, wasn’t going to offer their checkbook carte blanche.

I went to the buyer and presented the idea of having an independent DER devise a repair procedure and take the aircraft back to the non-OEM facility to conduct the repairs. This would accelerate the schedule and allow them to fix their own mistake. Thankfully, they agreed! We finished the inspection, settled the bill and had the aircraft towed back across the airport. The DER was able to quickly formulate a plan, and the work was completed in about two weeks. We were very fortunate all parties were very reasonable. Everyone proceeded with integrity and patience so this one was able to get done.

Jim Odenwaldt has extensive flying and technical experience with all Beechcraft products and sales expertise with all models of Hawker/Beech, Citation and Gulfstream. After graduating from Embry-Riddle in 1989, Jim worked as a CFI and maintenance technician. While with American Beechcraft Company, he was responsible for aircraft sales in the mid-Atlantic region. In addition to his ATP, Jim is an A&P and type rated in the Beechcraft Premier.

Elliott Aviation is a second-generation, family-owned business aviation company offering a complete menu of high quality products and services including aircraft sales, avionics service & installations, aircraft maintenance, accessory repair & overhaul, paint and interior, charter and aircraft management. Serving the business aviation industry nationally and internationally, they have facilities in Moline, IL, Des Moines, IA, and Minneapolis, MN. The company is a member of the Pinnacle Air Network, National Business Aviation Association (NBAA), National Air Transportation Association (NATA), and National Aircraft Resale Association (NARA).

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