CFI-to-CFI Newsletter - Volume 13 Issue 1 - 18

CFI TIPS
GETTING BACK INTO FLYING THIS SPRING
PROVIDES AN EXCELLENT OPPORTUNITY TO
TEACH OUR STUDENTS ABOUT THE ADDITIONAL
CONSIDERATIONS-FOR BOTH PILOT AND
AIRPLANE-TO ADD TO THE GO/NO-GO DECISION.
IF YOU LIVE IN A REGION THAT IS PRONE TO HAVING
SNOWY, ICY WINTERS, MAYBE YOU SPENT THE LAST FEW
MONTHS ENJOYING THE GREAT OUTDOORS BY SKIING,
SNOWSHOEING, OR ICE SKATING. But flying? Well, you may
not have flown as often as you wanted. And while calling
it a hibernation may be a bit of an exaggeration, less-thanideal
weather and airport conditions lead some to fly only
occasionally during those months. This New Englander
understands all too well, from first-hand experience.
As flight instructors, we must consider how a lack of
regular flying affects not only our own proficiency, but the
proficiency and progress of our students as well. Taking an
optimistic approach to the situation, getting back into flying
this spring provides an excellent opportunity to teach our
students about the additional considerations-for both pilot
and airplane-to add to the go/no-go decision.
Regardless of whether the airplane owner is your student
or the local flight school, ask questions about how the
airplane was maintained during the winter. There's an
overused saying that " airplanes are made to fly, not sit
on the ground. " Well, we all know that, but what are the
actual consequences of an airplane sitting for too long
without flying? Engine components could corrode and
rust, and that may be impossible to see during a routine
preflight. Water in the oil, caused by condensation,
becomes a concern if the engine isn't run to reach an oil
temperature high enough to burn it off (165 degrees for my
aircraft, but consult the manufacturer's recommendations
for your airplane). And while it may seem like a ground run
is the solution when flying isn't an option, it's important
to note that the need to regularly run the engine should
be balanced against whether doing so inadequately (not
getting the engine temperature high enough, for example)
will actually cause more damage. This is an interesting
topic to explore with your student in consultation with an
A&P mechanic.
If you make the decision to fly, be sure to plan ahead and
preheat the engine if the outside air temperature remains
cold (below 10 degrees Fahrenheit is a rule of thumb,
but again reference the guidance from your engine's
manufacturer). This will help the engine start up smoothly
and will reduce the wear and tear on it. Not doing so will
lead to increased cost of maintenance, increased airplane
downtime, and reduced engine performance.
Because of the lack of regular flying, teach your student to
take the time for an extremely thorough preflight. Special
attention should be paid to the fuel (condensation could
occur if tanks were only partially filled), oil (for reasons
previously indicated), and general condition of the engine
and airframe (use a flashlight to view any hard to see areas
as you inspect for corrosion and rust).
Although the calendar indicates March 20th is the first
day of spring, cold weather flying is a reality well into April
for some parts of the country. In addition to conditions
aloft, wintry weather could also cause concerns in the
airport environment. Before making a decision to fly, the
taxiways and runways should be inspected to ensure they
CFI-to-CFI Newsletter - Volume 13 Issue 1

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