Hone your pilot skills with the articles and advice below. Our sport-pilot articles cover topics of interest to novice and advanced general aviation pilots. Trust our ongoing training articles to improve your piloting skills.
Formation flying is a dangerous and, for me, compellingly beautiful and engaging experience.
.jpg)
I spent over a year making the transition from piloting a TBM 700 turboprop to becoming a jet pilot; a process that has taken me through an ATP rating, two type ratings, a lot of simulator time, a jet trip to Paris, a bit of mentoring, one or two scary moments, some frustration and piles of cash
When I was a student pilot and my instructor would send me on solo flights to practice maneuvers, stalls were always last on my list.
All of us have spent considerable time observing our fellow aviators’ takeoffs, landings, radio communications, preflight inspections and general behavior at (and away from) the airport.
 I’ve seen few things in my lifetime as beautiful as looking down on other planes in flight while on the top of a wingover. Multiple airplanes acting as one require a significant amount of discipline, dedication and practice. Even after more than 3,000 hours of flying within 20 feet of other airplanes, I know that this is an extremely risky activity that should never be attempted without considerable ground and flight training. |
 The benefits of transitioning from pilotage to dead reckoning, four course ranges, ADF, VORs, Loran and then to GPS have been nothing short of spectacular. |
 A few weeks ago, my friend Ray recounted a scary experience he’d had in his high-performance single while on a trip with his wife and daughter in IMC and at night. |
 Engine failure on takeoff is every pilot’s worst nightmare, but there’s one basic rule that applies to all in-flight emergencies, regardless of the situation: Keep your cool (easier said than done) and fly the airplane. Having said that, the most important aspects of survival can be summed up in two words: mental preparation and training/practice. Okay, that’s four words, but you get the point. |
 When you’re on short final and descending through 50 feet, it really doesn’t make much difference how good you are at centering airways, whether you can spout FARs or if you scored 100% on the written: The only thing that counts is how well you actually fly. Everything else is superfluous because every single thing you know about actually flying the airplane is compressed into a 10-second time span and an ever-decreasing sliver of altitude. This is literally where the rubber meets the road and where every one of your moves has measurable consequences. |
 I was doing my first solo out to the practice area north of the airport. I was doing some ground reference maneuvers and noticed that the GPS and NAV lights were on. I thought that was strange, then noticed the annunciator flash, “low fuel.” I knew the fuel tanks were full because I checked them during preflight. |
 We’ve all seen super-pilots, such as Patty Wagstaff and Sean Tucker, who seem so in control of their airplanes that they’re never where they’re not supposed to be. Their airplanes flow from one position to another in a seamless rendition of flight that we know, for a fact, we can’t come close to duplicating. Or can we? |
As pilots, we’re used to flight planning. Flights are usually straightforward and easy to plan, but occasionally, they involve multiple legs and traversing congested or complicated airspace. Longer flights require more-than-normal flight planning. I recently completed a 1,600-mile flight in my Garmin G1000–equipped Columbia across seven western and midwestern states and three time zones. It was apparent to me that, to do it right, longer flights entail more than just sitting longer en route and making additional fuel stops, particularly when the flight is more than 1,000 miles.
 My first airplane, a 1947 Globe Swift, purchased in 1966 for $3,700 when I had a whopping 80 hours in my logbook, was a cute little devil. It offered quick handling and was a ball to fling around the sky, but it obviously hadn’t read its own press releases. The stock Globe GC-1B came up short in virtually every performance parameter—it wasn’t nearly as fast as advertised, didn’t climb as it was supposed to, burned more fuel than the POH suggested and couldn’t carry nearly as much weight as it “should” have. I learned the airplane’s true nature by trial and error, probably not the best method in any aeronautical pursuit. |
 If aviation in the United States was a religion, its confessional would be the Aviation Safety Reporting System (ASRS). Pilots, air traffic controllers and other people involved in aviation are encouraged to send reports to ASRS when they’re involved in, or observe, a situation in which aviation safety might have been compromised. These reports are often called NASA reports because they’re submitted to the National Aeronautics and Space Administration. |
 A few days ago, I received a call from a pilot who was being seen by a physician in the emergency room. Did he want a second opinion? No, he wanted to know if the condition affected his medical certificate! |
 We can all admit that, at some point, we’ve scared ourselves in a crosswind. Sure enough, most flying accidents occur during landing, and most of those are in crosswinds. Almost all crosswind-related accidents happen due to loss of control after touchdown; only a tiny portion involve a crash on approach or on a go-around. To stay safe, we should examine the true risks we face when landing in a crosswind, and the big risks come after touching down. |
 When it comes to owners being told they must install expensive new equipment in their planes, it’s always better to offer them more carrot and less stick as an incentive. For now, the FAA’s proposed mandate on Automatic Dependent Surveillance-Broadcast (ADS-B) is looking like too much stick and too little carrot. |
 Are you a pilot who turns down the radio’s volume and does a straight-in at an uncontrolled airport when there are four other aircraft neatly spaced in the traffic pattern? Do you think your lungs are so good that you can cruise at 15,500 feet MSL without supplemental oxygen? Are you convinced that you’re experienced enough to avoid using checklists? If so, you may be displaying some of the characteristics that aviation psychology researchers suggest can increase the chances of an accident. |