Our pilot training articles are designed to help you improve your flying proficiency. Bone up on beneficial skills as well as the biggest mistakes to avoid as a pilot. Fly right with articles on topics such as dealing with ice and the most dangerous things you can do as a pilot.
Realistic flight-planning requires far more than simply measuring the distance, figuring the book speed and fuel burn and then launching
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.
NASA reports are good for your certificate, as well as the air safety system
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.
It had been a long day. It was January 2003, and I’d departed Reykjavik, Iceland, in a 58 Baron; destination Iqaluit, Nunavit, Canada, with stops in Greenland, where it was clear and cold—in this case, minus-20 degrees C. I’d landed on the gravel runway at Kulusuk in the dark of noon, refueled as quickly as possible to avoid having the engines cool down, and leaped back off across the ice cap for the old U.S. air base at Sondre Strom Fjord, well above the Arctic Circle. The weather remained perfect as I spanned the cap at 14,000 feet in smooth, frigid air.
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!
Does your adrenaline level skyrocket on gusty days?
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.
In our final installment, we conclude with “Alberto Santos-Dumont” through “Zulu time”
We’ve finally reached the end, my friends. In “Wingipedia, Part I” [March 2008], we covered “acrobatics through “induced drag.” And in “Part II” [May 2008], we took care of “Jenny” through “roll.” It has been fun, but our aviation version of Wikipedia has reached the end of its line. Wikipedia, which asserts that its name is “a portmanteau of the words wiki (a type of collaborative website) and encyclopedia,” is an online encyclopedia that’s written and edited by its visitors, i.e., people like you and me.
The technology looks promising, but there are still unanswered questions about its implementation
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.
While the right instructor can inspire and motivate, the wrong one can destroy the desire to fly
The 26-hour student pilot sees the numbers approaching. Though he’s had problems with landings, he’s determined to get it right this time. He eases back for the flare, watching the far end of the runway. He balloons too much. Suddenly, the instructor catches a word in his throat and lurches forward. He grabs the yoke, makes the landing and yells, “What were you thinking? I’ve shown you a million times!” Embarrassed and frustrated, the student quits. He never flies again.
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.
Survival experts show pilots what to do when the propeller stops spinning
Few topics in aviation are as popular as that of survival after a forced landing. Since the tragic September 2007 disappearance of adventurer Steve Fossett, the topic has been the subject of countless hangar flying sessions and pilot’s lounge discussions.
On February 16, 2008, the general aviation community lost one of its members. A single-engine aircraft crashed to the right of runway 10R at Portland International Airport in Portland, Ore., while attempting an ILS approach for the second time in very low IFR (VLIFR) conditions. The pilot sustained fatal injuries and the aircraft was destroyed. Because the NTSB is still investigating this fatal accident, we don’t know if this pilot had Category II authorization. According to the preliminary NTSB report, we do know that conditions two minutes prior to the accident were well below Category I minimums for the approach, with a broken ceiling of 100 feet and a runway visual range (RVR) variable between 800 and 1,600 feet. Without Category II authorization, attempting this approach more than once was an accident waiting to happen.
Everything you need to know to step into a professional cockpit the modern way
For the first time in 30 years, becoming a professional pilot is within the reach of people who once only dreamed of it. We’re in an unprecedented time of skyrocketing demand for pilots, and the number of aviation jobs grows daily. The sky is calling, and if that has been your dream, now is the time to act.
The runway lights are still on at Friedman Memorial Airport (SUN) in Hailey, Idaho, as the Cessna 182 levitates off the pavement, the pink glow of dawn just spilling over the ridgeline of the Wood River Valley. The harsh, pitted lava plain of the Craters of the Moon lay behind us, and ahead, another day of exploring Idaho’s backcountry and its challenging airstrips. Guiding us is the man who literally wrote the book on the subject: Galen Hanselman, author of Fly Idaho!, Air Baja!, Fly the Big Sky! (Montana) and the new two-volume Fly Utah! Hanselman’s books are the ultimate pilot’s guides to the backcountry, providing essential information on the airstrips and airport environment. Yet, they’re also elegant, miniature coffee-table books that brim with beautiful photography and pithy text covering history, local lore and practical information on what to do and where to go at each location.
Opportunities for professional pilots are at record levels for civilian aviators. No matter what your goal, if you work hard, fly well, present yourself professionally and are flexible with schedules and work locations, chances are extremely good that you’ll find a professional pilot seat waiting for you.
Last month, we brought you the first installment (“acrobatics” through “induced drag”) of Wingipedia, our aviation-based encyclopedia. Here, we present the second installment. If you think that something’s missing, log on to planeandpilotmag.com to contribute your own additions.
Whether you fly behind a fixed-pitch or constant-speed prop, a little knowledge definitely is not a dangerous thing
It was just after 6 p.m. when I turned final for runway 4R at Honolulu International Airport. My 2,160 nm crossing from Santa Barbara, Calif., into the wind had required 13 hours and 15 minutes, yielding an average speed of 163 knots. I’d maintained 8,000 feet in the new Mooney Ovation for most of the trip, climbing up to 10,000 feet for the last 500 nm into Hawaii to take max advantage of the standard trade winds.
The schedule was tight. Following a day on the slopes and an evening watching the Super Bowl, the pilot was a bit tired, but still had to contend with a 45-minute drive to the airport, a snowy instrument departure and a night flight to North Las Vegas Airport. He landed at VGT after the tower had closed and arrived at the hotel around 1 a.m. No rest for the wicked, however, as wake-up calls jolted him from bed in time for 7:30 meetings and a full day of walking through exhibit hall aisles. Then, after dinner at 6:30 p.m., he flew home, touching down on home turf at 3 a.m.
Whether Punxsutawney Phil sees his own shadow or not, winter is losing its death grip. But it isn’t dead yet. Widespread icing still exists during the transition months of March and April. Gulf moisture, warmer temperatures and an overactive jet stream guarantees that convective SIGMETs will begin to spring out of hibernation. With temperatures slowly on the rise, you need to tailor your briefings to focus on key weather products that track the vernal transition.