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.
Second only to landings, problems at the beginning of the flight offer a multitude of challenges
Even though a takeoff requires only 2% or 3% of a typical flight’s duration, the maneuver produces more than one-fourth of our light-plane accidents. A significant portion of these departure mishaps occur on the ground during the takeoff run—most often the result of a pilot’s loss of directional control.
Since air carriers fly night and day all over the world, they know how to prepare efficiently
A friend of mine recently asked me if I actually did a weight-and-balance calculation before every flight. When I answered yes, he seemed somewhat taken aback. “Really?!” he quizzed, somewhat perplexed.
With a simple flick of a switch or a pull of a handle, pilots become empowered to instantly change the shape (and in some cases, the size) of the wings. Imagine! Altering the aerodynamics of the wing and the flight characteristics of an airplane, all while in flight. By not understanding flaps thoroughly, pilots lose the ability to take full advantage of their capabilities, and under some circumstances, it can compromise safety.
Flying into and out of these airfields demands much more than just knowing the procedures
Operating at uncontrolled or non-towered airports is something we all do and probably do often enough that we get so used to what happens at our “home ’drome.” We figure that operating procedures around these airports shouldn’t be as strict as controlled airports. After all, who’s watching us and what are the chances that there will be another airplane in the pattern, especially in such a remote area?
Piloting your own airplane is a special opportunity you should truly take advantage of
The idea probably started thousands of years ago, if not tens of thousands, when our ancestors first looked up to watch the birds. What would it be like to fly? It was only in the last 100 years that man actually conquered powered flight, and consequently, only a tiny fraction of the world’s population has had the opportunity—and what an opportunity!—to fly an airplane.
Phase II brings this remarkable high-tech situational awareness a step closer to the Lower 48 states
General aviation in Alaska is different. Changeable weather and difficult terrain create an environment where you’d expect most flying to be done on instruments, but an antiquated route structure and limited navaids make this impossible in many places. Yet many towns and villages depend on aircraft to a degree that’s almost unknown in the rest of the country.
There are some things you should absolutely positively know about any airplane you’re flying before you even start the engine
Safety has always been a tough sell. Ask Bruce Landsburg of the AOPA Air Safety Foundation. Landsburg has been in the safety business for 25 years, having worked for FlightSafety in Wichita, Kan., before moving to AOPA. “The sad thing is,” says Landsburg, “much of the time, safety consciousness is a direct result of an accident post-mortem.”
It’s easy for all of us to turn our back on the basics, but the few simple skills required for precision flying have a huge payoff
Feel your butt. Center the ball. Control torque, precession and P-factor. Check the nose attitude. Watch the runway numbers for movement. Get it down in the first 800 feet. Nail that airspeed. Stop holding outside aileron in the turns. Kill the drift. Put it on the mains and hold the nose off. Understand what the rudder is actually doing. Be smooth. Be precise. Be proud.”
Learning the basic maneuvers is more important than you think
You may wonder about the benefits of aerobatics to general-aviation pilots, especially when most pilots’ main mission primarily consists of pleasure flights to try another $100 hamburger. After all, why bother with inverted loops when you can merely enjoy the view and have a pleasant flight? The answer is simple: Anyone who practices aerobatics becomes a better, safer pilot, and the skills you learn from a professional aerobatics instructor not only can be applied to your general-aviation flights, but also to saving your life one day.
Most aviation insiders feel that the University of North Dakota (UND)/Aerospace is to aviation what Harvard is to law and business, partly because of its technologically advanced complex for collegiate aviation. And just like Harvard Law School, UND/Aerospace, which offers seven aviation majors, is a big part of a quite highly respected, four-year liberal arts university.
A pilot relates the dos and don’ts he learned from cold-weather flying
Canada’s Maritime Provinces are among the country’s most beautiful regions, with rolling tundras, pristine lakes and dramatic coastlines. Unfortunately, the area also is possessed of some of the country’s most dynamic weather. While the far west may have the more vicious winter temperatures, often subceeding minus-40 degrees C, the northeast is infamous for its radically changeable winter atmospherics.
Landmark changes from the FAA have just made Flying cheaper and easier
It took more than 2 ½ years to review the more than 4,700 comments on the Federal Aviation Administration’s (FAA) 2002 proposal to simplify pilot training and make the sport more affordable and accessible. After a tremendous amount of debate, research and consideration (and a certain amount of suspense), the FAA made its announcement on September 1, 2004: The new sport-pilot license became official, and with it came an entirely new category of planes, the light-sport aircraft (LSA).
Fall always seems like the perfect time to head for the hills. But for the unprepared pilot, there are some lessons to learn.
On a warm, summer afternoon, a commercial-rated pilot and his three passengers climbed into a Cherokee for a pleasure flight over the picturesque landscape of northern Arizona. After he topped the tanks, the out-of-state pilot’s preflight was limited to the traditional walk-around inspection.
Flying into backcountry strips makes you a better pilot and can be a welcome relief to your flying routine
Have you ever wanted more from lightplane recreational flying than driving from point A to point B for the $200 hamburger? (Well, there’s aerobatics, but that’s another story.) So, instead of thinking of flying from A to Burger, how about A to Backcountry? Before you dismiss this with a “Hey, my airship is a 172, not a Super Cub,” read on.
Last month, we explored the commonality of the Bendix/King KLN94 and Garmin’s CNX80, and 430 or 530 for VFR operations. This month, we’ll discuss how to use these units during instrument procedures.
The Honeywell Bendix/King KLN94 and Garmin’s CNX80 and GNS 430 or 530 are representative of IFR-approved GPS units, and their commonality extends to IFR operations, in which flight plans are modified in very interesting ways as IFR procedures are added. So, we’ll explore the addition of IFR procedures, which can complicate a simple VFR flight plan.
Why the FAA has added pilot dehydration to the list of flight hazards
There is scant attention given to it. Most pilots overlook it. Some shrug it off, while others simply don’t know about its effects in the cockpit. The problem? Pilot dehydration. Most pilots are unaware of its devastating effects and symptoms, which can increase the risk of aircraft incidents and accidents, even during a mildly warm day.
Does self-induced pressure to continue a flight supercede everything else?
The difference between a safe pilot and one with an enhanced chance of becoming an accident statistic often is found in the ability to detach oneself from the emotional and social aspects of flying. Have you properly planned for the flight or will you be playing catch-up once you get off the ground? Are your qualifications and experience sufficient for the expected flight conditions?
Why do experienced and inexperienced pilots alike fall victim to this all-too-common traffic-pattern accident?
This is how it happens. The pilot turns base to final and notices a following wind is causing him to overshoot the centerline. He adds a little left uncoordinated rudder in an attempt to bring the nose of the aircraft back toward the runway. The aircraft rolls a bit to the left and he compensates by adding some right aileron to hold the 30-degree bank angle.