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.
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.
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.
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.
Last month, we covered the technological changes occurring in the industry today. In this final installment of our three-part series, we’ll discuss what you can expect in years to come.
No one has the luxury of peering into a crystal ball, especially when it comes to predicting the future of the aviation industry. Technological developments continue to change the face of aviation, and the result of this progress is anyone’s guess. There are, however, certain factors that help foretell what may happen to this ever evolving industry.
There are lots of ways to have more flying fun. But if you sign up for advanced ratings, you’ll also end up being a better pilot.
No question about it—earning the private license is a major accomplishment. Some pilots will never need to seek additional ratings. The private allows pilots to operate in a wide variety of conditions, and many aviators content themselves with the entry-level ticket.
Maintain and expand your skills by unraveling some frequently asked questions about this intricate technique
The crosswind landing is a complex maneuver to understand and execute. There are many changing forces to evaluate and juggle simultaneously, and the high degree of control coordination and timing required is seldom matched by any other maneuver of a normal flight. This means that a pilot must use the technique frequently to remain proficient.
Last month, we discussed how today may be the best time to prepare for an airline job. In this second part of our three-part series, we’ll show you the technological developments currently happening in the industry.
United Air Lines recently put 100 aircraft on hold. But this isn’t an indication of pilot careers going down the tubes. On the contrary, it’s only indicative of the changes that are currently going on in the industry. While the major airlines are cutting down, the regional airlines are in full bloom. The routes that are run by major airlines with large airplanes and low load factors are being taken over by low-cost regional operators whose airplanes are almost always full.
Although pilots continue to try to find new ways to screw up, there’s an amazing similarity to accident scenarios from today and from 75 years ago. Here’s a list of the most common stupid pilot tricks.
Ask any pilot about the danger zones of pilot experience and most will give you a blank stare. Ask Bruce Landsburg of the AOPA Air Safety Foundation or veteran instructor/aviation journalist Rod Machado and you’ll receive intelligent, informed answers.
Very few people realize that there’s a broad spectrum of job opportunities residing on the ground
Not everyone who loves airplanes wants to be a pilot. Obviously, there’s much more to aviation than flying. The spectrum of service to the aircraft industry is as wide as a rainbow that is arcing the sky—there’s something for everybody. And here’s just a small sampling.
We invited leading industry representatives to our offices in Los Angeles for a conversation about the future of cockpit careers. Here’s what they had to say.
After September 11, pilot careers in 2001 looked bleak. Newspaper articles confirmed the airlines were hemorrhaging red ink, thousands of pilots had been furloughed and new hires appeared to be a thing of the past. While the media continues to talk about the tough times in the commercial air-travel industry, many insiders think the tide has turned.
If you find yourself in hazardous situations, nothing helps you more than having a plan
There is absolutely no excuse for beginning or continuing a flight into known hazardous weather—“hazardous” being defined as any weather condition that exceeds the limitations of your pilot ratings and currency and/or those of the airplane as it’s certified, equipped, maintained and inspected. Our responsibility as pilots in command is painstakingly clear when it comes to weather planning and flight in adverse conditions.
You may be as surprised as we were to discover that as many as half of America’s active pilots unknowingly fly without it
A pilot rents an airplane from a fixed base operator. After an hour of flightseeing, he returns to his home airport and is cleared to land behind an arriving biz jet. The pilot gets into a small bit of leftover wake turbulence, the rental aircraft wobbles just before touchdown and a wingtip catches the runway. Head in hand, the pilot taxis the aircraft back to the FBO. A mechanic looks at the damage and estimates $15,000 to $20,000, and almost at the same moment, the pilot learns the FBO’s aircraft insurance deductible is $10,000. Any guesses who gets to pay the 10 grand?
Although winter may have the reputation, springtime can be just as notorious when it comes to freezing conditions
The first hints of warmer weather can cause a sigh of relief. Finally, winter is over. The grass is getting green. The birds sing. You know the story. But spring is a time when temperature ranges can easily move up and down above the freezing level. And even if it’s comfortable for your airplane when you’re on the ground, that doesn’t mean things will stay that way once you’re airborne. With slushy runways and spring showers to deal with, it’s an easy time to get into trouble, on the ground and in the air.
Pilots put their passion and their pride on the line with every landing. Here’s some advice from the pros.
People place too much emphasis on landings. Non-pilots often base their entire evaluation of a pilot’s ability on nothing more than the smoothness of the touchdown at the conclusion of the flight. Never mind that the pilot in command may have made a clumsy takeoff, forgotten to retract the flaps during climb, leveled at the wrong altitude, left the cowl flaps open at cruise, descended without richening the mixture or almost landed at the wrong airport—a smooth return to Earth usually forgives all sins.
The assumption that the airplane has always worked in the past is no excuse for a hasty inspection
The operative word there is “almost.” “Almost zero” isn’t zero. Although we’ll never get an airplane to be 100% in terms of condition, wouldn’t it be silly to get hurt just because we didn’t bother to spend an extra five minutes and missed a loose nut or a crack that was right there, ready to be discovered?