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Air Facts was first published in 1938 by Leighton Collins, dedicated to “the development of private air transportation.” It’s a different world now, and it’s a different Air Facts. Relaunched in 2011 as an online journal, Air Facts still champions, educates, informs and entertains pilots worldwide with real-world flying experiences. More…

Don’t Get Stuck—Avoiding Breakdowns and Delays

Running the battery down by leaving the battery or master switch on is, arguably, the most common reason for a departure delay. I use a “Parking” or “Shutdown Checklist” before deplaning to avoid this. Some pilots leave the rotating beacon on after shut down as a clue that the battery switch was left on. Full service FBOs will have external power available to get you going quickly if the battery is dead.

Another reason to fly—Young Eagles

Shortly after earning my Private pilot certificate, I had a pilot friend who invited me to a local EAA chapter meeting. The group is primarily focused on aircraft building. I had no interest in building an aircraft but I was, however, very interested in taking kids for the first airplane ride. I was then introduced to the chapter's Young Eagle flight coordinator.

ozark sunset

Friday Photo: Sunset Over the Ozarks

Pilots in this area are so fortunate to have private strip owners who will share their beautiful landing locations. I was lucky enough to make landings at three of the available strips. There have been times when the wildlife refused to leave their grazing spots, as I’m forced to enjoy a low pass. Still, never a bad way to spend the evening.

The Fine Art of the Debrief

Like many of you, my debrief has evolved over my flying career. Now, what I like to do is organize my thoughts into, “The Good, The Bad, and the Ugly,” or more formally, what I did well, what I thought I could do better, and what I might have done differently. And not necessarily in that order depending on how the flight went.

Weather flying means learning to read clouds

Whether I’m flying IFR or VFR, most weather decisions come down to looking at clouds and trying to figure out what they are trying to say. Is that weather convective or just harmless showers? Will the ride be bumpy or smooth? Can I top that cell? Is there ice in that cloud layer? The answer almost always depends on what the clouds look like.

Air Facts Video Classic—single-pilot IFR departures

When it comes to flying solo/single-pilot IFR, few pilots have the extensive experience that Richard Collins had flying his P210. In this video classic, Richard explains the important nuances of departing into IMC while flying solo and how to prepare which includes the smart use of the autopilot.

John’s Blog

Weather flying means learning to read clouds

Whether I’m flying IFR or VFR, most weather decisions come down to looking at clouds and trying to figure out what they are trying to say. Is that weather convective or just harmless showers? Will the ride be bumpy or smooth? Can I top that cell? Is there ice in that cloud layer? The answer almost always depends on what the clouds look like.

Teardrop diagram

What’s wrong with the teardrop pattern entry

Having solved the impossible turn and other manufactured crises, the aviation training industry (or at least some YouTubers and keyboard warriors) has now turned its attention to the teardrop pattern entry. This “innovation” is alternately described as wildly unsafe or the only legal option for entering the traffic pattern. In reality it’s neither, but the bigger problem is that most pilots don’t even know what it means.

Cessna 172

What matters for VFR proficiency: better landings

Earlier this year I argued that if IFR pilots wanted to prevent accidents, they should focus on the most boring of skills: basic attitude instrument flying. Now it’s time to look at VFR pilots, and to spare you the suspense, the answer is similarly prosaic: loss of control on landing damages more airplanes than any other accident scenario. What can be done?

View John’s Blog

I Can’t Believe I Did That

Citabria on grass runway

The time when I almost landed short

I Can't Believe I Did That

The plane was perhaps 50 feet above the ground, but at least there was a smooth gravel under-run and the wheel pants were off. I had just enough energy to flare with a soft touchdown. I prepared myself for landing short. What an embarrassing end to the second leg of my Private pilot solo long cross-country.

airplane in grass

Centerline, centerline, centerline

I Can't Believe I Did That

The gusting wind from the east returns, pushing the aircraft toward the right side of the runway. In a matter of a few seconds, the grass infield fills my windshield. I didn’t get the thumb into the wind and I didn’t immediately get on the left rudder pedal to steer us back to the centerline. Years of training ignored in an instant which means we are now headed into the infield.

A dead stick landing and a chance encouter with Hal Shevers

I Can't Believe I Did That

At about 1,500 feet hawking the wind sock to determine my landing runway. The UNICOM frequency was quiet and I saw no other planes in the pattern. I turned away to re-enter on a 45 degree downwind. As I banked back to the field came a startling assault of silence. The engine quit—politely and with no shudder—it simply stopped running. I was a glider.

Opinion

Don’t Get Stuck—Avoiding Breakdowns and Delays

Running the battery down by leaving the battery or master switch on is, arguably, the most common reason for a departure delay. I use a “Parking” or “Shutdown Checklist” before deplaning to avoid this. Some pilots leave the rotating beacon on after shut down as a clue that the battery switch was left on. Full service FBOs will have external power available to get you going quickly if the battery is dead.

Another reason to fly—Young Eagles

Shortly after earning my Private pilot certificate, I had a pilot friend who invited me to a local EAA chapter meeting. The group is primarily focused on aircraft building. I had no interest in building an aircraft but I was, however, very interested in taking kids for the first airplane ride. I was then introduced to the chapter's Young Eagle flight coordinator.

The Fine Art of the Debrief

Like many of you, my debrief has evolved over my flying career. Now, what I like to do is organize my thoughts into, “The Good, The Bad, and the Ugly,” or more formally, what I did well, what I thought I could do better, and what I might have done differently. And not necessarily in that order depending on how the flight went.

More Articles

I Can’t Believe I Did That

Learn from the mistakes of others

Technique

Improve your flying skills

Go Or No Go

Test your weather decision-making

Young Pilots

The next generation writes

Friday Photo

Unforgettable cockpit views

I Was There

Sharing pilot stories