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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…

Friday photo: Arrowhead Lake in northern Laos

As a FAC in southeast Asia, it was important to always know where you were and how to expeditiously get the fighter aircraft carrying their bombs to join up with you. We used a lot of terrain features that were easily spotted and widely known by those who flew over that terrain for navigation. Pictured is Arrowhead Lake.

CFI with student

How That Proverbial Hamburger Could Save You $100, and a Lot More

Retention makes the difference between success and failure in the classroom. Retention is driven mainly by emotional and psychological engagement. Your brain must be perfectly and correctly stimulated for you to learn something. Information delivered at a trickling garden hose pace will have you falling asleep at your desk.

descent into clouds

As flight instructors we must continue to innovate

I tried the “Leans” on a pilot whom I was teaching and suggested that if he saw me lean left or right, he was to take the cue that he had to turn. And if he felt pressure on the rudder pedals, it was me getting his attention for him not using the rudder. And if I was leaning forward towards the yoke, well, that gets obvious in a hurry.

Aeronca

Flying during the pandemic and my approach to LAX

Gabe contacted the Flight Service Station regarding time and procedure for entering Class B airspace and landing at LAX. The answer was simple: no problem, be airborne at 7am and contact approach control on a given frequency; they will be expecting you. The next day found the Grumman on the taxiway at Long Beach Airport at 6:30am. At the appointed time, they departed and contacted approach control.

Meigs airport

I was at Meigs Field

Hours after Dr. Shehl closed the canopy door on his 1980 Bonanza, and went to his nearby hotel, bulldozers would roll onto Meigs. Under the cover of darkness, and without any notice or approval, Chicago’s mayor, Richard Daley, drove old Meigs Field down.

Taxiing vs. Flying—Which is Harder?

Just after we landed at Cedar Rapids, Iowa, on Runway 9. “Citation 246GF, turn left on Runway 13, right on Alpha, left on Echo, right on Echo Two to parking with me.” We were the only aircraft moving at the airport. The the call sounded like: “Citation246GFturnleftonRunway31rightonAlphaleftonEchorightonEchoTwotoparkwithme.”

John’s Blog

Guard frequency in the age of social media

Yes, this is an “old man yells at cloud” article. Yes, I can already hear the jokes about the “guard police.” I don’t care. It needs to be said: Guard frequency (121.5) has become a national embarrassment, a sign that our self-absorbed social media culture has spread to the once-boring world of aviation. We need to do better.

Why are spatial disorientation accidents on the rise?

Researchers from the FAA show that SD accidents have not declined since 2003—in fact, quite the opposite. You might assume the widespread adoption of tools like datalink weather, modern autopilots, reliable AHRS, and electronic flight bag apps would make VFR-into-IMC (the classic SD accident scenario) much less common. It’s a great theory, but the numbers don’t support it.

The aviation community is alive and well

Before the expletive could even leave my mouth, one of the FBO employees offered to lend me the crew car. I assumed the crew car option would be impossible, or at least impossibly bad manners, since the round trip would be nearly two hours and the FBO was closing soon. But he wouldn’t hear it: “take all the time you need and just drop the keys off with the night security guard. We appreciate your business.”

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I Can’t Believe I Did That

Spatial Disorientation: I Thought It Couldn’t Happen to Me

I Can't Believe I Did That

I began climbing to get between layers, intending to stabilize and then request IFR. But as I entered the clouds, what I thought could never happen did. I was in an unusual attitude: 45 degrees banked and nose down. For a moment, I considered pulling the CAPS parachute. I had often wondered if I’d have the presence of mind to use it in a real emergency. After this, I know the answer is yes. But I also realized I could recover.

I Made Every Flight Training Mistake Humanly Possible

I Can't Believe I Did That

Flight training is rarely a straight line, but for Nick Smith it turned into a winding, four–year journey full of delays, false starts, and unexpected costs. In this brutally honest account, he shares the mistakes he made—so future pilots don’t have to repeat them. His story is both a cautionary tale and a reminder that perseverance can still lead to the certificate.

A Quarter Tank and a Prayer

I Can't Believe I Did That

I was watching the fuel gauges drop before my eyes. I elected to continue to ECG rather than turn back. I was on a direct course. The Norfolk controller wished me luck—not the most reassuring sign—and handed me off to ECG Tower, who had already been briefed.

Opinion

Me and IFR

During another smooth cloudy day, a relative—who shall remain unnamed—asked if I wanted to fly. Weather was marginal VFR; he had his IFR rating. At 3,000 feet, we entered clouds. I panicked briefly, deer-in-headlights style. Calmly, he asked me to hand him his foggles from the seat pocket. Did that give me confidence? Not really. But the flight remained calm and uneventful. He wore view limiters in clouds for comfort—something I couldn’t quite fathom at the time.

Yes, I Still Take Flying Lessons

I approach every flight with an instructor with a plan of my own. I don’t just show up because the calendar says it’s time. I bring specific goals, real-world questions, and skills I want to sharpen. My annual IPC isn’t about checking FAA boxes; it’s about tackling challenges I’ve faced over the year and flying approaches that have pushed me.

Generally Affordable? The Truth About Flying Costs

The economics of flying is not for the faint of heart. In fact, the average cost of just getting your “license to learn” is now hovering around the $20,000 mark. And if that number doesn’t faze you, then let me sprinkle in some rampant inflation, a tight insurance market, and just the high opportunity cost of staying current—let alone proficient—into the mix.

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