I Can’t Believe I Did That

Learn from the mistakes of others

I Was There

Pilot stories from around the world

Technique

Improve your flying skills

Featured Author: Jim Davis

Articles by Jim Davis

NEW ARTICLES

OUR MOST RECENT POSTS

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…

Expectation bias and distractions lead to near disaster

I Can't Believe I Did That

what was causing our 400,000 lbs. abode to creep forward at an alarmingly increasing rate? What was earlier yards or even feet of separation now seemed like mere inches. Those vehicles, those people, they had no way to move, no way to extricate themselves from the approaching doom.

The European “28 Day Holiday License”

What I Know About...

If you have not flown in Europe, there are some differences from the US. Airspace, altimetry, transition level, VFR procedures, and airport operations differ. A quick flight with a flight instructor is not enough to get familiar with the differences. You will want to schedule ground and flight training to familiarize yourself with European airspace and regulations.

Friday photo: Middle Lake and Mount Susitna

During one of my first flight lessons, my instructor flew over a heart shaped lake and I thought it was pretty amazing. I made it a point to mentally mark its location, just west of Goose Bay which is across the Knik River from Anchorage, AK.

Mooney

To abort the takeoff or fly

The M20 accelerated down the runway and I had been told to look for 60-70 kts. for a smooth takeoff and climb out. The Mooney lifted off (virtually by itself) and I could feel the acceleration. Glancing at the airspeed indicator (ASI), I was surprised to see only about 35 - 40 kts. The M20 was good, but surely not that good. We continued to accelerate and had become definitely airborne but the ASI still showed around 40 kts.

Making peace with a very bad day

Right at dusk, what I believed to be a tornado hit the airport and collapsed six hangars. My airplane was in one of them. What would officially be called a straight-line wind event ended up becoming the worst day of my life. All the dreams and all the hours of hard work gone in an instant. I cried like a baby.

Flying the central coast of California

San Luis Obispo Airport (KSBP) is really a nice stop. There is usually parking by the Spirit restaurant. On final approach in small aircraft, there is sometimes a bit of a sink or ballooning on short final above the roadway just prior to the runway. Tower and Ground Control are sometimes the same person.

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.”

View John’s Blog

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