I Can’t Believe I Did That

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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: last of the frontier DC-3s

My Dad wanted us to experience airline travel in a DC-3 before they were replaced with Convair 580 turboprops. I still remember the flight as it was my first in an airliner. We sat on the left side, towards the back.

Young and reckless

I Can't Believe I Did That

A wall of clouds quickly advanced from the west. Lightning flashed, illuminating several shocked faces in the dark. Before I ducked into the small backpacking tent Niki and I were sharing, I glanced at the Cessna 177 parked next to us. It was snugly tied down, chocked, and ready to weather the storm. The tie-downs. My stomach sank. I forgot to pack the tie-downs!

Beginner’s Luck: Winning my first aerobatics competition

Pitching 20 degrees nose down to build the energy before the first manoeuvre I was ready for the loop. Gently twitching the stick back, 3.5g pushes me into the seat. I subtly relieve back pressure at the top of the loop to ensure a perfect “sky circle” is drawn, the nose gradually dropping back through the horizon and I re-tense my muscles for the bottom of the loop.

Hand-Flying a Category IIIA approach and landing with almost no visibility

At about 175’ AGL, we entered the clouds. As we reached the 50’ AGL point, I announced “Landing”. I retarded the throttles when the flying cues in the HGS called for me to “flare” (ease the power off and pull the nose up for touchdown) and the mains settled-on the runway right where they were supposed to.

Cold weather clarity – staying calm in an emergency

We had eaten up a lot of the 6,600’ runway by the time the airplane was ready to fly, so I rotated and up we went. Barely. The tach bounced between 2100 and 2200rpm, barely into the green arc. I watched the last bit of runway disappear under us at 200 feet per minute.

Returning to the air after a suspended medical

In September 2020, a letter landed on my doorstep inviting me to the Cardiac Surgery Unit to discuss my aortic valve replacement. Time stood still for a few minutes. My most recent scan had determined that, in much the same way it is advisable to change a timing belt before it breaks, it was time to swap put my valve. All routine, I was assured.

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