When you’re paying by the hour, it’s easy to cut corners, be a little careless, or belittle something that we would never forget on our own airplane. However, if we treat a rental plane as our own, every renter or club member benefits. Here are a few things I try to do when I rent.
It started blue, a dark blue, when my wife gave it to me as a Christmas present. Its latest achievement of many was earned in March when I completed my CFI training. It was instrumental in keeping my head from exploding while learning in flight, and during the check ride. Now my two-tone AOPA ball cap has faded to a light purple from long periods of exposure to the sun.
There may come a time when our joystick and keyboard kids can load up, type in a destination, and sit back to let advanced technology avionics do most of the work. Until then we are likely to remain a pretty select group, airplane pilots–not airplane drivers–and our airports are likely to remain…quiet.
OK, so after a year or so of lessons, studying, agonizing over the written, sweating during the oral and dreading the practical, you’ve done it! You are a pilot! Now what? What do you do with this very rare right and privilege?
General aviation made headlines recently, and in the wrong way. A father and daughter were killed in Venice, Florida, when a pilot making an emergency landing hit them on the beach. What would you have done in this situation–land on the beach or ditch?
If you’ve ever tweeted the hashtag #avgeek, I want to you to exit your World of Warcraft game, put on some pants, slowly climb those steep, dark stairs out of your mom’s basement and quickly make your way to the nearest video store and pick up a VHS copy of The Right Stuff.
Now I’m a private pilot, and I’m just not sure what to do or where to go now. Do I keep adding ratings? A tailwheel endorsement would be cool for sure, but for what purpose? Maybe now that I’ve accomplished my “lifelong dream” there is a bit of a hangover associated?
“You train for things you know are going to happen. You educate for the things you can’t anticipate.” Most of us use the term “train” to mean everything we pay for in order to get a license or rating. But the reality is that the respective approaches to training and educating are very different.
For most of us amateurs and professionals, flying involves risk management. While boating has its own satisfactions (and accidents), the reward-risk level in aviation is substantially higher, and this to me indicates that aviation attracts people who are more likely to be “risk-takers.”
For some ancient, bureaucratic reason my Piper is not allowed to use the same newer, more capable and less expensive avionics and autopilots that experimental airplanes do, although we all fly the same airways, airspace and systems. Is TSO’d equipment really twice as good and twice as reliable as today’s non-TSO’d?
Most “accident” reports should be labeled “lack of judgment” investigations. Ian Seager says that too often we fail to learn from our own and other pilots’ errors.
False bravado in the left seat can get you killed. The trust that you carry has to be inviolate: a certainty that you know what to do, how to do it and when. For me, that trust has been an off-and-on thing.
Why do I fly? What is it about being in the air that compels me to spend spare time, and even more scarce resources, to pursue aviation? Actually, it’s pretty simple: it’s about sharing my insatiable passion with others.
From time to time, the FAA changes the qualifications for a license or rating and even adds a new designation of pilot. Steve Phoenix has made a study of the pilot population and gives here his recommendation for a new category of instrument pilots.
Pilots are an interesting sub-species of human. Although every pilot has their own unique traits, there are certainly some strong stereotypes that apply to almost all aviators. Unfortunately some of these characteristics are diametrically opposed to safety.
Spend enough time reading this site or any other aviation publication, and you’ll eventually get to the articles or comments sections stating how there just simply isn’t enough interest in general aviation for it to survive. Instead, why don’t we ask ourselves what we can do to improve the flying experience?
It is an old, sad story that only becomes sadder in the seemingly endless retelling. Today’s newspaper headline reads, “Lifelong pals, wives perish in air crash… foggy conditions may have played a role.” The deceased were all in their early or mid 40s, and leave behind six children. What are we to do?
A couple of years ago when we were hatching the idea for an online magazine called Air Facts, I made it clear that, because of my age, I certainly couldn’t be the future of any such publication. Now we are adding a masthead.
2012 was quite a year at Air Facts. We welcomed more readers than ever before and tackled a wide variety of aviation topics, from the fun to the serious. Here is our list of the top 12 most popular articles of the year.
Most of us can look back and identify at least one person who took us under their wing and helped out. They probably didn’t have the official title of “mentor” and it wasn’t under a formal program, but they certainly contributed to our overall success. Knowing how powerful this can be for someone that is on the outside looking in, how do we go about doing it?