Most pilots aren’t dare devils, but sometimes the only way to learn an important lesson is to scare yourself just a little. That doesn’t mean we should seek out frightening experiences, only that we should try to learn from them when we inevitably stumble into one. Here are seven common ways to scare yourself in an airplane, and I’m sad to say I’ve experienced all of them (but only once!).
I tell people that I have learned more about flying in the time I have owned an aircraft than all the years before. Do your homework, and the day you become an aircraft owner will likely be one of the happiest of your life without another being the day you sell it!
If you are a flying family, or want to be one, you will quickly realize that there is very little information online about flying with kids. I can tell you how much flying with your family is great, amazing, rewarding etc., but you probably don’t need too much convincing – you need the HOW. So here is my HOW.
Instrument training is demanding, but at its most basic the goal is quite simple: keep the wings level and the needles crossed. Do that a few times with an examiner and you can pass the checkride. But if your goal is to really use your instrument rating (and do it safely), there’s a lot more to consider.
What can I do, a measly college student, who can only fly every so often? How can I stay current and make sure that the next time I sit behind the yoke again, be it tomorrow or a year from now, I can be assured I’ll know what to do?
If you are serious about moving you and your loved ones around by air, here are 10 things I have learned that I never read anywhere else. It is more rewarding and more fun than I ever imagined. It’s a lot of other things, too, nearly all of them good.
The missed approach is really a maximum performance maneuver. The key is to make your decisions long before you ever start the approach, so a missed approach is an automatic reaction. MDA is no time to be making decisions; it’s a time for executing what you’ve already planned.
The biggest problem I used to have as a pilot was landing at different airports. I used to say, “I hate this airport; the runways are different…” Strange but I never have problems parking my car in a different lot, with spaces that face a different direction than my normal office lot. I still have to put the car in the middle and pointed straight!
Most pilots don’t really understand the relationship between airspeed and angle of attack. If they did, we would not have the loss of control accidents that we do. We fly strictly by numbers because we were taught that way. Very few flight instructors have any experience or knowledge in this area.
Despite the obvious benefits of using checklists, many pilots fail to recognize the real cognitive value of checklists lies in the process of creating them. One of my favorite activities when purchasing or transitioning to a different light aircraft is creating my set of checklists for it. Having completed six now, I have a pretty good idea of the process.
The most critical skill in aviation safety is making good decisions, both before flight when time is plentiful and in flight when circumstances change and we may be rushed. The ability to generate and decide between diverse options (often with incomplete information and in the crunch) is essential to mitigate risk and achieve a safe outcome.
I was TERRIBLE at landings. Not just bad–TERRIBLE. I either stalled the plane at three to five feet (or more) above the runway or drove right into it. My airspeed control was marginal. My sight picture was non-existent. Here’s how I got better.
As much as we romanticize night flight, it’s not something most pilots do very often. It’s foreign territory, and the poor accident records backs this up. So what can we do to fly safer at night? Let’s consider terrain, spatial disorientation, weather, fuel and fatigue.
I have a healthy fear of running out of fuel and I do everything I can to be sure there is fuel left in the tank when I land. One of the best improvements I made had nothing to do with the airplane at all, but instead was a cheat sheet for quickly finding True Airspeed to trim the airplane and to determine engine fuel flow.
Let’s look at some of the things we can do to minimize the chances of hurt while instrument flying. All along the way, remember that an important part of the operation is to continually ask yourself what comes next and what comes after that, and on and on.
Experienced tailwheel instructor Anandeep Pannu says, “We need something to keep us honest–and I think a tailwheel trainer fits that bill.” He offers a number of reasons why tailwheel airplanes make better pilots, and offers some detailed tips for being a better stick and rudder pilot.
The sight picture of the approach end of the runway was perfect. The speed was perfect. It was a great day right up to the point where the innocence of the moment was lost. There was a flash of something, followed by quite a bit of noise, followed by the feeling that our Cub was injured and being jerked around.
Remember LP approaches? Last year we shed some light on these obscure but increasingly common instrument approaches, which are part LPV and part LNAV. At the time, this was mostly an academic conversation–nobody could actually fly an LP approach. But that’s about to change.
In an industry famous for its ridiculous acronyms, ADS-B stands out for being uniquely confusing. Everybody uses the term, but few really know what it means. So what is ADS-B? Why should you care about it? Can you just ignore it? No.
Do you fly with SOPs? Standard operating procedures (SOPs) are commonly used in the corporate and airline flying world, as a way of formalizing the do’s and don’ts of a flight department, but they can be very useful for private pilots, too. Here are eight SOPs I follow when I fly IFR.