Most pilots reach a point where flying becomes second nature. You know the flows, you know the airspace, and you anticipate what’s coming next. The good landings far outnumber the not-so-good. That’s not a bad thing—it’s proficiency. But it’s also when many pilots start looking for something that challenges them to think a little differently. Seaplane flying does exactly that.
Seaplane flying challenges pilots to think a little differently.
Flying on water forces you to slow down, look outside more, and make decisions based on what you see instead of what’s painted on the runway. Wind matters more. Surface conditions matter more. Judgment matters more. The airplane hasn’t changed—but the environment has, and so has the way you fly it.
That’s why so many pilots eventually put a seaplane rating on their “someday” list. Maybe because it feels exotic, but also because it sharpens skills that carry over to every other kind of flying.
Flying Where the Runway Doesn’t Exist
Water is never static. It moves, reflects, deceives, and demands respect. Seaplane pilots don’t just land on it—they read it as part-mariner, part pilot.
That’s part of what makes seaplane training so valuable, even beyond the rating itself. You learn to evaluate conditions visually instead of relying on pavement markings and how to anticipate how wind, surface texture, and obstacles interact. Few maneuvers illustrate this better than glassy water landings.
With no wind and a mirror-smooth surface, depth perception disappears. The water offers no visual cues. What looks calm and inviting can quickly become unforgiving if the approach isn’t disciplined and precise.
In the video above, you’ll see how a proper glassy water landing relies on planning, power, pitch, and patience—holding a precise attitude, managing descent rate, and resisting the urge to flare. It’s one of the clearest examples of how seaplane flying sharpens a pilot’s judgment.
Training That Goes Beyond the Checkride
Filmed on location in Florida, Maine, and Alaska, and hosted by aviation legend, Patty Wagstaff, the new Seaplane Rating Course from Sporty’s shows seaplane flying as it really happens—on moving water, in changing conditions, and in some of the most beautiful flying environments in the world.
The training walks pilots from foundational skills like taxiing, takeoffs, and landings, into more advanced territory:
Glassy and rough water operations
Confined areas and river flying
Flap management and hull speed awareness
Docking, beaching, and securing a seaplane
These aren’t abstract concepts. They’re practical techniques rooted in experience—the kind of knowledge pilots don’t always find in a checklist or POH.
The training walks pilots from foundational skills like taxiing, takeoffs, and landings, into more advanced territory.
Learning from Experience—And Enjoying the View
One of the unique aspects of the course is its 360°/VR Adventure Flying module. These aren’t lessons or tests. They’re immersive flights designed to let pilots simply experience seaplane flying.
From classic floatplanes in Alaska to unique aircraft in unforgettable settings, the adventure chapters offer a front-row seat to real-world seaplane operations and a behind-the-scenes look at how the course was created. It’s also provides an opportunity to relax, observe, and absorb.
It’s the kind of content that reminds you why you started flying in the first place.
The Course includes immersive flights designed to let pilots simply experience seaplane flying.
An Aspiration Worth Chasing
Not every pilot will earn a seaplane rating. But many will find themselves drawn to it—by the challenge, the scenery, and the chance to fly in a way that feels both demanding and deeply rewarding.
If you’ve ever looked at a quiet lake and imagined what it would be like to lift off from its surface, this kind of training isn’t just educational—it’s an invitation.
Learn More
The Seaplane Rating Course is available for $99 at Sportys.com and includes lifetime access and updates. The content is available on all of your devices via the Sporty’s Pilot Training app.
https://media.flighttrainingcentral.com/wp-content/uploads/2026/01/16110651/Why-Seaplane-Flying-Belongs-on-Every-Pilots-Bucket-List.png10001250Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngEric Radtke2026-01-30 08:55:432026-01-16 11:17:14Why Seaplane Flying Belongs on Every Pilot’s Bucket List
Flying to and from an airport in Class D airspace is one of the more common communication scenarios a pilot will encounter. While no two airports will function exactly the same, here are some key tips for confidence and success:
Know the Airspace Dimensions: Class D airspace typically extends from the surface up to 2,500 feet above the airport elevation, but it can vary. Always check the specifics for the airport you’re operating near, as depicted on the sectional chart.
Communication is Key: You must establish two-way radio communication with the control tower before entering Class D airspace. This means you need to contact the tower on the appropriate frequency and receive a response.
Read Back Clearances: When you receive instructions or clearances from the tower, read them back to confirm you’ve understood them correctly. This helps prevent miscommunication.
Be Aware of Traffic: Class D airspace is often busy, especially around airports with a lot of flight activity. Keep a vigilant lookout for other aircraft and listen carefully to the control tower’s instructions and advisories.
Practice Good Radio Etiquette: Monitor the ATIS before contacting the tower. Use clear and concise language, avoid unnecessary transmissions, and be courteous. This helps maintain efficient and safe operations.
Prepare for your arrival at a Class D airport by listening to the automated weather once in range during a quiet en route portion of the flight. Take your time and listen to all of the details. When you are 20-25 miles from the airport, you should listen again to see if the message has changed. If you hear a new phonetic identifier for the ATIS, note any changes. With the weather information and identifier in hand, contact the tower at approximately 15 miles out. You may not enter the Class D airspace until you have established radio contact with the controller. This means the controller must acknowledge you with your call sign.
Your entry into the traffic pattern at a tower-controlled airport may be on any of the four legs. The tower controller will advise his instructions based upon the runway in use and the direction from which you are approaching. Listen carefully and follow the instructions. Unless it will interfere with current autopilot operations, set the heading bug or HSI to the assigned runway. This provides a memory and visual aid to ensure your arrival on the correct runway.
At some point, the tower controller will clear you to land. Unless you hear this clearance and confirm it with a read back, do not land.
After landing and reaching taxi speed, you should exit the runway promptly at the first available taxiway or on an ATC-instructed taxiway. Do not exit the landing runway onto another runway unless authorized by ATC. Do not stop or reverse course on the runway without ATC approval. Taxi clear of the runway and bring your aircraft to a stop unless otherwise directed by ATC.
Change to the ground control frequency when advised by the tower or after clearing the runway. The tower may omit the ground control frequency if the controller believes you will know the frequency. At slower times, the tower controller may be fulfilling the function of ground control as well. He may have you stay on the tower frequency during taxi operations. Follow his instructions.
Obtain your taxi instructions from the ground controller. Read back the instructions and comply with any hold short requirements that you are assigned. Compare the instructions to your taxiway charts and signs that you see after you have completed your read back. When taxiing, you must receive a specific runway crossing clearance to cross or operate on any active, inactive, or closed runway along your route.
Once you are clear of the movement area, you are no longer under the control of ATC.
This content is from the Sporty’s Learn to Fly Course, which includes complete training for Private and Sport Pilots.
https://media.flighttrainingcentral.com/wp-content/uploads/2024/09/25114158/Class-D-Arrival-FTC-Video.png10001250Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngEric Radtke2026-01-28 10:00:152026-01-28 11:21:54Pilot Tip: How to Communicate when Arriving at a Class D Airport
With winter weather affecting airports across the country, understanding Runway Condition Codes (RwyCC) is essential for pilots planning flights in snow or ice. These codes, published in FICON NOTAMs, give a standardized view of runway surface conditions, helping you evaluate braking performance and make safer go/no-go decisions before landing or departing.
I recommend a simple two-phase approach. First, review the NOTAMs for runway condition information. Second—and just as important—call someone at the destination airport for a first-hand report of actual conditions, whether that’s the FBO or airport management.
The FAA uses a standardized method for reporting runway conditions. Today, airport operators use a defined matrix to evaluate runway surfaces and report conditions to pilots via NOTAMs using Runway Condition Codes (RwyCC). These codes range from 6 (dry pavement) down to 0 (no braking capability) and give pilots a common language to assess runway performance.
Airport personnel assess the runway surface, identify any contaminants present, and use the Runway Condition Assessment Matrix to determine the appropriate numerical code. Through the Federal NOTAM System, this information is then made available to pilots as a Field Condition (FICON) NOTAM. Pilots can use these codes to better understand how a given runway condition may affect braking and aircraft performance during landing or departure.
Each third of the runway is evaluated and reported separately. For example, a NOTAM reading “RWY 22 FICON 5/5/3” means the first and second thirds of the runway have a RwyCC of 5 (good braking), while the final third has a value of 3 (medium braking).
One practical tip: download the PDF version of the Runway Condition Assessment Matrix and keep it on your iPad for quick reference, both on the ground and in the cockpit. Also remember that these codes apply only to runways. If taxiways, ramps, or parking areas aren’t specifically addressed in the NOTAMs, that follow-up phone call becomes even more valuable for getting the full picture before you arrive.
You’re flying a Cessna 150L Commuter on a VFR flight direct from Perry-Foley Airport (KFPY) on the west coast of Florida, to St. Augustine Airport (KSGJ) on the east coast. The flight should take a little over an hour. About 40 minutes into the flight, you’re over the town of Lake Butler at 5500 feet. You look around the cockpit and then play the “what if” game with your iPad. Watch the video and try to see what’s wrong.
https://media.flighttrainingcentral.com/wp-content/uploads/2026/01/22124148/whats-wrong-5500.png10001250Jeff Van Westhttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngJeff Van West2026-01-26 08:55:332026-01-29 00:27:16What’s Wrong: A Subtle Warning at 5,500 Feet
The FAA’s latest update to the Aeronautical Information Manual (AIM) took effect January 22, 2026. Most of the revisions are editorial or administrative in nature, but one change is worth a closer look —particularly instrument pilots flying circling approaches.
Clarification to Approach and Landing Minimums
The FAA revised AIM 5-4-20, Approach and Landing Minimums, to clarify pilot responsibilities during circling approaches and reinforce compliance with 14 CFR § 91.126, consistent with FAA Chief Counsel interpretations.
The updated guidance emphasizes that published circling area restrictions must always be followed, regardless of ATC instructions. These restrictions may:
Apply only to certain aircraft categories
Differ between day and night
Prohibit circling in specific directions relative to a runway
The updated guidance emphasizes that published circling area restrictions must always be followed.
At towered airports, pilots must follow controller instructions during a circling maneuver—but an ATC clearance does not override published circling restrictions. At non-towered airports, pilots are reminded to comply with standard traffic pattern rules unless a published restriction requires otherwise.
The revised language reinforces the importance of remaining within the protected circling maneuvering radius.
The revised language also reinforces the importance of:
Remaining within the protected circling maneuvering radius
Maintaining vigilance for other traffic
Understanding how the missed approach point (MAP) is determined for circling procedures
The AIM also reiterates that circling from certain approaches—such as a GLS, an ILS without a localizer line of minima, or an RNAV (GPS) approach without an LNAV line of minima—is not authorized.
https://media.flighttrainingcentral.com/wp-content/uploads/2025/02/20153401/new-FAA-AIM-february.png10001250Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngFlight Training Central Staff2026-01-23 08:55:222026-01-23 10:02:04AIM Update Effective January 22: Circling Guidance Clarified
One of the most rewarding trips you can take after earning your pilot certificate is leaving the U.S. and heading to new destinations in Canada, Mexico or the Caribbean. This week’s video tip takes a look at what it takes to fly internationally, including flight planning, extra equipment requirements and how to file the required eAPIS paperwork with U.S. Customs and Border Protection.
Why Seaplane Flying Belongs on Every Pilot’s Bucket List
/in Having fun, News/by Eric RadtkeMost pilots reach a point where flying becomes second nature. You know the flows, you know the airspace, and you anticipate what’s coming next. The good landings far outnumber the not-so-good. That’s not a bad thing—it’s proficiency. But it’s also when many pilots start looking for something that challenges them to think a little differently. Seaplane flying does exactly that.
Seaplane flying challenges pilots to think a little differently.
Flying on water forces you to slow down, look outside more, and make decisions based on what you see instead of what’s painted on the runway. Wind matters more. Surface conditions matter more. Judgment matters more. The airplane hasn’t changed—but the environment has, and so has the way you fly it.
That’s why so many pilots eventually put a seaplane rating on their “someday” list. Maybe because it feels exotic, but also because it sharpens skills that carry over to every other kind of flying.
Flying Where the Runway Doesn’t Exist
Water is never static. It moves, reflects, deceives, and demands respect. Seaplane pilots don’t just land on it—they read it as part-mariner, part pilot.
That’s part of what makes seaplane training so valuable, even beyond the rating itself. You learn to evaluate conditions visually instead of relying on pavement markings and how to anticipate how wind, surface texture, and obstacles interact. Few maneuvers illustrate this better than glassy water landings.
With no wind and a mirror-smooth surface, depth perception disappears. The water offers no visual cues. What looks calm and inviting can quickly become unforgiving if the approach isn’t disciplined and precise.
In the video above, you’ll see how a proper glassy water landing relies on planning, power, pitch, and patience—holding a precise attitude, managing descent rate, and resisting the urge to flare. It’s one of the clearest examples of how seaplane flying sharpens a pilot’s judgment.
Training That Goes Beyond the Checkride
Filmed on location in Florida, Maine, and Alaska, and hosted by aviation legend, Patty Wagstaff, the new Seaplane Rating Course from Sporty’s shows seaplane flying as it really happens—on moving water, in changing conditions, and in some of the most beautiful flying environments in the world.
The training walks pilots from foundational skills like taxiing, takeoffs, and landings, into more advanced territory:
These aren’t abstract concepts. They’re practical techniques rooted in experience—the kind of knowledge pilots don’t always find in a checklist or POH.
The training walks pilots from foundational skills like taxiing, takeoffs, and landings, into more advanced territory.
Learning from Experience—And Enjoying the View
One of the unique aspects of the course is its 360°/VR Adventure Flying module. These aren’t lessons or tests. They’re immersive flights designed to let pilots simply experience seaplane flying.
From classic floatplanes in Alaska to unique aircraft in unforgettable settings, the adventure chapters offer a front-row seat to real-world seaplane operations and a behind-the-scenes look at how the course was created. It’s also provides an opportunity to relax, observe, and absorb.
It’s the kind of content that reminds you why you started flying in the first place.
The Course includes immersive flights designed to let pilots simply experience seaplane flying.
An Aspiration Worth Chasing
Not every pilot will earn a seaplane rating. But many will find themselves drawn to it—by the challenge, the scenery, and the chance to fly in a way that feels both demanding and deeply rewarding.
If you’ve ever looked at a quiet lake and imagined what it would be like to lift off from its surface, this kind of training isn’t just educational—it’s an invitation.
Learn More
The Seaplane Rating Course is available for $99 at Sportys.com and includes lifetime access and updates. The content is available on all of your devices via the Sporty’s Pilot Training app.
Pilot Tip: How to Communicate when Arriving at a Class D Airport
/in Video Tips/by Eric RadtkeFlying to and from an airport in Class D airspace is one of the more common communication scenarios a pilot will encounter. While no two airports will function exactly the same, here are some key tips for confidence and success:
Prepare for your arrival at a Class D airport by listening to the automated weather once in range during a quiet en route portion of the flight. Take your time and listen to all of the details. When you are 20-25 miles from the airport, you should listen again to see if the message has changed. If you hear a new phonetic identifier for the ATIS, note any changes. With the weather information and identifier in hand, contact the tower at approximately 15 miles out. You may not enter the Class D airspace until you have established radio contact with the controller. This means the controller must acknowledge you with your call sign.
Your entry into the traffic pattern at a tower-controlled airport may be on any of the four legs. The tower controller will advise his instructions based upon the runway in use and the direction from which you are approaching. Listen carefully and follow the instructions. Unless it will interfere with current autopilot operations, set the heading bug or HSI to the assigned runway. This provides a memory and visual aid to ensure your arrival on the correct runway.
At some point, the tower controller will clear you to land. Unless you hear this clearance and confirm it with a read back, do not land.
After landing and reaching taxi speed, you should exit the runway promptly at the first available taxiway or on an ATC-instructed taxiway. Do not exit the landing runway onto another runway unless authorized by ATC. Do not stop or reverse course on the runway without ATC approval. Taxi clear of the runway and bring your aircraft to a stop unless otherwise directed by ATC.
Change to the ground control frequency when advised by the tower or after clearing the runway. The tower may omit the ground control frequency if the controller believes you will know the frequency. At slower times, the tower controller may be fulfilling the function of ground control as well. He may have you stay on the tower frequency during taxi operations. Follow his instructions.
Obtain your taxi instructions from the ground controller. Read back the instructions and comply with any hold short requirements that you are assigned. Compare the instructions to your taxiway charts and signs that you see after you have completed your read back. When taxiing, you must receive a specific runway crossing clearance to cross or operate on any active, inactive, or closed runway along your route.
Once you are clear of the movement area, you are no longer under the control of ATC.
This content is from the Sporty’s Learn to Fly Course, which includes complete training for Private and Sport Pilots.
Understanding Runway Condition Codes for Winter Operations
/in Tips and technique/by Eric RadtkeWith winter weather affecting airports across the country, understanding Runway Condition Codes (RwyCC) is essential for pilots planning flights in snow or ice. These codes, published in FICON NOTAMs, give a standardized view of runway surface conditions, helping you evaluate braking performance and make safer go/no-go decisions before landing or departing.
I recommend a simple two-phase approach. First, review the NOTAMs for runway condition information. Second—and just as important—call someone at the destination airport for a first-hand report of actual conditions, whether that’s the FBO or airport management.
The FAA uses a standardized method for reporting runway conditions. Today, airport operators use a defined matrix to evaluate runway surfaces and report conditions to pilots via NOTAMs using Runway Condition Codes (RwyCC). These codes range from 6 (dry pavement) down to 0 (no braking capability) and give pilots a common language to assess runway performance.
Airport personnel assess the runway surface, identify any contaminants present, and use the Runway Condition Assessment Matrix to determine the appropriate numerical code. Through the Federal NOTAM System, this information is then made available to pilots as a Field Condition (FICON) NOTAM. Pilots can use these codes to better understand how a given runway condition may affect braking and aircraft performance during landing or departure.
Each third of the runway is evaluated and reported separately. For example, a NOTAM reading “RWY 22 FICON 5/5/3” means the first and second thirds of the runway have a RwyCC of 5 (good braking), while the final third has a value of 3 (medium braking).
One practical tip: download the PDF version of the Runway Condition Assessment Matrix and keep it on your iPad for quick reference, both on the ground and in the cockpit. Also remember that these codes apply only to runways. If taxiways, ramps, or parking areas aren’t specifically addressed in the NOTAMs, that follow-up phone call becomes even more valuable for getting the full picture before you arrive.
What’s Wrong: A Subtle Warning at 5,500 Feet
/in What's Wrong/by Jeff Van WestYou’re flying a Cessna 150L Commuter on a VFR flight direct from Perry-Foley Airport (KFPY) on the west coast of Florida, to St. Augustine Airport (KSGJ) on the east coast. The flight should take a little over an hour. About 40 minutes into the flight, you’re over the town of Lake Butler at 5500 feet. You look around the cockpit and then play the “what if” game with your iPad. Watch the video and try to see what’s wrong.
AIM Update Effective January 22: Circling Guidance Clarified
/in News/by Flight Training Central StaffThe FAA’s latest update to the Aeronautical Information Manual (AIM) took effect January 22, 2026. Most of the revisions are editorial or administrative in nature, but one change is worth a closer look —particularly instrument pilots flying circling approaches.
Clarification to Approach and Landing Minimums
The FAA revised AIM 5-4-20, Approach and Landing Minimums, to clarify pilot responsibilities during circling approaches and reinforce compliance with 14 CFR § 91.126, consistent with FAA Chief Counsel interpretations.
The updated guidance emphasizes that published circling area restrictions must always be followed, regardless of ATC instructions. These restrictions may:
Apply only to certain aircraft categories
Differ between day and night
Prohibit circling in specific directions relative to a runway
The updated guidance emphasizes that published circling area restrictions must always be followed.
At towered airports, pilots must follow controller instructions during a circling maneuver—but an ATC clearance does not override published circling restrictions. At non-towered airports, pilots are reminded to comply with standard traffic pattern rules unless a published restriction requires otherwise.
The revised language reinforces the importance of remaining within the protected circling maneuvering radius.
The revised language also reinforces the importance of:
Remaining within the protected circling maneuvering radius
Maintaining vigilance for other traffic
Understanding how the missed approach point (MAP) is determined for circling procedures
The AIM also reiterates that circling from certain approaches—such as a GLS, an ILS without a localizer line of minima, or an RNAV (GPS) approach without an LNAV line of minima—is not authorized.
More Information
The complete Explanation of Changes (effective January 22, 2026) if available here.
The complete AIM is available in here in Sporty’s Learn to Fly Course.
Video tip: Flying internationally (FARs, flight planning, eAPIS and US Customs)
/in Video Tips/by Bret KoebbeOne of the most rewarding trips you can take after earning your pilot certificate is leaving the U.S. and heading to new destinations in Canada, Mexico or the Caribbean. This week’s video tip takes a look at what it takes to fly internationally, including flight planning, extra equipment requirements and how to file the required eAPIS paperwork with U.S. Customs and Border Protection.
This segment appears in Sporty’s Commercial Pilot Training course, which features over 13 hours of HD video training and VR/360 flight maneuvers.