Training for your private pilot license will include flying at night. This means you are going to need a flashlight – for your preflight activity and as a backup in the event of an electrical malfunction. Twenty years ago, most pilots would hurry to buy a two D-cell Maglite. As you would expect, technology has vastly improved since the days of incandescent bulbs and massive batteries. But before you go buy a $5 case of flashlights at the local dollar store, there’s more to a flashlight than meets the eye.
And considering this basic device can be a lifesaver, be sure to consider these 4 things.
Multi-color. Preserving night vision is paramount, so getting a flashlight with multiple colors is a plus. Blue or red is preferred to preserve your night vision. Further, make sure there are independent switches for the various colors of light. It’s not a good idea to scroll through blinding white light to get to the night vision friendly red light.
Standard Batteries. Simplicity is key. Most pilots carry spare alkaline batteries for headsets and other gadgets. And most FBOs have alkaline batteries available. Rarely will you find CR123 or button-cell batteries so stick with what’s common and what will give you a long shelf life.
LED Bulbs. Never worry about changing a bulb when you have LEDs. The LEDs also use much less power.
Quality. Cheap gas station flashlights do not belong in the cockpit. Spend a couple extra bucks and get a name brand that’s dependable.
And things to avoid:
User manuals. If a flashlight requires a user manual for operation, it does not belong in the cockpit. Flashlights should be intuitive enough to turn on and off without a tutorial.
Really, really, really bright light. Remember, you will have to use this in the cockpit. There is such a thing as too bright to become blinding. There’s no need to illuminate an elk at 500 yards while you’re in the cockpit of a 172.
Rechargeable lights. When you really need a flashlight, you need it to work. It’s not the time to worry about the last time you charged the light in your bag. Refer to basic alkaline battery recommendation above.
Multipurpose devices. It’s a knife, it’s a bottle opener, it’s a flashlight… jack of all trades, master of none. Stick to a flashlight that is good at being a flashlight.
We often get the question: “What is the best flashlight for pilots?” This is the equivalent of asking a pilot what the best airplane ever built is. Every pilot has a unique mission so while a two-seat LSA might be perfect for some, a Cherokee Six is needed for others.
Flashlights are the same, as long as you stick to the important recommendations and items to avoid. That being said, here are the two in my flight bag:
Smith & Wesson Captain’s Flashlight — A perfect all around light. Ten white LEDs for preflight and three red LEDs with independent switches. Made with aircraft-grade aluminum, this light has been in my flight bag for years.
Flight Outfitters Pilot’s Headlamp — There are times when you need both hands free. This headlamp gives white and red light options, and has multiple intensities and is easy to use.
If you haven’t checked those batteries in a while or explored a new LED flashlight with the latest features, now might be the time to consider an upgrade. For a relatively small investment, it offers good insurance and more importantly, peace of mind.
https://media.flighttrainingcentral.com/wp-content/uploads/2016/03/05181647/night-flashlight-feature.jpg10801920studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2016-03-28 10:00:462021-06-08 19:23:454 things to consider in a good flashlight
As a student pilot, my flight instructor spent a lot of time teaching me how to fly safely. That’s important, but it’s not the only thing you should learn to become a good pilot. As I started flying cross-countries as a private pilot, I realized I had never really learned how to fly comfortably.
That may sound like a really minor point, but it’s not. When you take passengers up for a flight, especially if they’ve never been in a small airplane before, comfort is a major determinant of how much fun they have. They expect you to be safe; minimizing the bumps will keep them coming back.
If you’ve ever talked to an airline pilot – or heard them on the radio – you know how much effort they put into finding a smooth ride. They’re constantly asking Air Traffic Control (ATC) for reports of turbulence, and they’ll go so far as to change their route of flight or altitude fairly dramatically to find smooth air.
In general aviation airplanes, we don’t worry much about the jetstream or mountain wave at 37,000 feet. Instead, here are five things to look for:
The haze layer is a good indicator of where the smooth air starts.
The haze layer. This concept is incredibly important for light GA airplanes, but it’s rarely taught as a part of primary training – even though it’s there almost every day of the year. If you climb out on a typical summer day, you’ll bump along for the first 2-5000 feet in hazy air. Then, if you’re paying attention, you’ll notice there’s almost a line in the sky: above is clear blue, below is murky. That’s the top of the haze layer, and below it you’ll almost always find a few bumps and restricted visibility. Above it will most likely be smooth air and a nice ride. In the cooler seasons, you may find the top of the haze layer as low as 1500 feet; in Texas in the summer it might be 9000 feet, and it rises as the day heats up. Learn to find this layer and plan to cruise above it (if possible) when you’re flying cross-country.
Gusty winds. Strong winds by themselves don’t necessarily mean turbulence, but gusty winds almost always do. This is usually the worst within a few thousand feet of the surface, so again, higher is better. In particular, watch for those gusty days following the passage of a cold front. The combination of cooler air overrunning warm ground and a wind shift often make for a bumpy takeoff and landing.
Terrain. If you fly in Kansas, you may not worry much about hills and mountains, but if you fly in Colorado it should be very high on your list. The combination of strong winds or full sun over uneven terrain can create some memorable turbulence, so be alert if your departure or destination airport takes you over rugged terrain. This doesn’t have to mean the Rockies, either. Small hills on short final or even large buildings can act like rocks in a stream, creating just enough turbulence to jostle you as you prepare to land.
Higher is usually better.
Thermals. Ever flown over a Walmart parking lot? Then you’ve experienced thermals, the rising columns of air that are created by the sun’s heating of the earth and then the release of that heat back into the atmosphere. Large, flat, dark spaces like parking lots and freshly-plowed fields are the best thermal creators, while wooded areas don’t absorb as much heat. So if you fly from a parking lot to a forest, you’ll notice it when you bump from a rising column of air to a stable or descending column. Glider pilots learn to use these thermals to climb, and they get very proficient at spotting thermals before entering them. You can too; it just takes a little practice.
Cloud type. If you’re a VFR pilot, you shouldn’t be flying through any clouds, so why should you care what they look like? The type of clouds, particularly whether they’re cumulus or stratus, is a good indicator of the stability of the air aloft. And stability is what we’re really talking about with most turbulence. Big, billowing cumulus clouds usually mean there’s some lifting action in the atmosphere, while flat stratus clouds often indicate more stable air. If you’re an instrument rated pilot, consider the cloud type before you go busting through them. Just because you’re legal to fly through clouds doesn’t mean you have to. I’ve deviated around clouds plenty of times, even on an IFR flight plan, because I didn’t want to find out what the inside felt like.
None of these factors are necessarily dangerous, so just because there’s a breeze doesn’t mean you need to cancel your flight. But consider your route of flight, your altitude and your passengers. A few adjustments, or even just a good pre-takeoff briefing to set expectations, can make a difference. If you do encounter turbulence, be careful to to fight the bumps. While you want to maintain positive control of the airplane at all times, don’t make it worse by overcontrolling. Fly a basic attitude and let the natural waves in the air do what they will.
One other thing you can change is the time of day you fly. A constant throughout this list is that morning flights are usually smoother: the thermals haven’t built up yet, the wind usually isn’t as strong and the haze layer may be lower. If you can fly at 8am instead of 5pm, you can key the mic and do your best airline captain impression. “Approach, N12345, 5500, smooth ride…”
https://media.flighttrainingcentral.com/wp-content/uploads/2016/03/05181756/haze-layer-big.jpg400745studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2016-03-14 14:58:082021-06-08 19:23:45Finding a smooth ride – 5 things to look for
Go or no go – while the age-old question for pilots hasn’t changed, the amount of information and resources available to assist in this critical decision certainly has. In this thought-provoking webinar presentation, Sporty’s Academy flight instructors Eric Radtke and Bret Koebbe lead an in-depth discussion on pre-flight preparation and the go/no-go decision making process surrounding several real-world scenarios.
VFR flight in marginal weather through congested airspace? Night, single-pilot IFR with the possibility of ice? How about a family vacation in diminishing weather on a moonless night over featureless terrain? What would you do?
View the video below and follow along with the hand-outs.
https://media.flighttrainingcentral.com/wp-content/uploads/2014/11/05182637/maxresdefault.jpg10801920studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2016-03-04 11:27:462021-06-08 19:23:45Go / No-go – real time decision making for pilots
Communications is one of the subjects that causes the most stress among student pilots. There’s nothing worse than pressing the push to talk button and not knowing what to say, or hearing a long Air Traffic Control (ATC) clearance and replying with “say again.” While there’s no substitute for practice, some technology can help.
Lightspeed’s FlightLink app is great for student pilots.
One of the best ways to get extra practice when you’re not flying is to use a portable aviation radio. With one of these, you can listen to other pilots (and ATC) talk anytime. Or, use a website like LiveATC.net to listen in on the pros. It’s a great way to get a sense for the rhythm and pace of communications, and use professional pilots as your model.
Lightspeed’s FlightLink app is another great option. This app, for iPad and iPhone, is a free download in the iTunes App Store, and works with the company’s Sierra, Zulu.2, Tango and Zulu PFX headsets. The first useful feature you’ll find is the automatic audio recorder, which allows you to store all inbound and outbound transmissions – even intercom communications with your flight instructor. Then, play back those transmissions when needed. This is ideal for student pilots learning communications, since you can play back audio segments either immediately or during the debrief portion of the lesson when there is less going on.
There’s also a handy note-taking feature. This is helpful for instrument pilots, since you can write down a clearance in the app and instantly replay any audio you missed. But it’s also a nice feature for student pilots: copy the AWOS details, your taxi route or any questions you have during a lesson. Between these written notes and your audio recordings, you’ll have more confidence about what to say. Some student pilots even use this tool to script out (in basic form) what they’re going to say before pressing the PTT button.
If you’re flying with Lightspeed’s top of the line Zulu PFX headset, you can also use FlightLink to fine tune personal preferences. This includes individual bass and treble levels (invaluable for pilots with hearing loss), auto shutoff settings and aux audio input levels. It really unlocks the full potential of this high tech headset.
https://media.flighttrainingcentral.com/wp-content/uploads/2016/02/05181810/ipad_air_draw_screen_small.jpg1000704studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2016-03-01 17:44:002021-06-08 19:23:45Using Lightspeed’s FlightLink app for training
In 1998 my Christmas present from my wife Rose Ann was a Magellan hand-held GPS. It was a navigational miracle in a box not much bigger than the flip phones that were popular at the time. Its database included all the navigational beacons (VORs & ADFs) and public use airports in the entire country. Christmas, 1998 introduced me to the world of “Direct To” navigation.
Almost immediately, my ability to steer the Cherokee to a point on the globe by dialing in two VORs, rotating the OBSs to the appropriate radials and watching as the needles of each Course Deviation Indicator creep towards their center, went from pretty darn good to forgotten. All I now had to do was climb into my trusty steed, tell the box where I wanted to go by pressing a few keys, then sit back and watch while making sure the monochromatic airplane icon on the monochromatic screen stayed closely aligned to the monochromatic depicted course. My back up was another four AA batteries in my pocket. My only worry was if the weather would change from the briefing I received from Flight Service before I took off.
Now, even if the airplane doesn’t have a panel mounted GPS, innovations like the iPad, Foreflight and Stratus GPS/ADS-B receiver put real time position (to within a meter) and near real time weather at my disposal – all in living color. I can accurately plot a great circle course from anywhere to anywhere flying the absolutely shortest distance, requiring the least time and fuel to get there. If something happens to the iPad, my iPhone will work as a backup for both the iPad and Stratus. A far cry from the days when I used to lay out Sectional Charts on the floor plotting my course from recognizable waypoint to waypoint until I got there. I became a “Direct To” kind of guy.
Aurora, OR to Batavia, OH
In June of 2013 I was tasked with flying Sporty’s new sweepstakes airplane, then an RV-12, N237VA, from Van’s Aircraft in Aurora Oregon (KUAO) back home to Sporty’s (I69). My first instinct was to plot in GPS Direct and pick up some airports every two or three hours to land, fuel (both myself and the airplane), check fluids (again both for myself and the airplane), then launch again. I’d stop somewhere about half way to spend the night and in about 14 hours flying time (two, seven hour days) I would be back home. Easy Peezy.
Closer look reveals unfriendly terrain
But a closer look at the course line over parts of Idaho, Montana and Wyoming revealed very rough terrain including mountains over 12,000 feet with ominous names like “Dead Indian Peak” and the like. Along that route is vast areas of desert and mountains and more important – no people.
I watched an episode of Survivorman on Discovery Channel where Les Stroud was out in the desert and made a dead fall trap out of two flat rocks, a stick and his shoelaces. He baited his trap with a bit of cracker to lure a desert rat. When the rat came to eat the cracker he pulled the stick tied to his shoelace making the top rock fall killing the rat. The rat’s blood and meat was consumed to survive the day. Should my one and only rubber band (engine) on the airplane break, or I was forced down in one of these areas for other reasons, lacking Les’s survivor skills, I would probably be a goner. I concluded the hills and hollers of my Kentucky homeland offered no preparation for dealing with an emergency landing in the Wild, Wild West.
Scenic Columbia River
I selected a more circuitous route. Rather than rely on my aircraft’s GPS, I chose the other kind of IFR navigation. I followed rivers, roads and railroads through the mountains until I got to the more inhabited and flatter Midwest where, trust me, after spending hours in the mountains everything looks like an airport. Instead of flying over miles and miles of nothing but miles and miles I started my journey northwest from Aurora until I was over the Columbia River where I flew up its very scenic gorge.
Following the river kept me north of restricted areas west of Camp Pendleton where I picked up my second leg of this IFR trip. I follow route Interstate 84. By doing a simple google search before the trip I learned that the highest point of I-84 was only about 4,200 feet MSL and, having seen the Disney movie Planes, I confirmed there were no tunnels. The Interstate took me to Ogdon, UT where I landed and spent the night.
The next morning I continued to follow I-84 through Weber Canyon out of the Salt Lake City area to its terminus in nearby Echo, UT. There I picked up Interstate 80 as I continued the “I Follow Roads”part of my journey. I followed I 80 through the high desert of Wyoming. Although flatter, here the road reaches its highest elevation of nearly 8,650 ft. At Cheyenne, WY I exited the mountains but continued to follow the Interstate through Nebraska and Iowa tuning Southeast at Davenport where I crossed Illinois and Indiana GPS direct.
the “IFR” route
My route was only a couple hundred miles further than flying direct. It added a couple hours to my flight time calling for an additional 10 gallons of fuel. But for two hours of my life and $50 worth of Avgas, I felt much safer as I always had a landing site – with people – within my glide range.
I (F)follow (R)rails is a handy way of navigating the Midwest. Due to the layout of sections of land, the roads tend to run only east and west or north and south. Railroads were largely built in straight lines to connect towns. As there are fewer of them, a hapless pilot is less likely to follow the wrong one. Probably the most famous railroad pilotage occurs during the Fisk arrival to the Experimental Aircraft Association’s Airventure each summer in Oshkosh, WI. Arriving aircraft are to find the town of Ripon, WI, follow the tracks to Fisk then on to Whitman Field (KOSH).
I have to admit that I like the gadgets as much as anyone, but sometimes flying this version of IFR just makes more sense.
https://media.flighttrainingcentral.com/wp-content/uploads/2016/02/05181817/scenic-gorge.jpg689918studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2016-02-29 14:00:232021-06-08 19:23:45Flying IFR – I follow rivers, roads and rails
I think sometimes the pressure I put on myself works against me. I am the type of person who wants to get it done right the first time, every time. Other competitive people understand you can’t turn that off most times. But I would caution against this type of mentality when it comes to flight training and here’s why.
My first solo with my instructor Stephen (left).
I can’t help but feel the pressure to earn my license as fast as possible. There are plenty of reasons to keep that goal in mind, such as the cost to fly, the time commitment and peer pressure from other students that are also trying to earn a pilot’s license. Now I’m not at all suggesting that you ignore those motivators but remember this too: flying an airplane is an experience like nothing else in this world. Flying is thrilling and challenging as well as breathtaking – and almost therapeutic. I made the mistake of forgetting that during my flight training this winter and it stalled my progress (couldn’t resist the pun).
“The older you get, the busier you get; it’s just a fact of life.” My boss once told me that and he was definitely right. Example: have you tried flight training over the holidays? One thing gets in the way of another and suddenly you’re putting off the non-essentials, which for me was flight training. A week turned into a month and a month turned into two months and then three went by.
I was to the point where I was dodging my flight instructor’s texts and coming up with excuses as to why I was too busy right now. It’s embarrassing because I know I’m better than that. I was worried that I’d forgotten everything I’d learned and I’d be back to square one. I felt defeated when I thought about flight training because I was so off course. My actions were clearly causing a lot of stress in my life.
Back in the flying zone
I mentioned how I thought flying was therapeutic; well the first lesson after my hiatus was like a relaxation treatment. I felt great after getting back in the plane. As soon as those wheels left the ground I was right back in the zone. Airspeed’s alive, 55 kts and rotate then climb out to 1800’ and depart the pattern to the east. I hadn’t felt so focused on one thing in months.
My work life and personal life had disappeared, emails to respond to and errands to run were nowhere in my mind. I was running my cruise checklist and maintaining 3500’ with a heading of 120, which was all I cared about. My mood had completely turned around about flight training near the end of the lesson and I attribute that to me making one of the best landings I ever have. Something about flight reminded me being comfortable and confident with yourself behind the yoke is key to being a successful pilot.
Another mistake I made this winter that held me back was avoiding my flight instructor. The instructor wants to help you, so let them. That goes for inside the plane and out. Everyone has had a busy schedule at some point that took over – your instructor understands that. Keep open communication during your training so that you don’t end up slipping behind schedule. If you have slipped behind: Do Not Panic.
No one can tell you how fast you should be taking to the lessons. Let your instructor help you excel in your training. Focus on making things right and they’ll end up being easier too. If you’re having trouble maintaining altitude, work on your power settings and trim. It is so much easier performing a maneuver when you’re not fighting the airplane to stay where you want. Pilots develop their skills over a lifetime, not a training period. So keep in mind that even if your fellow students have progressed a little further than you, everyone is working toward the same goal and it’s not a race.
Flying is a rare and challenging learning process. The first couple times you fly will be the most enjoyable lessons you have. After a while though, the depth of the material can start to wear at your desire for a license. I urge you to persevere and remember that this is, what we all consider to be, the most fun you can have. Nothing beats a good day of flying.
If you think you’re getting in a rut or starting to lose the passion, talk to your instructor or fellow students about it. Maybe what you need is a relaxing day cruising around and perfecting the skills that are your favorite. Personally, I love steep turns. A 45 degree bank will make me smile any day of the week and it’s so satisfying when you roll out right on heading and hit your wake. I like to think of that as the plane’s way of high-fiving you for being basically Top Gun ready. The point isn’t to waste flight time doing maneuvers you’re already comfortable with but to get your mindset in a place of confidence. A little confidence goes a long way when you’re working toward a long term goal such as flying.
Wherever you are in your training, remember that your flying skills are not going to be acquired overnight. Learning to fly is a process that I don’t think ever stops. So it’s okay to take a little time to get it right and ask for help along the way. Just don’t forget why you started your journey in the first place – to do something you love. Flying is an incredibly rewarding experience. So anytime you start to feel overwhelmed by your training, reach out to a buddy, your instructor or any pilots you know. There isn’t a more inclusive community than pilots. Once you’re in the club, you’re a member for life.
-Keep Flying
https://media.flighttrainingcentral.com/wp-content/uploads/2016/02/05181856/jcsolo.jpg10801440studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2016-02-15 15:00:412021-06-08 19:23:45I’m a student pilot who forgot what the most important thing was
4 things to consider in a good flashlight
/in Pilot Gear/by StudentpltnewsNight flying demands a quality flashlight
Training for your private pilot license will include flying at night. This means you are going to need a flashlight – for your preflight activity and as a backup in the event of an electrical malfunction. Twenty years ago, most pilots would hurry to buy a two D-cell Maglite. As you would expect, technology has vastly improved since the days of incandescent bulbs and massive batteries. But before you go buy a $5 case of flashlights at the local dollar store, there’s more to a flashlight than meets the eye.
And considering this basic device can be a lifesaver, be sure to consider these 4 things.
And things to avoid:
We often get the question: “What is the best flashlight for pilots?” This is the equivalent of asking a pilot what the best airplane ever built is. Every pilot has a unique mission so while a two-seat LSA might be perfect for some, a Cherokee Six is needed for others.
Flashlights are the same, as long as you stick to the important recommendations and items to avoid. That being said, here are the two in my flight bag:
Smith & Wesson Captain’s Flashlight — A perfect all around light. Ten white LEDs for preflight and three red LEDs with independent switches. Made with aircraft-grade aluminum, this light has been in my flight bag for years.
Flight Outfitters Pilot’s Headlamp — There are times when you need both hands free. This headlamp gives white and red light options, and has multiple intensities and is easy to use.
If you haven’t checked those batteries in a while or explored a new LED flashlight with the latest features, now might be the time to consider an upgrade. For a relatively small investment, it offers good insurance and more importantly, peace of mind.
Finding a smooth ride – 5 things to look for
/in Tips and technique/by StudentpltnewsAs a student pilot, my flight instructor spent a lot of time teaching me how to fly safely. That’s important, but it’s not the only thing you should learn to become a good pilot. As I started flying cross-countries as a private pilot, I realized I had never really learned how to fly comfortably.
That may sound like a really minor point, but it’s not. When you take passengers up for a flight, especially if they’ve never been in a small airplane before, comfort is a major determinant of how much fun they have. They expect you to be safe; minimizing the bumps will keep them coming back.
If you’ve ever talked to an airline pilot – or heard them on the radio – you know how much effort they put into finding a smooth ride. They’re constantly asking Air Traffic Control (ATC) for reports of turbulence, and they’ll go so far as to change their route of flight or altitude fairly dramatically to find smooth air.
In general aviation airplanes, we don’t worry much about the jetstream or mountain wave at 37,000 feet. Instead, here are five things to look for:
The haze layer is a good indicator of where the smooth air starts.
Higher is usually better.
None of these factors are necessarily dangerous, so just because there’s a breeze doesn’t mean you need to cancel your flight. But consider your route of flight, your altitude and your passengers. A few adjustments, or even just a good pre-takeoff briefing to set expectations, can make a difference. If you do encounter turbulence, be careful to to fight the bumps. While you want to maintain positive control of the airplane at all times, don’t make it worse by overcontrolling. Fly a basic attitude and let the natural waves in the air do what they will.
One other thing you can change is the time of day you fly. A constant throughout this list is that morning flights are usually smoother: the thermals haven’t built up yet, the wind usually isn’t as strong and the haze layer may be lower. If you can fly at 8am instead of 5pm, you can key the mic and do your best airline captain impression. “Approach, N12345, 5500, smooth ride…”
Go / No-go – real time decision making for pilots
/in Webinars/by StudentpltnewsGo or no go – while the age-old question for pilots hasn’t changed, the amount of information and resources available to assist in this critical decision certainly has. In this thought-provoking webinar presentation, Sporty’s Academy flight instructors Eric Radtke and Bret Koebbe lead an in-depth discussion on pre-flight preparation and the go/no-go decision making process surrounding several real-world scenarios.
VFR flight in marginal weather through congested airspace? Night, single-pilot IFR with the possibility of ice? How about a family vacation in diminishing weather on a moonless night over featureless terrain? What would you do?
View the video below and follow along with the hand-outs.
View the hand-outs.
Using Lightspeed’s FlightLink app for training
/in Pilot Gear/by StudentpltnewsCommunications is one of the subjects that causes the most stress among student pilots. There’s nothing worse than pressing the push to talk button and not knowing what to say, or hearing a long Air Traffic Control (ATC) clearance and replying with “say again.” While there’s no substitute for practice, some technology can help.
Lightspeed’s FlightLink app is great for student pilots.
One of the best ways to get extra practice when you’re not flying is to use a portable aviation radio. With one of these, you can listen to other pilots (and ATC) talk anytime. Or, use a website like LiveATC.net to listen in on the pros. It’s a great way to get a sense for the rhythm and pace of communications, and use professional pilots as your model.
Lightspeed’s FlightLink app is another great option. This app, for iPad and iPhone, is a free download in the iTunes App Store, and works with the company’s Sierra, Zulu.2, Tango and Zulu PFX headsets. The first useful feature you’ll find is the automatic audio recorder, which allows you to store all inbound and outbound transmissions – even intercom communications with your flight instructor. Then, play back those transmissions when needed. This is ideal for student pilots learning communications, since you can play back audio segments either immediately or during the debrief portion of the lesson when there is less going on.
There’s also a handy note-taking feature. This is helpful for instrument pilots, since you can write down a clearance in the app and instantly replay any audio you missed. But it’s also a nice feature for student pilots: copy the AWOS details, your taxi route or any questions you have during a lesson. Between these written notes and your audio recordings, you’ll have more confidence about what to say. Some student pilots even use this tool to script out (in basic form) what they’re going to say before pressing the PTT button.
If you’re flying with Lightspeed’s top of the line Zulu PFX headset, you can also use FlightLink to fine tune personal preferences. This includes individual bass and treble levels (invaluable for pilots with hearing loss), auto shutoff settings and aux audio input levels. It really unlocks the full potential of this high tech headset.
Flying IFR – I follow rivers, roads and rails
/in Having fun, Personal stories, Tips and technique/by StudentpltnewsIn 1998 my Christmas present from my wife Rose Ann was a Magellan hand-held GPS. It was a navigational miracle in a box not much bigger than the flip phones that were popular at the time. Its database included all the navigational beacons (VORs & ADFs) and public use airports in the entire country. Christmas, 1998 introduced me to the world of “Direct To” navigation.
Almost immediately, my ability to steer the Cherokee to a point on the globe by dialing in two VORs, rotating the OBSs to the appropriate radials and watching as the needles of each Course Deviation Indicator creep towards their center, went from pretty darn good to forgotten. All I now had to do was climb into my trusty steed, tell the box where I wanted to go by pressing a few keys, then sit back and watch while making sure the monochromatic airplane icon on the monochromatic screen stayed closely aligned to the monochromatic depicted course. My back up was another four AA batteries in my pocket. My only worry was if the weather would change from the briefing I received from Flight Service before I took off.
Now, even if the airplane doesn’t have a panel mounted GPS, innovations like the iPad, Foreflight and Stratus GPS/ADS-B receiver put real time position (to within a meter) and near real time weather at my disposal – all in living color. I can accurately plot a great circle course from anywhere to anywhere flying the absolutely shortest distance, requiring the least time and fuel to get there. If something happens to the iPad, my iPhone will work as a backup for both the iPad and Stratus. A far cry from the days when I used to lay out Sectional Charts on the floor plotting my course from recognizable waypoint to waypoint until I got there. I became a “Direct To” kind of guy.
Aurora, OR to Batavia, OH
In June of 2013 I was tasked with flying Sporty’s new sweepstakes airplane, then an RV-12, N237VA, from Van’s Aircraft in Aurora Oregon (KUAO) back home to Sporty’s (I69). My first instinct was to plot in GPS Direct and pick up some airports every two or three hours to land, fuel (both myself and the airplane), check fluids (again both for myself and the airplane), then launch again. I’d stop somewhere about half way to spend the night and in about 14 hours flying time (two, seven hour days) I would be back home. Easy Peezy.
Closer look reveals unfriendly terrain
But a closer look at the course line over parts of Idaho, Montana and Wyoming revealed very rough terrain including mountains over 12,000 feet with ominous names like “Dead Indian Peak” and the like. Along that route is vast areas of desert and mountains and more important – no people.
I watched an episode of Survivorman on Discovery Channel where Les Stroud was out in the desert and made a dead fall trap out of two flat rocks, a stick and his shoelaces. He baited his trap with a bit of cracker to lure a desert rat. When the rat came to eat the cracker he pulled the stick tied to his shoelace making the top rock fall killing the rat. The rat’s blood and meat was consumed to survive the day. Should my one and only rubber band (engine) on the airplane break, or I was forced down in one of these areas for other reasons, lacking Les’s survivor skills, I would probably be a goner. I concluded the hills and hollers of my Kentucky homeland offered no preparation for dealing with an emergency landing in the Wild, Wild West.
Scenic Columbia River
I selected a more circuitous route. Rather than rely on my aircraft’s GPS, I chose the other kind of IFR navigation. I followed rivers, roads and railroads through the mountains until I got to the more inhabited and flatter Midwest where, trust me, after spending hours in the mountains everything looks like an airport. Instead of flying over miles and miles of nothing but miles and miles I started my journey northwest from Aurora until I was over the Columbia River where I flew up its very scenic gorge.
Following the river kept me north of restricted areas west of Camp Pendleton where I picked up my second leg of this IFR trip. I follow route Interstate 84. By doing a simple google search before the trip I learned that the highest point of I-84 was only about 4,200 feet MSL and, having seen the Disney movie Planes, I confirmed there were no tunnels. The Interstate took me to Ogdon, UT where I landed and spent the night.
The next morning I continued to follow I-84 through Weber Canyon out of the Salt Lake City area to its terminus in nearby Echo, UT. There I picked up Interstate 80 as I continued the “I Follow Roads”part of my journey. I followed I 80 through the high desert of Wyoming. Although flatter, here the road reaches its highest elevation of nearly 8,650 ft. At Cheyenne, WY I exited the mountains but continued to follow the Interstate through Nebraska and Iowa tuning Southeast at Davenport where I crossed Illinois and Indiana GPS direct.
the “IFR” route
My route was only a couple hundred miles further than flying direct. It added a couple hours to my flight time calling for an additional 10 gallons of fuel. But for two hours of my life and $50 worth of Avgas, I felt much safer as I always had a landing site – with people – within my glide range.
I (F)follow (R)rails is a handy way of navigating the Midwest. Due to the layout of sections of land, the roads tend to run only east and west or north and south. Railroads were largely built in straight lines to connect towns. As there are fewer of them, a hapless pilot is less likely to follow the wrong one. Probably the most famous railroad pilotage occurs during the Fisk arrival to the Experimental Aircraft Association’s Airventure each summer in Oshkosh, WI. Arriving aircraft are to find the town of Ripon, WI, follow the tracks to Fisk then on to Whitman Field (KOSH).
I have to admit that I like the gadgets as much as anyone, but sometimes flying this version of IFR just makes more sense.
I’m a student pilot who forgot what the most important thing was
/in Personal stories/by StudentpltnewsI think sometimes the pressure I put on myself works against me. I am the type of person who wants to get it done right the first time, every time. Other competitive people understand you can’t turn that off most times. But I would caution against this type of mentality when it comes to flight training and here’s why.
My first solo with my instructor Stephen (left).
I can’t help but feel the pressure to earn my license as fast as possible. There are plenty of reasons to keep that goal in mind, such as the cost to fly, the time commitment and peer pressure from other students that are also trying to earn a pilot’s license. Now I’m not at all suggesting that you ignore those motivators but remember this too: flying an airplane is an experience like nothing else in this world. Flying is thrilling and challenging as well as breathtaking – and almost therapeutic. I made the mistake of forgetting that during my flight training this winter and it stalled my progress (couldn’t resist the pun).
“The older you get, the busier you get; it’s just a fact of life.” My boss once told me that and he was definitely right. Example: have you tried flight training over the holidays? One thing gets in the way of another and suddenly you’re putting off the non-essentials, which for me was flight training. A week turned into a month and a month turned into two months and then three went by.
I was to the point where I was dodging my flight instructor’s texts and coming up with excuses as to why I was too busy right now. It’s embarrassing because I know I’m better than that. I was worried that I’d forgotten everything I’d learned and I’d be back to square one. I felt defeated when I thought about flight training because I was so off course. My actions were clearly causing a lot of stress in my life.
Back in the flying zone
I mentioned how I thought flying was therapeutic; well the first lesson after my hiatus was like a relaxation treatment. I felt great after getting back in the plane. As soon as those wheels left the ground I was right back in the zone. Airspeed’s alive, 55 kts and rotate then climb out to 1800’ and depart the pattern to the east. I hadn’t felt so focused on one thing in months.
My work life and personal life had disappeared, emails to respond to and errands to run were nowhere in my mind. I was running my cruise checklist and maintaining 3500’ with a heading of 120, which was all I cared about. My mood had completely turned around about flight training near the end of the lesson and I attribute that to me making one of the best landings I ever have. Something about flight reminded me being comfortable and confident with yourself behind the yoke is key to being a successful pilot.
Another mistake I made this winter that held me back was avoiding my flight instructor. The instructor wants to help you, so let them. That goes for inside the plane and out. Everyone has had a busy schedule at some point that took over – your instructor understands that. Keep open communication during your training so that you don’t end up slipping behind schedule. If you have slipped behind: Do Not Panic.
No one can tell you how fast you should be taking to the lessons. Let your instructor help you excel in your training. Focus on making things right and they’ll end up being easier too. If you’re having trouble maintaining altitude, work on your power settings and trim. It is so much easier performing a maneuver when you’re not fighting the airplane to stay where you want. Pilots develop their skills over a lifetime, not a training period. So keep in mind that even if your fellow students have progressed a little further than you, everyone is working toward the same goal and it’s not a race.
Flying is a rare and challenging learning process. The first couple times you fly will be the most enjoyable lessons you have. After a while though, the depth of the material can start to wear at your desire for a license. I urge you to persevere and remember that this is, what we all consider to be, the most fun you can have. Nothing beats a good day of flying.
If you think you’re getting in a rut or starting to lose the passion, talk to your instructor or fellow students about it. Maybe what you need is a relaxing day cruising around and perfecting the skills that are your favorite. Personally, I love steep turns. A 45 degree bank will make me smile any day of the week and it’s so satisfying when you roll out right on heading and hit your wake. I like to think of that as the plane’s way of high-fiving you for being basically Top Gun ready. The point isn’t to waste flight time doing maneuvers you’re already comfortable with but to get your mindset in a place of confidence. A little confidence goes a long way when you’re working toward a long term goal such as flying.
Wherever you are in your training, remember that your flying skills are not going to be acquired overnight. Learning to fly is a process that I don’t think ever stops. So it’s okay to take a little time to get it right and ask for help along the way. Just don’t forget why you started your journey in the first place – to do something you love. Flying is an incredibly rewarding experience. So anytime you start to feel overwhelmed by your training, reach out to a buddy, your instructor or any pilots you know. There isn’t a more inclusive community than pilots. Once you’re in the club, you’re a member for life.
-Keep Flying