The iPad is a great tool for pilots of all skill levels, from airline captains to student pilots. In addition to displaying digital charts and navigation data in the cockpit, the iPad is also very good for both organization and as a training resource on the ground. Student pilots can take advantage of all these benefits and use the iPad to save time and money during flight training with great apps available from the app store. Here are our top ten favorites:
10. Airplane Flying Handbook
Pilots have been using this official FAA source for aviation learning for over 30 years, and now it’s available as an app for iPhone & iPad. It includes a table of contents for quick access to each section, and explains the most common flight maneuvers, practices and principles used in modern aviation today.
Whether you’re learning to fly or fly professionally, LogTen Pro has the features you need to stay organized and legal. The LogTen Pro app makes logging time a breeze since it always travels with you on your iPhone or iPad. It even has a feature to allow your instructor to sign each flight with the touch interface.
This easy-to-use app makes it simple to do a weight and balance before every flight—no more pen and paper! Designed by pilots for pilots, it includes plenty of time-saving features and graphical representations of CG loading. The Aviation Weight & Balance Calculator allows you to build your own unique airplane or use a pre-loaded template.
One of the best ways to learn ATC communication is to spend some time at a towered airport with a handheld radio and listen to the ATC/pilot interactions from the ground. This app allows you to do just that, but from anywhere you have an internet connection. LiveATC provides over 550 live audio feeds from all over the world of towered airport, approach and ARTCC frequencies.
LiveATC Air Radio is available for $2.99 in the App Store. (NOTE: this is an iPhone app, so you’ll have to scale it up to fit full screen on iPad)
6. FAR/AIM
Every student pilot should carry a copy of the FAR/AIM with them, and the iPad app version makes it easier than ever. The FAR/AIM app from ASA includes all the applicable federal aviation regulations, the complete Aeronautical Information Manual (AIM), Pilot/Controller Glossary and more. Use the table of contents to go to a specific section, or use the search feature to quickly find what you’re looking for.
While ForeFlight does a great job providing official weather briefings and displaying all the necessary weather reports (see below), the MyRadar app really excels as supplemental weather tool, providing fast-loading, accurate and detailed looping radar picture. When analyzing precipitation and thunderstorm development, this is the app to use to help with your go/no-go decision.
MyRadar is available for for free in the App Store.
4. E6B Flight Computer
The E6B app from Sporty’s represents the next generation of flight computer, with its roots dating back to the mechanical version designed for military pilots in the 1930s. The powerful iPhone/iPad app expands on all the features of the traditional E6B, including 23 aviation functions, 20 conversions and complete timer features.
Ok, so this one might not help you pass your written test or solve a weight and balance problem, but it sure is a lot of fun! The simulation and aerodynamics are very realistic, allowing you to practice your maneuvers in the C172 or Piper Cub. On a rainy day though we think the best way to use this app is by flying the F-22 fighter jet through the mountains of Austria.
ForeFlight Mobile provides many of the essentials a student pilot needs, neatly organized in one user-friendly app. It includes VFR flight plan filing and weather briefings, digital sectionals & airport/facility directory, in-flight navigation when used with a GPS, in-flight weather (from Stratus ADS-B or XM), and more. Instrument student pilots will also appreciate the included IFR en route and approach charts. While we don’t recommend student pilots forget about paper sectionals altogether, ForeFlight serves as a reference for all your aviation data needs.
ForeFlight Mobile comes with a 30 day free trial, and then requires a $74.99 annual subscription (includes all VFR/IFR charts and updates for the U.S.). Read more about ForeFlight’s newest features here.
1. Sporty’s Learn to Fly Course
For the cost of a single flight lesson, Sporty’s Learn to Fly Course app will save you hours of time in the air and hundreds of dollars. Includes over 20 hours of award-winning video instruction, separated into 3 training modules for Private Pilot, Sport Pilot or Recreational Pilot instruction. The written test prep section allows quick study of all the FAA questions separated by category, and provides a test mode to take sample tests before going for the real thing. The course even provides a written test endorsement after completing the video and test prep sections.
Sporty’s Learn to Fly Course is available as a free download with demos of each section, and you can then purchase the full course from within the app for $249.99 (includes complete Private, Sport and Recreational modules). Read the full review of the app here.
https://media.flighttrainingcentral.com/wp-content/uploads/2012/04/05183616/99000.jpg400400studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2012-05-21 22:05:032021-06-08 19:23:49Top 10 apps for student pilots
The FAA recently released its annual forecast projecting airline passenger travel will nearly double in the next 20 years.
The forecast projects revenue passenger miles (RPMs) will jump from 815 billion in 2011 to 1.57 trillion in 2032, with an average increase of 3.2 percent per year. The number of commercial operations at FAA and contract towers is expected to increase by more than 45 percent from current levels.
The total number of people flying commercially on U.S. airlines is predicted to increase by 0.2 percent to 732 million in 2012, then to 746 million in 2013, and then increase more rapidly to 1.2 billion in 2032. The aviation system is expected to reach one billion passengers per year in 2024.
Cargo traffic on U.S. airlines, as measured by Revenue Ton Miles (RTMs — one ton of cargo flying one mile) is also projected to more than double, growing at an average rate of 4.9 percent per year. The forecast also notes that in 2011, the average percent of occupied seat miles per plane on commercial flights reached a record level of 82 percent. These load factors are expected to reach an average of 83.4 percent in 2032.
In 2011, traffic growth remained modest with passengers increasing by 2.5 percent from 2010 and RPMs up 3.5 percent from 2010. Landings and takeoffs handled by FAA and FAA contract towers in 2011 were down by 1.0 percent from 2010. However, the number of commercial aircraft handled at the FAA’s high-altitude en route centers grew by 4.8 percent in 2011 over the previous year.
The forecast projects the strongest growth in general aviation in jet aircraft, which is expected to grow at a rate of 2.9 percent per year, with a 4 percent per year growth rate in hours flown.
As I’ve previously written, the future is bright for professional aviation and there’s never been a better time to pursue your dream.
https://media.flighttrainingcentral.com/wp-content/uploads/2012/05/05183634/Boeing777.jpg13962100studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2012-05-03 22:38:142021-06-08 19:23:49The future remains bright: airline travel to double
April 7th, 2012 9:40 AM – The Piper Cub lifted off Runway 22 into a nearly perfect VFR day. This was no ordinary takeoff; this aircraft had not flown in almost 60 years.
As is common with many of the L-4 Cubs (the military version of the popular J-3 Cub), it was originally built and used for the military, sold into civilian service after the end of the war, and then left into various states of disrepair years later. This aircraft was born as AAF 43-29332 on July 19th, 1943. It began its service to the military the next day. This particular aircraft was used in training here in the States and never saw any front-line action. Surprisingly enough, the aircraft has nearly complete logs which indicated that it continued flying into 1952. Sometime thereafter, the aircraft was left to deteriorate into non-flying condition and later broken down into pieces to conserve space. It was sold and garaged for more than 40 years before being rescued.
Having undergone years of painstaking restoration and refurbishment by my Grandfather, the Cub was ready to feel the air beneath its wings once again. As a freshly endorsed tail wheel pilot, I was nervous about flying the first flight of the newly restored Cub. The conditions were near perfect, and after several high-speed taxi tests, the aircraft lifted effortlessly off the runway surface and began its climb to cruising altitude. The controls were comfortably tight and with no turbulence to speak of; the aircraft felt as though it was on autopilot. The only feeling of motion came from the over controlling inputs from the inexperience of the pilot behind the controls. A reassuring feeling considering that the airplane was essentially a newborn.
I had no specific agenda for the Cub’s first flight other than to run it through some simple control checks and help break in the engine. Climbing out of the traffic pattern (staying close to the runway) the plane performed exactly as it should, except for a small wake-up call to the pilot. After passing 1,200 ft AGL, the engine took an unexpected 150 RPM drop. All my pilot reactions were tuned for any variation in handling or engine output. I immediately scanned the gauges and prepared to turn for the runway just as something my J-3 cub instructor told me popped into my head; the carb heat always wiggles its way out on its own. Sure enough the knob was about 1 inch out from the stop. I pushed it back in and the engine purred back to normal RPM. Whew…
After about 30 minutes cruising above the airport, I came back down to land and performed a perfect full stall, 3 point landing on runway 4 (that’s what I tell people what happened). It was a beautiful day for celebration. A full debrief with the aircraft’s owner, restorer, pilot, and mechanic (Grandpa) told of its near flawless performance.
This Cub’s 69 year old journey is just beginning anew…
The room was crowded with hundreds of his family, friends, students, and business associates. It had been just over 3 weeks since many of us had lost our teacher, our mentor, our friend, to “complications” from a heart surgery. John Morgan Lane touched a lot of lives and we were all there to celebrate his life while mourning his passing.
I first met John Lane in the early 1990’s while a young flight instructor in the Dayton area. John was a designated pilot examiner and I had a student in need of a checkride. The examiner that I usually used wasn’t available so I planned to give John a try. I had heard about John prior to this and was bit intimidated. He had a scary reputation as an examiner according to the folks in my circles. I later learned that this “reputation” was very much a myth.
Our paths did not cross again until 2002 when Sporty’s contracted with him to teach me how to fly and instruct in the Diamond Xtreme motorglider that we had recently acquired. It was during that training that John became my mentor and someone that I was happy to call my friend. I rarely saw John without a smile and he always made you feel like he was glad to see you.
John’s legacy lives on through our motorglider training program and the many students who have learned to fly a glider through this program. When we first started, John did most of the rating examinations in the aircraft. He was the only examiner qualified at the time.
One of my first students in the motorglider was a staff instructor here at Sporty’s Academy. He later went on to become a pilot examiner in the aircraft and now works for the FAA. I believe that he is the only glider qualified operations inspector in the Cincinnati office. He is another tribute to the legacy of John Lane.
When the time came for Sporty’s Academy to produce its DVD on learning to fly a glider, we turned to John Lane for help. Many of the aero-tow segments in that program were flown by John in a glider from our friends at Red Stewart field. When we needed a slack rope shot, John made it happen. When we needed a glider in a spin, John was happy to oblige (while I sat in the other seat holding the camera steady). Rope break at 200 feet; sure, John could handle that. Those shots were the last time that John and I actually shared a cockpit but they were not the end of my learning from my mentor and friend. As I sit here writing this, I can’t help but long to fly with John just one more time.
John flew with a lot of people in his 29,000 plus hours of flying. A sampling of these people were in attendance at his memorial. When the pastor asked the question, “Who here has flown with John Lane?” a majority of the hands were raised. Many high time pilots acquire their hours while cruising on long legs, at high altitudes with the autopilot engaged. Not John, his hours were earned while teaching others to fly and sharing his passion for flight with anyone willing to go for a ride.
Stories of John’s generosity and passion abounded at his memorial. We learned that he not only gave an untold number of airplane rides to people at his own personal expense, he also gave of his time through the local Rotary and as a volunteer at a nearby retirement community.
John was not only a pilot and flight instructor, but also an aircraft mechanic. His hanger was a place where friends gathered to talk about and work on airplanes. Owners with an interest were often allowed to help John in his work on their aircraft. When other mechanics needed advice, John was always eager to help them out. According to one story, he would sometimes show up at your hangar door with just the part that you needed without being asked.
John lived near the edge of the Lebanon-Warren County airport with his wife Nelda. John’s hangar sat behind his home. Years ago, he donated the land to the county for the development of the airport. There is a movement underway to rename the airport in his honor. This would be a wonderful tribute to a man who gave so much to this facility and his community.
I can’t do justice to the memory and passion of a man like John Lane in this short blog post. There are simply too many stories to tell about a man who lived his life to the fullest.
As was expressed at his memorial, the passion and generosity of John Lane and people like him are what has made general aviation what it is today. Last month we lost more than a friend and a mentor, we lost one of the true advocates for aviation. We can only hope that several of us will rise up to fill parts of his role as I know of no one that can take his place.
When I was in college at the University of Cincinnati, I joined Air Force ROTC. Being part of this military college class meant wearing the uniform all day every Thursday on campus. We could either wear our ‘dress blues,’ or our BDU’s (camouflage uniform). A few of my ROTC buddies dreaded wearing their uniform because we stood out in the crowd. But most of my ROTC classmates, including me, didn’t mind because they liked getting the looks and attention from other students. However, one of my ROTC classmates, Evan, not only loved to wear it, but wore his cleaned and pressed uniform every single day he was on campus.
I didn’t quite understand why he did this. I thought he was looking for the attention, or looking to please the Air Force officers who taught ROTC. Evan was a year ahead of me in the program and as the quarters went on I saw how successful he became in ROTC. He later graduated, received his officer commission, and became a fighter pilot based somewhere in California. This was exactly what he wanted. Looking back, I never remember my perceptions of why he chose to wear his uniform daily materializing. He knew what he wanted. He dressed the part and immersed himself in Air Force culture.
Sometime after I switched my major to a civilian aviation college program, I heard someone say the phrase “dress like you already have the job you’re seeking.” I think that’s what Evan was doing. This advice can apply to most careers, but definitely to being a professional pilot. If you intend to enroll or are already enrolled in flight training, with the end goal of making it a successful career, then dress the part. This is more than just the clothes you wear, but also the knowledge, attitude, and confidence that comes with studying, showing up prepared and on time to every flight lesson, and immersing yourself in the aviation community. I’ve held a number of different good jobs in aviation, and had to turn down other good offers along the way. I credit this to something I realized a few years ago; a good reputation will take you farther than your good pilot skills and ability. Aviation is a small world; with a bad reputation, you probably won’t even get an interview.
So make friends with your peers during your training, wherever that may be. Don’t make enemies and never burn a bridge. Dress professionally and be punctual. At you’re FBO you’ll meet instructors, students, or other connections to the professional industry, who you’ll make an impression on. Make it a good one. They are key to helping you advance to your goals. Good luck with your aviation career!
https://media.flighttrainingcentral.com/wp-content/uploads/2012/04/05183727/9744.jpg400400studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2012-04-08 21:59:572021-06-08 19:23:49Dress the part
June 2, 2005. I had just landed N73028 in a 15 knot crosswind on runway 5 at OGG. “Maui Ground, Skyhawk 73028 to the Tee Hangars”
“Aloha 028 taxi ahead on Alpha, left on Golf cross runway 2 then straight on Kilo to the hangars”
Yep, you heard it right, I was on the ground at Kahului airport on the island of Maui in the state of Hawaii. No, I didn’t fly there from the mainland, my flight had originated from OGG earlier that morning. This was one of the most exciting flights of my life. Sitting in the car outside the airport fence, I had a few moments to reflect.
This flight actually began about 6 months earlier when Erin decided her wedding to Tony was going to be a destination wedding in the wine country of California. How is this related? Erin and I had worked together selling Cessnas for the previous 3 years. Her fiancee was a flight instructor at Sporty’s Academy. My wife, Rose Ann, and I decided we would attend the wedding and after all, we were nearly half way to Hawaii – so why not go there as well! Once the final destination of Kahana Beach on the island of Maui was selected, I began formulating my flight plan – a destination flight to go along with my friend’s destination wedding.
In a previous career, I taught middle school general science. In the geology part of the course we would discuss volcanoes and I remember well talking about the long continuous eruption taking place in Hawaii, the Kilauea volcano in Hawaii. I remember wishing I could see it someday during the class discussions. I also wanted to see Pearl Harbor, surfers on the Bonzai pipeline, and some waterfalls. I found out that Maui had plenty of waterfalls on the road to Hana, but Pearl Harbor was in the island of Oahu (I also found out that Hawiian’s don’t use consanants very much) and that Kilauea was on “the Big Island” of Hawaii.
I convinced Rose Ann that we should fly on a smoker (GA word for passenger jet) from San Francisco to Honolulu on Oahu. We spent the night there and got up the next morning to visit the Arizona Memorial in Pear Harbor. After a few moments of sober reflection on the sacrifice these strangers made that morning on December 7th, 1941, we decided we would visit the world’s famous Waikiki Beach. On a previous blog about the Bahamas I mentioned how I liked to avoid Nassau and Freeport in the Bahamas because of the crowds. I can add Waikiki to that list. You can see Diamond Head (looks just like the pictures) but the beach was very crowded. From there we rented a motorcycle and headed east then north on the King Kamehameha Highway up to Pupukea to see the also famous Bonzai Pipeline. The surf was up and we got to see some surfers battle the breaking waves. Much of Hawaii is tropical rain forest and sure enough it rained on us for the ride back south to Honolulu. But it was warm – and we were in Hawaii so who cares?
Next morning we got on another smoker for the brief ride to Maui. I had learned a great place to see waterfalls was on the road to Hana. 50+ miles of narrow winding road through (other than my farm) the prettiest place on the planet. Along the way we played in waterfalls, bought fresh bananas from a hippie’s roadside stand and finally (3 hours later) made it to Hana. We collected some of their black sand (weathered basalt makes black sand) from the beach. We have a tradition of collecting sand from beaches in a beer bottle as a souvenier. This allows us to both visit the beach (which Rose Ann likes) and drink a beer (which I like) at our destination. It wasn’t until after we got back to our hotel that I found out the famous aviator, Charles Lindbergh was buried a scant 10 miles from Hana. I would have liked to visit him.
The following day we drove up the extinct Haleakala volcano 10,000 feet above sea level. Here is perched an array of astronomical telescopes and the landscape is barren. Several signs warned us that it is bad luck to take any of the rocks as souvenirs from the mountains, and we didn’t have any virgins to sacrifice, so we left them alone and headed back down for the big adventure I had planned for the next day.
Prior to our trip, I had researched and found a reputable flight school, Maui Aviators. I had called and tentatively reserved a 172 for that Thursday morning. They gave me a code to get through a small gate in the airport fence and we walked over to the open tee hangar. The office was in a part of the unheated hangar and I thought that was a little strange, but, wait a minute, we are in Hawaii. No need for heat even in the middle of winter. The winds at Kahului are well known keeping even the heat of summer pleasant. We were greeted by Paul, a CFI. He explained that their insurance required I be checked out in the airplane regardless of any previous experience I had. I told him I understood and asked how much the checkout would run. He then indicated that it would be about $200 for the hour long checkout.
“Let me make you a deal,” I said. “You know the area, I need a checkout, so rather than spending an hour with you in the pattern doing take offs and landings, how about you going with us on our island tour?” Paul took me up on my offer and I was so glad to have a personal tour guide for the trip. “Just point the direction you would want to go if you were me,” I told him. Rose Ann hopped in the back, Paul and I got in the front and another adventure began.
After departing Kahuhui Class C airspace we followed the coast to the northwest to Honokohau where we headed over to the island of Molokai. We turned to the left along its southern coast for 20 miles or so until we turned south to Lanai located 10 miles across the Kalohi Channel. Formerly owned by Dole Foods, Lanai was the home of the world’s largest pineapple plantation. Turning west over the Auau Channel we flew to Maui then south over the Molokini Crater, a popular diving and snorkeling destination for tourists. From then it was another 45 nautical miles south east to “the Big Island” of Hawaii.
Hawaii is the newest island in the chain featuring both spectacular mountains and fertile plains populated with numerous cattle ranches. Soon after reachin the northeast coast I spotted 3 spectacular waterfalls spewing from the cliffs adjacent to the ocean. “Quick! Take a picture!” I told Rose Ann, not realizing there would be many more such waterfalls as we made our way down the coast. To our right the mighty Mauna Kea mountain, whose elevation is over 13,500 feet, disappeared into the clouds. Upon reaching the town of Hilo we turned west again and began our 4,000 foot climb up to the Kilauea cauldron. Paul told us that the clouds we were experiencing around the volcano were normal and they were easily avoided. We kept a sharp eye for tourist helicopters and Paul broadcasted our position on a multicom frequency in regular intervals.
My dad used to say land was a good investment because “They’re not making any more of it.” Well, he hadn’t visited Kilauea. We saw the molten lava welling up from the crater and saw it creeping outward to where it was doused in the sea. Pretty amazing stuff and we had the best view ever. We flew back and landed in Hilo to stretch our legs and get gas for the trip back to Maui.
Crossing the Alenuihaha Channel again brought us to the island of Maui just southwest of Hana. “Do you know where Lindbergh’s grave is?” I asked Paul. Of course he did and we turned towards a small church with surrounding graveyard. I got to visit with Charles, albeit from 1,000 feet above him. After that we headed north and too soon were approaching the OGG airspace. We were vectored to land runway 5 but still had to negotiate the usual substantial crosswind. We taxied back, tied the aircraft down, took the obligatory pictures, paid our bill and walked back out to the car.
Plan your destination flight somewhere you have dreamed about, I’m sure yours will be amazing as well.
3.7 Hours Cessna 172 $518
Flight Instructor $180
Flying myself and Rose Ann in a GA airplane over an active volcano – Priceless!
Top 10 apps for student pilots
/in Tips and technique/by StudentpltnewsThe iPad is a great tool for pilots of all skill levels, from airline captains to student pilots. In addition to displaying digital charts and navigation data in the cockpit, the iPad is also very good for both organization and as a training resource on the ground. Student pilots can take advantage of all these benefits and use the iPad to save time and money during flight training with great apps available from the app store. Here are our top ten favorites:
10. Airplane Flying Handbook
Pilots have been using this official FAA source for aviation learning for over 30 years, and now it’s available as an app for iPhone & iPad. It includes a table of contents for quick access to each section, and explains the most common flight maneuvers, practices and principles used in modern aviation today.
The Airplane Flying Handbook app is available for $1.99 in the App Store.
9. LogTen Pro
Whether you’re learning to fly or fly professionally, LogTen Pro has the features you need to stay organized and legal. The LogTen Pro app makes logging time a breeze since it always travels with you on your iPhone or iPad. It even has a feature to allow your instructor to sign each flight with the touch interface.
The LogTen Pro is available for $79.99 in the App Store. (Read our full review of the app here)
This easy-to-use app makes it simple to do a weight and balance before every flight—no more pen and paper! Designed by pilots for pilots, it includes plenty of time-saving features and graphical representations of CG loading. The Aviation Weight & Balance Calculator allows you to build your own unique airplane or use a pre-loaded template.
Aviation Weight & Balance Calculator is available for $9.99 in the App Store.
7. LiveATC Air Radio
One of the best ways to learn ATC communication is to spend some time at a towered airport with a handheld radio and listen to the ATC/pilot interactions from the ground. This app allows you to do just that, but from anywhere you have an internet connection. LiveATC provides over 550 live audio feeds from all over the world of towered airport, approach and ARTCC frequencies.
LiveATC Air Radio is available for $2.99 in the App Store. (NOTE: this is an iPhone app, so you’ll have to scale it up to fit full screen on iPad)
6. FAR/AIM
Every student pilot should carry a copy of the FAR/AIM with them, and the iPad app version makes it easier than ever. The FAR/AIM app from ASA includes all the applicable federal aviation regulations, the complete Aeronautical Information Manual (AIM), Pilot/Controller Glossary and more. Use the table of contents to go to a specific section, or use the search feature to quickly find what you’re looking for.
FAR/AIM is available for $9.99 in the App Store.
5. MyRadar
While ForeFlight does a great job providing official weather briefings and displaying all the necessary weather reports (see below), the MyRadar app really excels as supplemental weather tool, providing fast-loading, accurate and detailed looping radar picture. When analyzing precipitation and thunderstorm development, this is the app to use to help with your go/no-go decision.
MyRadar is available for for free in the App Store.
4. E6B Flight Computer
The E6B app from Sporty’s represents the next generation of flight computer, with its roots dating back to the mechanical version designed for military pilots in the 1930s. The powerful iPhone/iPad app expands on all the features of the traditional E6B, including 23 aviation functions, 20 conversions and complete timer features.
Sporty’s E6B flight computer is available for $9.99 in the App Store.
3. X-Plane Flight Simulator for iPad
Ok, so this one might not help you pass your written test or solve a weight and balance problem, but it sure is a lot of fun! The simulation and aerodynamics are very realistic, allowing you to practice your maneuvers in the C172 or Piper Cub. On a rainy day though we think the best way to use this app is by flying the F-22 fighter jet through the mountains of Austria.
X-Plane for iPad is available for $9.99 in the App Store.
ForeFlight Mobile provides many of the essentials a student pilot needs, neatly organized in one user-friendly app. It includes VFR flight plan filing and weather briefings, digital sectionals & airport/facility directory, in-flight navigation when used with a GPS, in-flight weather (from Stratus ADS-B or XM), and more. Instrument student pilots will also appreciate the included IFR en route and approach charts. While we don’t recommend student pilots forget about paper sectionals altogether, ForeFlight serves as a reference for all your aviation data needs.
ForeFlight Mobile comes with a 30 day free trial, and then requires a $74.99 annual subscription (includes all VFR/IFR charts and updates for the U.S.). Read more about ForeFlight’s newest features here.
For the cost of a single flight lesson, Sporty’s Learn to Fly Course app will save you hours of time in the air and hundreds of dollars. Includes over 20 hours of award-winning video instruction, separated into 3 training modules for Private Pilot, Sport Pilot or Recreational Pilot instruction. The written test prep section allows quick study of all the FAA questions separated by category, and provides a test mode to take sample tests before going for the real thing. The course even provides a written test endorsement after completing the video and test prep sections.
Sporty’s Learn to Fly Course is available as a free download with demos of each section, and you can then purchase the full course from within the app for $249.99 (includes complete Private, Sport and Recreational modules). Read the full review of the app here.
The future remains bright: airline travel to double
/in Career/by StudentpltnewsThe FAA recently released its annual forecast projecting airline passenger travel will nearly double in the next 20 years.
The forecast projects revenue passenger miles (RPMs) will jump from 815 billion in 2011 to 1.57 trillion in 2032, with an average increase of 3.2 percent per year. The number of commercial operations at FAA and contract towers is expected to increase by more than 45 percent from current levels.
The total number of people flying commercially on U.S. airlines is predicted to increase by 0.2 percent to 732 million in 2012, then to 746 million in 2013, and then increase more rapidly to 1.2 billion in 2032. The aviation system is expected to reach one billion passengers per year in 2024.
Cargo traffic on U.S. airlines, as measured by Revenue Ton Miles (RTMs — one ton of cargo flying one mile) is also projected to more than double, growing at an average rate of 4.9 percent per year. The forecast also notes that in 2011, the average percent of occupied seat miles per plane on commercial flights reached a record level of 82 percent. These load factors are expected to reach an average of 83.4 percent in 2032.
In 2011, traffic growth remained modest with passengers increasing by 2.5 percent from 2010 and RPMs up 3.5 percent from 2010. Landings and takeoffs handled by FAA and FAA contract towers in 2011 were down by 1.0 percent from 2010. However, the number of commercial aircraft handled at the FAA’s high-altitude en route centers grew by 4.8 percent in 2011 over the previous year.
The forecast projects the strongest growth in general aviation in jet aircraft, which is expected to grow at a rate of 2.9 percent per year, with a 4 percent per year growth rate in hours flown.
As I’ve previously written, the future is bright for professional aviation and there’s never been a better time to pursue your dream.
An airplane’s re-birth
/in Personal stories/by StudentpltnewsAs is common with many of the L-4 Cubs (the military version of the popular J-3 Cub), it was originally built and used for the military, sold into civilian service after the end of the war, and then left into various states of disrepair years later. This aircraft was born as AAF 43-29332 on July 19th, 1943. It began its service to the military the next day. This particular aircraft was used in training here in the States and never saw any front-line action. Surprisingly enough, the aircraft has nearly complete logs which indicated that it continued flying into 1952. Sometime thereafter, the aircraft was left to deteriorate into non-flying condition and later broken down into pieces to conserve space. It was sold and garaged for more than 40 years before being rescued.
Having undergone years of painstaking restoration and refurbishment by my Grandfather, the Cub was ready to feel the air beneath its wings once again. As a freshly endorsed tail wheel pilot, I was nervous about flying the first flight of the newly restored Cub. The conditions were near perfect, and after several high-speed taxi tests, the aircraft lifted effortlessly off the runway surface and began its climb to cruising altitude. The controls were comfortably tight and with no turbulence to speak of; the aircraft felt as though it was on autopilot. The only feeling of motion came from the over controlling inputs from the inexperience of the pilot behind the controls. A reassuring feeling considering that the airplane was essentially a newborn.
I had no specific agenda for the Cub’s first flight other than to run it through some simple control checks and help break in the engine. Climbing out of the traffic pattern (staying close to the runway) the plane performed exactly as it should, except for a small wake-up call to the pilot. After passing 1,200 ft AGL, the engine took an unexpected 150 RPM drop. All my pilot reactions were tuned for any variation in handling or engine output. I immediately scanned the gauges and prepared to turn for the runway just as something my J-3 cub instructor told me popped into my head; the carb heat always wiggles its way out on its own. Sure enough the knob was about 1 inch out from the stop. I pushed it back in and the engine purred back to normal RPM. Whew…
After about 30 minutes cruising above the airport, I came back down to land and performed a perfect full stall, 3 point landing on runway 4 (that’s what I tell people what happened). It was a beautiful day for celebration. A full debrief with the aircraft’s owner, restorer, pilot, and mechanic (Grandpa) told of its near flawless performance.
This Cub’s 69 year old journey is just beginning anew…
Flying mentor and friend
/in Personal stories/by StudentpltnewsI first met John Lane in the early 1990’s while a young flight instructor in the Dayton area. John was a designated pilot examiner and I had a student in need of a checkride. The examiner that I usually used wasn’t available so I planned to give John a try. I had heard about John prior to this and was bit intimidated. He had a scary reputation as an examiner according to the folks in my circles. I later learned that this “reputation” was very much a myth.
Our paths did not cross again until 2002 when Sporty’s contracted with him to teach me how to fly and instruct in the Diamond Xtreme motorglider that we had recently acquired. It was during that training that John became my mentor and someone that I was happy to call my friend. I rarely saw John without a smile and he always made you feel like he was glad to see you.
John’s legacy lives on through our motorglider training program and the many students who have learned to fly a glider through this program. When we first started, John did most of the rating examinations in the aircraft. He was the only examiner qualified at the time.
One of my first students in the motorglider was a staff instructor here at Sporty’s Academy. He later went on to become a pilot examiner in the aircraft and now works for the FAA. I believe that he is the only glider qualified operations inspector in the Cincinnati office. He is another tribute to the legacy of John Lane.
When the time came for Sporty’s Academy to produce its DVD on learning to fly a glider, we turned to John Lane for help. Many of the aero-tow segments in that program were flown by John in a glider from our friends at Red Stewart field. When we needed a slack rope shot, John made it happen. When we needed a glider in a spin, John was happy to oblige (while I sat in the other seat holding the camera steady). Rope break at 200 feet; sure, John could handle that. Those shots were the last time that John and I actually shared a cockpit but they were not the end of my learning from my mentor and friend. As I sit here writing this, I can’t help but long to fly with John just one more time.
John flew with a lot of people in his 29,000 plus hours of flying. A sampling of these people were in attendance at his memorial. When the pastor asked the question, “Who here has flown with John Lane?” a majority of the hands were raised. Many high time pilots acquire their hours while cruising on long legs, at high altitudes with the autopilot engaged. Not John, his hours were earned while teaching others to fly and sharing his passion for flight with anyone willing to go for a ride.
Stories of John’s generosity and passion abounded at his memorial. We learned that he not only gave an untold number of airplane rides to people at his own personal expense, he also gave of his time through the local Rotary and as a volunteer at a nearby retirement community.
John was not only a pilot and flight instructor, but also an aircraft mechanic. His hanger was a place where friends gathered to talk about and work on airplanes. Owners with an interest were often allowed to help John in his work on their aircraft. When other mechanics needed advice, John was always eager to help them out. According to one story, he would sometimes show up at your hangar door with just the part that you needed without being asked.
John lived near the edge of the Lebanon-Warren County airport with his wife Nelda. John’s hangar sat behind his home. Years ago, he donated the land to the county for the development of the airport. There is a movement underway to rename the airport in his honor. This would be a wonderful tribute to a man who gave so much to this facility and his community.
I can’t do justice to the memory and passion of a man like John Lane in this short blog post. There are simply too many stories to tell about a man who lived his life to the fullest.
As was expressed at his memorial, the passion and generosity of John Lane and people like him are what has made general aviation what it is today. Last month we lost more than a friend and a mentor, we lost one of the true advocates for aviation. We can only hope that several of us will rise up to fill parts of his role as I know of no one that can take his place.
John Lane, you will be missed.
Article Links
Article from the Middletown Journal
Article from Cincinnati.com
Dress the part
/in Career/by StudentpltnewsWhen I was in college at the University of Cincinnati, I joined Air Force ROTC. Being part of this military college class meant wearing the uniform all day every Thursday on campus. We could either wear our ‘dress blues,’ or our BDU’s (camouflage uniform). A few of my ROTC buddies dreaded wearing their uniform because we stood out in the crowd. But most of my ROTC classmates, including me, didn’t mind because they liked getting the looks and attention from other students. However, one of my ROTC classmates, Evan, not only loved to wear it, but wore his cleaned and pressed uniform every single day he was on campus.
I didn’t quite understand why he did this. I thought he was looking for the attention, or looking to please the Air Force officers who taught ROTC. Evan was a year ahead of me in the program and as the quarters went on I saw how successful he became in ROTC. He later graduated, received his officer commission, and became a fighter pilot based somewhere in California. This was exactly what he wanted. Looking back, I never remember my perceptions of why he chose to wear his uniform daily materializing. He knew what he wanted. He dressed the part and immersed himself in Air Force culture.
Sometime after I switched my major to a civilian aviation college program, I heard someone say the phrase “dress like you already have the job you’re seeking.” I think that’s what Evan was doing. This advice can apply to most careers, but definitely to being a professional pilot. If you intend to enroll or are already enrolled in flight training, with the end goal of making it a successful career, then dress the part. This is more than just the clothes you wear, but also the knowledge, attitude, and confidence that comes with studying, showing up prepared and on time to every flight lesson, and immersing yourself in the aviation community. I’ve held a number of different good jobs in aviation, and had to turn down other good offers along the way. I credit this to something I realized a few years ago; a good reputation will take you farther than your good pilot skills and ability. Aviation is a small world; with a bad reputation, you probably won’t even get an interview.
So make friends with your peers during your training, wherever that may be. Don’t make enemies and never burn a bridge. Dress professionally and be punctual. At you’re FBO you’ll meet instructors, students, or other connections to the professional industry, who you’ll make an impression on. Make it a good one. They are key to helping you advance to your goals. Good luck with your aviation career!
Destination flying
/in Having fun/by Studentpltnews“Aloha 028 taxi ahead on Alpha, left on Golf cross runway 2 then straight on Kilo to the hangars”
Yep, you heard it right, I was on the ground at Kahului airport on the island of Maui in the state of Hawaii. No, I didn’t fly there from the mainland, my flight had originated from OGG earlier that morning. This was one of the most exciting flights of my life. Sitting in the car outside the airport fence, I had a few moments to reflect.
This flight actually began about 6 months earlier when Erin decided her wedding to Tony was going to be a destination wedding in the wine country of California. How is this related? Erin and I had worked together selling Cessnas for the previous 3 years. Her fiancee was a flight instructor at Sporty’s Academy. My wife, Rose Ann, and I decided we would attend the wedding and after all, we were nearly half way to Hawaii – so why not go there as well! Once the final destination of Kahana Beach on the island of Maui was selected, I began formulating my flight plan – a destination flight to go along with my friend’s destination wedding.
In a previous career, I taught middle school general science. In the geology part of the course we would discuss volcanoes and I remember well talking about the long continuous eruption taking place in Hawaii, the Kilauea volcano in Hawaii. I remember wishing I could see it someday during the class discussions. I also wanted to see Pearl Harbor, surfers on the Bonzai pipeline, and some waterfalls. I found out that Maui had plenty of waterfalls on the road to Hana, but Pearl Harbor was in the island of Oahu (I also found out that Hawiian’s don’t use consanants very much) and that Kilauea was on “the Big Island” of Hawaii.
I convinced Rose Ann that we should fly on a smoker (GA word for passenger jet) from San Francisco to Honolulu on Oahu. We spent the night there and got up the next morning to visit the Arizona Memorial in Pear Harbor. After a few moments of sober reflection on the sacrifice these strangers made that morning on December 7th, 1941, we decided we would visit the world’s famous Waikiki Beach. On a previous blog about the Bahamas I mentioned how I liked to avoid Nassau and Freeport in the Bahamas because of the crowds. I can add Waikiki to that list. You can see Diamond Head (looks just like the pictures) but the beach was very crowded. From there we rented a motorcycle and headed east then north on the King Kamehameha Highway up to Pupukea to see the also famous Bonzai Pipeline. The surf was up and we got to see some surfers battle the breaking waves. Much of Hawaii is tropical rain forest and sure enough it rained on us for the ride back south to Honolulu. But it was warm – and we were in Hawaii so who cares?
The following day we drove up the extinct Haleakala volcano 10,000 feet above sea level. Here is perched an array of astronomical telescopes and the landscape is barren. Several signs warned us that it is bad luck to take any of the rocks as souvenirs from the mountains, and we didn’t have any virgins to sacrifice, so we left them alone and headed back down for the big adventure I had planned for the next day.
Prior to our trip, I had researched and found a reputable flight school, Maui Aviators. I had called and tentatively reserved a 172 for that Thursday morning. They gave me a code to get through a small gate in the airport fence and we walked over to the open tee hangar. The office was in a part of the unheated hangar and I thought that was a little strange, but, wait a minute, we are in Hawaii. No need for heat even in the middle of winter. The winds at Kahului are well known keeping even the heat of summer pleasant. We were greeted by Paul, a CFI. He explained that their insurance required I be checked out in the airplane regardless of any previous experience I had. I told him I understood and asked how much the checkout would run. He then indicated that it would be about $200 for the hour long checkout.
“Let me make you a deal,” I said. “You know the area, I need a checkout, so rather than spending an hour with you in the pattern doing take offs and landings, how about you going with us on our island tour?” Paul took me up on my offer and I was so glad to have a personal tour guide for the trip. “Just point the direction you would want to go if you were me,” I told him. Rose Ann hopped in the back, Paul and I got in the front and another adventure began.
After departing Kahuhui Class C airspace we followed the coast to the northwest to Honokohau where we headed over to the island of Molokai. We turned to the left along its southern coast for 20 miles or so until we turned south to Lanai located 10 miles across the Kalohi Channel. Formerly owned by Dole Foods, Lanai was the home of the world’s largest pineapple plantation. Turning west over the Auau Channel we flew to Maui then south over the Molokini Crater, a popular diving and snorkeling destination for tourists. From then it was another 45 nautical miles south east to “the Big Island” of Hawaii.
Hawaii is the newest island in the chain featuring both spectacular mountains and fertile plains populated with numerous cattle ranches. Soon after reachin the northeast coast I spotted 3 spectacular waterfalls spewing from the cliffs adjacent to the ocean. “Quick! Take a picture!” I told Rose Ann, not realizing there would be many more such waterfalls as we made our way down the coast. To our right the mighty Mauna Kea mountain, whose elevation is over 13,500 feet, disappeared into the clouds. Upon reaching the town of Hilo we turned west again and began our 4,000 foot climb up to the Kilauea cauldron. Paul told us that the clouds we were experiencing around the volcano were normal and they were easily avoided. We kept a sharp eye for tourist helicopters and Paul broadcasted our position on a multicom frequency in regular intervals.
Crossing the Alenuihaha Channel again brought us to the island of Maui just southwest of Hana. “Do you know where Lindbergh’s grave is?” I asked Paul. Of course he did and we turned towards a small church with surrounding graveyard. I got to visit with Charles, albeit from 1,000 feet above him. After that we headed north and too soon were approaching the OGG airspace. We were vectored to land runway 5 but still had to negotiate the usual substantial crosswind. We taxied back, tied the aircraft down, took the obligatory pictures, paid our bill and walked back out to the car.
Plan your destination flight somewhere you have dreamed about, I’m sure yours will be amazing as well.
3.7 Hours Cessna 172 $518
Flight Instructor $180
Flying myself and Rose Ann in a GA airplane over an active volcano – Priceless!