It’s no secret that pilot training requires a significant investment, but thankfully there are resources to help. Sporty’s Flight Training Central has compiled a list of those resources that contain hundreds of awards worth millions of dollars that can be applied to various phases of pilot training. Please check carefully for eligibility and deadlines and remember these important tips:
Carefully review scholarship requirements to ensure eligibility before applying
Be meticulous in reviewing forms and items that must be submitted with applications and be accurate in your completion
Stand out in the crowd – include background, service and experiences that are uniquely you
Don’t procrastinate – if required to obtain a letter of reference, start early and don’t expect those who may offer recommendations to be able to deliver a polished letter on a day’s notice
Respect the deadlines – deadlines do not mean post marked. Allow enough time for your applications to arrive well ahead of deadline
Are you performing a self assessment before each flight?
FAA’s latest FlySafe GA Safety Enhancement topic, “Are You Fit for Flight?” discusses the importance of checking in with yourself before each flight to make sure you are nourished, hydrated, rested, and emotionally fit to fly. Similar to a preflight checklist used to inspect your aircraft, the IMSAFE checklist helps you assess your own personal fitness for flight.
The checklist is designed to address six key areas:
I – Illness: Am I feeling ill today? If the answer is yes, it’s probably not a good day to fly or perhaps even drive a car.
M – Medication: Am I taking any prescription or over-the-counter medication that could compromise my ability to fly? Many medicines caution against operating machinery and aircraft certainly qualify as complex machines.
S – Stress: Am I under unusual stress today? We all cope with stress each day and a little stress has been shown to improve human performance. But, if we’re under moderate to heavy stress, our performance will not be our best and it may even be dangerous. If, for instance, we are flying to a very important meeting that cannot be re-scheduled or delayed, the importance of the mission could compromise our pre and in-flight decision-making.
A – Alcohol: Have I ingested any alcohol in the previous twenty-four hours? The rule says eight hours but lingering effects can persist.
F – Fatigue: Am I adequately rested before this flight? And just as important, will I become fatigued during the flight? We may be fine for the short drive home after a long day at work, but embarking on a flight, perhaps at night, may be a greater challenge than we should accept. Getting a good night’s sleep and starting in the morning may well be the safer choice.
E – Eating/Emotion: Am I adequately nourished and hydrated? And am I emotionally ready for this flight? We like to say we leave our problems on the ground when we fly but, for most of us, that’s not really true. If we’re worried or even very happy about something, we may dwell on the topic at the expense of our flight duties or our decision-making may be compromised.
https://media.flighttrainingcentral.com/wp-content/uploads/2023/11/06152304/FIT-TO-FLY.png6691285Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-12-15 08:55:532023-11-06 15:25:08Are you fit for flight?
Pilots can play an active role in shaping the future of weather products provided by the FAA by participating in this weather survey.
The FAA Aviation Weather Division (AWD) is leading an effort to assess convective weather products through user feedback on how convenctive weather products are used. AWD intends to apply that feedback to reduce conflicting information, and exploit higher resolution information. No personal identifying information will be collected or reported.
https://media.flighttrainingcentral.com/wp-content/uploads/2023/11/28113906/image-1.png6431000Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-12-12 08:55:542023-12-05 19:09:19Pilots can help shape the future of weather products by completing this survey
Why does Lorain County Regional have a box around its name?
A box around the airport name indicates an airport for which a special air traffic rule has been established. In the case of the Lorain County Regional Airport (KLPR), pilots are required to avoid and remain well clear of Oberlin College due to the existence of a music conservatory which is located south of the airport. All traffic is required to operate to the north of the airport, hence the right-hand traffic pattern establsihed for runway 25.
The details are found in the remarks section of the Chart Supplement entry for Lorain County.
https://media.flighttrainingcentral.com/wp-content/uploads/2023/11/06155932/image.png562585Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-12-08 08:55:392023-11-06 16:08:47Chart smart: Why does Lorain County Regional have a box around its name?
Soft field techniques can be deployed for landing areas that have soft or rough surfaces such as grass, snow, or even gravel. The objective when landing on these types of surfaces is to touch down as smoothly as possible and at the slowest possible landing speed – minimum controllable airspeed as opposed to a full stall landing. A pilot needs to control the airplane in a manner that the wings support the weight of the airplane as long as practical to minimize stresses imposed on the landing gear by a rough surface or to prevent sinking into a soft surface.
A pilot needs to control the airplane in a manner that the wings support the weight of the airplane as long as practical.
The approach for the soft-field landing is similar to the normal approach. The major difference between the two is that a degree of power is used throughout the level-off and touchdown for the soft-field landing so as to control the descent rate all the way to touch down. This allows the airspeed to slowly dissipate while the airplane is flown just above the surface in ground effect. When the wheels first touch the ground, the proper technique allows the wings to continue supporting much of the weight of the airplane.
Allow the airspeed to slowly dissipate while the airplane is flown just above the surface in ground effect.
The final approach speed for a soft field approach and landing should be the same as is used for a short field technique to minimuze float once you enter ground effect. Touchdown on a soft or rough field is made at the lowest possible airspeed (minimum controllable airspeed) with the airplane in a nose-high pitch attitude. In nose-wheel type airplanes, after the main wheels touch the surface, the pilot should holdback-elevator pressure to keep the nose-wheel off the surface. Using back-elevator pressure and engine power, the pilot can control the rate at which the weight of the airplane is transferred from the wings to the wheels.
Field conditions may warrant that the pilot maintain a flight condition in which the main wheels are just touching the surface but the weight of the airplane is still being supported by the wings until a suitable taxi surface is reached. At any time during this transition phase, before the weight of the airplane is being supported by the wheels, and before the nose-wheel is on the surface, the ability is retained to apply full power and perform a safe takeoff should the pilot elect to go around.
The weight of the airplane is still being supported by the wings until a suitable taxi surface is reached.
Once committed to the landing, the pilot should gently lower the nose-wheel to the surface. A slight addition of power can assist in easing the nosewheel down. The use of brakes on a soft field should be avoided or minimized as the soft or rough surface itself provides sufficient reduction in the airplane’s forward speed. Often upon landing on a very soft field, an increase in power may be needed to keep the airplane moving and from becoming stuck in the soft surface. It’s always good practice to investigate field conditions prior to operating on a rough or soft surface.
Execute your soft field approach and landing with these steps:
1. Ensure that the Before Landing Checklist is completed.Fly the appropriate traffic pattern. In the absence of a manufacturer’s recommended airspeed, a speed similiar to a short field technique, but not more than 1.3 VS0 should be used. If gusty conditions are present, increase final approach airspeed by one half the gust factor.
2. Add full flaps and establish recommended soft-field approach speed on final, approximately 1/2 mile from the runway.
3. Adjust pitch and power for the desired airspeed and approach angle.The approach should be stabilized on the extended runway centerline no lower than 300’ AGL.
4. Control the descent rate with pitch and power and touch down at minimum speed with the aircraft in a nose-high pitch attitude.
5. Maintain back pressure on the yoke to keep the nosewheel off the ground until it can no longer aerodynamically be held off of the field surface. At this time, it should be gently lowered.Maintain directional control and crosswind correction with appropriate rudder aileron input.
6. Avoid the use of brakes, and use power, if necessary, when taxiing on very soft fields.Maintain full back elevator.
Keep a hand on the throttle throughout the approach and landing in the event immediate application of power is necessary for a go-around.
https://media.flighttrainingcentral.com/wp-content/uploads/2014/10/05182658/Citabria-takeoff-on-grass.jpg637978Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-12-04 08:55:242023-11-07 12:55:14How to fly a perfect soft field approach and landing
Browse our Free Scholarship Directory
/in Tools/by studentpltnewsView our scholarship directory
It’s no secret that pilot training requires a significant investment, but thankfully there are resources to help. Sporty’s Flight Training Central has compiled a list of those resources that contain hundreds of awards worth millions of dollars that can be applied to various phases of pilot training. Please check carefully for eligibility and deadlines and remember these important tips:
View the directory here.
Are you fit for flight?
/in News/by Eric RadtkeAre you performing a self assessment before each flight?
FAA’s latest FlySafe GA Safety Enhancement topic, “Are You Fit for Flight?” discusses the importance of checking in with yourself before each flight to make sure you are nourished, hydrated, rested, and emotionally fit to fly. Similar to a preflight checklist used to inspect your aircraft, the IMSAFE checklist helps you assess your own personal fitness for flight.
The checklist is designed to address six key areas:
M – Medication: Am I taking any prescription or over-the-counter medication that could compromise my ability to fly? Many medicines caution against operating machinery and aircraft certainly qualify as complex machines.
S – Stress: Am I under unusual stress today? We all cope with stress each day and a little stress has been shown to improve human performance. But, if we’re under moderate to heavy stress, our performance will not be our best and it may even be dangerous. If, for instance, we are flying to a very important meeting that cannot be re-scheduled or delayed, the importance of the mission could compromise our pre and in-flight decision-making.
A – Alcohol: Have I ingested any alcohol in the previous twenty-four hours? The rule says eight hours but lingering effects can persist.
F – Fatigue: Am I adequately rested before this flight? And just as important, will I become fatigued during the flight? We may be fine for the short drive home after a long day at work, but embarking on a flight, perhaps at night, may be a greater challenge than we should accept. Getting a good night’s sleep and starting in the morning may well be the safer choice.
E – Eating/Emotion: Am I adequately nourished and hydrated? And am I emotionally ready for this flight? We like to say we leave our problems on the ground when we fly but, for most of us, that’s not really true. If we’re worried or even very happy about something, we may dwell on the topic at the expense of our flight duties or our decision-making may be compromised.
Pilots can help shape the future of weather products by completing this survey
/in News/by Eric RadtkeThe FAA Aviation Weather Division (AWD) is leading an effort to assess convective weather products through user feedback on how convenctive weather products are used. AWD intends to apply that feedback to reduce conflicting information, and exploit higher resolution information. No personal identifying information will be collected or reported.
Quiz: IFR Approach Chart Symbols
/in Quiz/by Chris ClarkeDo you know how to interpret the codes and symbols on an IFR approach chart?
Chart smart: Why does Lorain County Regional have a box around its name?
/in Tips and technique/by Eric RadtkeHow to fly a perfect soft field approach and landing
/in Tips and technique/by Eric RadtkeSoft field techniques can be deployed for landing areas that have soft or rough surfaces such as grass, snow, or even gravel. The objective when landing on these types of surfaces is to touch down as smoothly as possible and at the slowest possible landing speed – minimum controllable airspeed as opposed to a full stall landing. A pilot needs to control the airplane in a manner that the wings support the weight of the airplane as long as practical to minimize stresses imposed on the landing gear by a rough surface or to prevent sinking into a soft surface.
A pilot needs to control the airplane in a manner that the wings support the weight of the airplane as long as practical.
The approach for the soft-field landing is similar to the normal approach. The major difference between the two is that a degree of power is used throughout the level-off and touchdown for the soft-field landing so as to control the descent rate all the way to touch down. This allows the airspeed to slowly dissipate while the airplane is flown just above the surface in ground effect. When the wheels first touch the ground, the proper technique allows the wings to continue supporting much of the weight of the airplane.
Allow the airspeed to slowly dissipate while the airplane is flown just above the surface in ground effect.
The final approach speed for a soft field approach and landing should be the same as is used for a short field technique to minimuze float once you enter ground effect. Touchdown on a soft or rough field is made at the lowest possible airspeed (minimum controllable airspeed) with the airplane in a nose-high pitch attitude. In nose-wheel type airplanes, after the main wheels touch the surface, the pilot should holdback-elevator pressure to keep the nose-wheel off the surface. Using back-elevator pressure and engine power, the pilot can control the rate at which the weight of the airplane is transferred from the wings to the wheels.
Field conditions may warrant that the pilot maintain a flight condition in which the main wheels are just touching the surface but the weight of the airplane is still being supported by the wings until a suitable taxi surface is reached. At any time during this transition phase, before the weight of the airplane is being supported by the wheels, and before the nose-wheel is on the surface, the ability is retained to apply full power and perform a safe takeoff should the pilot elect to go around.
The weight of the airplane is still being supported by the wings until a suitable taxi surface is reached.
Once committed to the landing, the pilot should gently lower the nose-wheel to the surface. A slight addition of power can assist in easing the nosewheel down. The use of brakes on a soft field should be avoided or minimized as the soft or rough surface itself provides sufficient reduction in the airplane’s forward speed. Often upon landing on a very soft field, an increase in power may be needed to keep the airplane moving and from becoming stuck in the soft surface. It’s always good practice to investigate field conditions prior to operating on a rough or soft surface.
Execute your soft field approach and landing with these steps:
1. Ensure that the Before Landing Checklist is completed.Fly the appropriate traffic pattern. In the absence of a manufacturer’s recommended airspeed, a speed similiar to a short field technique, but not more than 1.3 VS0 should be used. If gusty conditions are present, increase final approach airspeed by one half the gust factor.
2. Add full flaps and establish recommended soft-field approach speed on final, approximately 1/2 mile from the runway.
3. Adjust pitch and power for the desired airspeed and approach angle.The approach should be stabilized on the extended runway centerline no lower than 300’ AGL.
4. Control the descent rate with pitch and power and touch down at minimum speed with the aircraft in a nose-high pitch attitude.
5. Maintain back pressure on the yoke to keep the nosewheel off the ground until it can no longer aerodynamically be held off of the field surface. At this time, it should be gently lowered.Maintain directional control and crosswind correction with appropriate rudder aileron input.
6. Avoid the use of brakes, and use power, if necessary, when taxiing on very soft fields.Maintain full back elevator.