Portable electronic devices have become more and more common on the GA flight deck since the turn of the century. From early GPS navigators gaining popularity in flight bags to a company offering a mini computer with a touchscreen that could make phone calls in mid-2007, these devices have improved safety as well as convenience when we fly. As we enjoy the leading edge of technology, though, it’s important to have a basic understanding of how to keep them charged. This article will cover electronic device charging 101, including plug types, cables, and new options like Power Delivery.
Terms
Before getting into the meat and potatoes of handheld charging, we’re going to highlight a couple important terms to know:
Wattage – A measure of electrical power (really the rate of energy transfer), expressed in watts. Usually mentioned with devices feeding from your home or aircraft AC (alternating current) wall plug.
Amperage – The strength of an electric current or flow of power. Amperage is typically used with items that are DC (direct current) and aren’t directly connected to a home or aircraft power system. Common in mobile backup batteries.
mAh (milliAmp Hours) – milliAmp Hours can be used to describe the electric storage capacity of a device. The more mAhs a battery has, the more times it can charge your device before it is depleted.
Power Delivery (PD) – Power Delivery is a newer term in charging. Rather than a device providing the maximum flow of power to a receiver, PD devices recognize how much juice a device needs and change the flow rate accordingly.
Charging Structure
In order to charge a device, there are three parts of the charging system that we need to define.
The power source, which is the device offering the electrical charge for our system.
The delivery piece to take the charge from the power source to our handheld (this is always in the form of cables).
The handheld device that receives the charge.
1. Power Source
A Power Source device has multiple options for providing the starting point of our three point charging system. These providers can be of the stationary type, when they plug into either a wall outlet or a cigarette lighter port, or they can be mobile, utilizing a self-contained backup battery and avoiding the need for any ports in our aircraft or vehicle.
Stationary Options:
Mobile Options:
A power source will always indicate its charging specs in the form of either wattage or amperage. The easy explanation is that the higher those numbers are, the faster your device will charge. When larger devices come into play (iPad Pro, Sentry+), some of them many not receive a charge if the watt or amp rate provided from the charger falls short of the device’s minimums. 2.1 amps is a good flow rate, but 2.4 or 3.0 is ideal. Stay away from 1.0 amp providers—devices a decade ago may have worked with that leisurely charge rate but today’s devices demand a faster rate.
2. Cables
Charging cables are the path through which our “providers” (mentioned above) move electricity to our receivers (handheld devices we use on the flight deck). There are plenty of cable designs and features out on the market today. For the sake of simplicity we’ve created a graphic below that will convey the four most common cables out there.
USB-A to Lightning Cable (Red) – Most popular charging cable out there thanks to the iPhone inventing and mass producing the Lightning port. Works with iPhones and small to medium sized iPads. 12 watt delivery speed.
USB-A to USB-C Cable (Green) – First cable option to allow Power Delivery (PD). The USB-C side of this cable creates a handshake between the devices and if the power “providing” device has PD capabilities, this will lead to a fast yet safe charge. USB-C port-equipped handhelds include ADS-B In devices, the PJ2 backup radio, and the Garmin Aera 760. 66 watt delivery speed.
USB-C to Lightning Cable (Blue) – This is the least popular cable of the four options. It’s gained popularity recently with Apple releasing new iPhones with just this cable and not providing the wall plug. USB-C charging ports are growing in popularity so it makes sense for an iPhone (with a Lightning in in port) to have the ability to use them. 20 watt delivery speed.
USB-C to USB-C Cable (Purple) – This is the most powerful of the four cables. These are the types of cables used to power laptops or desktop computers, yet they can also be used for our USB-C receiving handhelds. 100 watts delivery speed.
3. Charging Receivers
The last part of the charging formation is the handheld device we are trying to use on the flight deck or during pre/post-flight. Lithium ion batteries have gained a lot of popularity in the handheld realm over the last few years, and therefore it’s usually the choice of the consumer on whether they would like rechargeable batteries or the “use one time and pitch” batteries for these devices. Some of our more popular rechargeable handhelds are below:
Rechargeable batteries vs. alkaline
Rechargeable batteries have helped to extend the usable lifespan of many products in addition to adding convenient charging capabilities. Rechargeable batteries are typically rated for 1000 cycles (a cycle equates to a charge from 0-100%, not every time you plug it in) and can last a long time when in regular use. One negative is that rechargeable batteries left untouched for long periods of time at a full charge will actually lose battery life. In contrast, if a battery is at a few percent and thrown in a flight bag pocket for a few months, it may lose complete charge and be impossible to recharge.
Alkaline batteries, on the other hand, can live in a bag for years and provide a powerful charge when needed in a pinch. The alkaline option turns into a paperweight once fully used, but they are readily available and a common choice for pilots. Think about whether the device in question is one that gets regular use (rechargeable batteries are a good fit here) or one that rarely gets used (the long shelf life of AAs or AAAs is probably better).
Conclusion
The latest leading edge tech from some of the bigger brand names has made the transition to solely using lithium ion rechargeable batteries. As the flight bag grows with rechargeable options, it leads us to believe that more and more handhelds will investigate, if not commit to, the rechargeable option. For that reason we’ll continue to offer the best charging “provider” products, as well as sturdy cables to make sure those flight deck electronics are ready to operate when we want them to.
https://media.flighttrainingcentral.com/wp-content/uploads/2019/07/05162856/ipad-cockpit-navigation-1-scaled.jpg17072560Chris McGoneglehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngChris McGonegle2023-04-03 09:00:062023-04-06 17:53:35What pilots need to know about charging plugs, batteries, and cables
In a recent Community Advisory, FAA Airman Testing described how it has been working with its testing vendor, PSI Services, to scientifically assess the FAA Airman Knowledge Tests. The assessments of the Private Pilot Airplane and Commercial Pilot Airplane Knowledge Tests have been completed with the results of those assessments scheduled to be implemented on April 24, 2023. While subject matters will not be modified, changes will be made to existing test questions on those two tests to assure they are aligned with the current Airman Certification Standards and reference an existing FAA handbook. The assessments of the Private and Commercial Airplane tests will also result in a reduction in time to complete the exams.
Beginning Monday, April 24, the Private Pilot Airplane test time will be reduced from 150 minutes to 120 minutes (2 hours), and the Commercial Pilot Airplane test time will be reduced from 180 minutes to 150 minutes (2.5 hours).
Additionally, five unscored validation questions will be added to each test increasing the Private test from 60 to 65 questions and the Commercial from 100 to 105 questions. Unscored questions will not count towards the test score. These questions are included to allow the FAA to evaluate the statistical performance of new questions before they are deployed in the standard bank of test questions.
Pilot’s Handbook of Aeronautical Knowledge (PHAK) Addendum C published
Addendum C was recently published for the Pilot’s Handbook of Aeronautical Knowledge (PHAK) to address the National Transportation Safety Board Safety Recommendation A-14-109. This recommendation asked the FAA to revise the PHAK to clarify the information it contains on attitude indicator pitch and bank limitations to explain that attitude indicators have pitch and bank indication limits, that the pitch indicating range is required to be at least ± 25°, and that, if an aircraft operates at a pitch that exceeds the indicating limits, the pitch indicator may stop and remain at the limit until the pitch no longer exceeds the limitation, or the pitch indicator may tumble.
https://media.flighttrainingcentral.com/wp-content/uploads/2021/08/05155614/FAAtest-1030x687-1.jpg6871030Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-03-31 08:55:402023-03-22 11:50:33Changes to written testing coming April 24 and PHAK addendum published
Every pilot has their preferred carry items – some ranging from simply a sectional chart and a headset to others carrying every piece of aviation technology they could possibly get their hands on. I find it best to travel somewhere in the middle of the two for normal ops. Some things may be considered as extra, but you can never be too prepared.
First and foremost, the bag that I use is the Flight Outfitters Bush Pilot Flight Bag. Its rugged canvas and leather look might be one of the most appealing flight bags out there and it’s also very durable. I’ve used this bag for about a year with some tough miles and it still looks near brand new. It offers convenient storage spots for your iPad, logbook, pens, and any other accessories you could need in the front two pockets and in the main compartment has a removable divider which splits the large storage area into three separate compartments, perfect for organizing your supplies. The pockets on the side of the bag are perfect for a large backup battery pack on one side and a backup radio on the other. It also has a large water bottle holder that’s capable of stretching to hold almost any size water bottle you could want.
Next up, I fly with an iPad Pro 10.5. I’ve found this iPad to be the perfect in-between for sizing as it’s not tiny like the iPad Mini, but not oversized like the iPad 12.9. With ForeFlight, I can take quick glances and be able to see the information I need rather than straining to see the small words or symbols on an approach plate, but it doesn’t block out very much of my view when mounted properly. Which brings me to the next piece of gear I use – the Pivot 10X iPad case with a Suction Cup.
I have found this case to be incredibly rugged. No damage has occurred to my iPad throughout its life, despite the accidental drops in the cockpit or getting hit against walls or the door frame of an airplane while in my bag. One of my favorite features is that the screen cover. When folded, the cover acts as a stand to help support the iPad during use at a table. When placing the iPad in the cockpit, you can simply slide the cover off and slide the case onto the pivot suction cup mount. When ready to move the iPad, it’s incredibly simple to get out of the mount.
Lost communications can be a serious problem especially in IFR conditions. It’s always a safe bet to carry around a handheld radio, no matter your mission, but there are so many different options available. I personally picked the most simple, easy to use radio that’s on the market today – the PJ2. My thought has always been “what’s the purpose of a backup radio?” Well, to establish communications with ATC or whoever else you need to be talking with as quickly as possible. As a comm only radio, this meets that requirement and nothing more, adding to it’s incredible simplicity. Truthfully, that’s all that a backup radio should be. A big bonus for the PJ2 is the headset jacks which are built into the radio. Rather than rooting around in a flight bag trying to find the headset adapter as you may with many other radios, you can simply plug your headset directly into the radio saving time and frustration.
Headsets are always a debatable topic, but I use a Lightspeed Zulu 3 and have had absolutely no problems or gripes about this product. Personally, I find the difference in ANR between the Zulu 3 and the Bose is minimal. I find the sound quality for the Zulu a touch better and the weight difference negligible. What sold me for the Zulu 3 is the price point, metallic design (vs. plastic on the other brands), larger ear cups, overall style, and the seven year warranty. This headset has stood up to the rigors of flight training, being used by children, and being jostled around in my flight bag. It still looks nearly brand new!
One of the final flight bag pieces I always carry is a Stratus. The countless bits of information available via ADS-B that a Stratus can provide to you via ForeFlight can be incredibly helpful, both IFR and VFR. Being able to see your GPS location on a chart gives you much better situational awareness leading to safer flying. What’s more, its ability to display traffic with direction and altitude, has helped increase my ability to spot other airplanes in my vicinity and help avoid close calls especially in a busy flight school practice area. With AHRS-equipped Stratus, it adds an additional backup attitude indicator for in case of an emergency. However, one of my favorite features is the ability to gather weather information quickly while in the air. ADS-B will provide not only precipitation information, but also up-to-date ATIS and METAR reports, cloud information, freezing levels, AIRMET and SIGMETs, amongst other invaluable weather information.
Long gone are the days of minimal technology in the cockpit. I’ve found that the modern tech that I’ve tested and use every flight have made my time in the air more comfortable, less stressful, and much safer overall. From the convenience of the Flight Outfitters Bush Pilot bag to the increased situational awareness from a Stratus, life has never been easier as a pilot than it is now.
https://media.flighttrainingcentral.com/wp-content/uploads/2023/01/20133843/BP_flight_bag_bob_holding_WEB.jpg750750Brady Kannadyhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngBrady Kannady2023-03-27 09:00:312023-03-27 09:26:04What’s in my flight bag?
Six serious runway incursions have occurred since January 2023, including an incident at John F. Kennedy International Airport in New York involving a taxiing aircraft narrowly avoiding a departing aircraft and a landing aircraft coming within 100 feet of a departing aircraft at Austin-Bergstrom International Airport in Texas.
Senior leaders from the FAA, other government agencies, commercial and general aviation operators, and others attended a Safety Summit on March 15, 2023. Attendees discussed these recent incidents, as well as ways to enhance aviation safety. The Safety Call to Action asks all stakeholders including pilots to review the following items and consider taking additional steps to ensure operations are conducted at the highest level of safety:
Use all available internal communication processes to specifically highlight recent events and existing issues.
Reinforce adherence to published processes and procedures, including checklists, Air Traffic Control instructions, and internal company or personal procedures.
Ensure pilots and others have the same understanding of what “sterile flight deck” means and the risks associated with extraneous communication during this time.
Encourage crews to diligently follow Crew Resource Management (CRM) procedures and principles to control workload and reduce distractions.
Encourage personnel to identify and report existing and emerging safety issues through voluntary reporting programs and understand the usefulness of the voluntary reporting system.
Apply Safety Management System principles to analyze safety data and assess risk associated with emerging hazards. Evaluate existing risk mitigations to determine if they are effectively controlling risk, or if additional action is required.
The lazy eight is one of several maneuvers you’ll learn to fly during your training towards the Commercial Pilot certificate. It is designed to develop the proper coordination of the flight controls across a wide range of airspeeds and attitudes and will give you a new appreciation for energy management and precise airplane control.
This clip appears in Sporty’s Commercial Pilot Course, which includes comprehensive knowledge test prep, flight maneuvers guide, oral exam tools and a comprehensive aviation library.
As a flight instructor, I am often asked the question, “How old do you have to be to start learning to fly?” Teens ask this question thinking that they will hear the 15 1/2 years old that is required by the State of Ohio to get a temporary permit in a car. Parents of younger children ask this question in some cases hoping that they can get an enthusiastic youth off of their back, in other cases because they would like to get their child up and flying.
The short answer to the question is that there is no minimum age for a child to begin learning to fly. The longer answer is a bit more complicated and I will attempt to discuss that here.
Kids and Flying
The love of aviation is a tremendous gift to give to your children. There are a number of toys, books, and videos that can help to encourage this love. When they are old enough to understand and not be frightened by the noise, airshows and trips to the airport can also deepen their appreciation of flight. To truly appreciate the joy and excitement of flight, they need a pleasant but memorable experience flying in an aircraft.
When my own kids were small, I did not want to take them up in an airplane with me until they were old enough to understand what was going on and be excited about the anticipated flight. For me, this was a present that I gave them for their 3rd birthdays. They were old enough to talk about what they were seeing and experiencing and could make associations between what was out the window and what they knew to be on the ground.
My oldest chattered the whole of her first flight and she recognized many objects on the ground including our house with “Papaw’s Big Truck” sitting in the driveway. Her Granny rode along in the back seat taking pictures and video to help with the long term memory of the flight. My youngest had a similar memorable experience when her time came. Big sister sat in the back with Granny on that flight and pointed out things to her little sister up front with me.
While there have been kids who have learned to control the airplane at a very young age, I see these types of flights being more useful for developing that early aviation bond. Can a child learn to fly at an early age? Yes, but they will always need to have a flight instructor on board to keep the flight legal and safe.
Oh, and before you get any grand ideas, the FAA does frown upon teaching kids to fly at a very young age in an attempt to “set a record” or create a “publicity stunt.” This type of thing can and has ended in tragedy. Please don’t attempt this and bring more regulation on the rest of us when another tragedy occurs.
As the kids start to get older, I think that actual flight lessons on the control of the aircraft in flight can be great. These types of lessons should only be done on days with excellent weather conditions. The goal is not to teach them everything that there is to know about flying but to give them confidence in their ability to handle the airplane in flight. Depending on their size, the instructor may have to handle all of the ground operations as they may not be able to reach the pedals.
Lessons like these should tend to be shorter and less frequent in nature than your standard lesson. This will help prevent burnout and encourage anticipation of the next flight.
If completed with an appropriately rated flight instructor, as they should be, these lessons can be logged and can count toward the child’s total flight time.
Getting Serious About Flight Training
I generally don’t recommend a student getting serious about flight training until they are within a year of being able to fly solo. In a glider or balloon, a student pilot can solo at age 14. In an airplane or any other type of aircraft, the student pilot must be 16 to solo.
Now it is time to learn what he or she needs to know on the ground and how it applies to actual flight.
Lessons should start to get closer together and be flown under more varied conditions. The student should get serious about their studies. It won’t be long until the day for that first solo arrives.
When your student, young or old, completes that first solo, take the time to celebrate! He or she has accomplished something that only a small percentage of people will ever do; taken an aircraft from the ground and returned it safely to the earth.
After the celebration and a chance to breathe, it is time to head on to the next steps toward a Sport, Recreational, or Private certificate. A primary rating can be earned in a glider or balloon at 16 years of age; airplanes and others can be earned at 17. Keep the momentum from the solo rolling through to the next goal.
Youth Flight Programs
For more information about organized programs and lessons for youth flight, check out the following websites.
Yes, learning to fly can begin at most any age but serious flight training should only begin when a reachable goal, like solo or a pilot certificate, is in sight. Share the dream and have some fun!
https://media.flighttrainingcentral.com/wp-content/uploads/2013/08/05183118/PaulJurgens-2010-10-Smaller.jpg9611280Paul Jurgenshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngPaul Jurgens2023-03-13 08:55:592025-04-08 11:18:55Flying for youth
What pilots need to know about charging plugs, batteries, and cables
/in Pilot Gear, Tips and technique/by Chris McGonegleTerms
Before getting into the meat and potatoes of handheld charging, we’re going to highlight a couple important terms to know:
Charging Structure
In order to charge a device, there are three parts of the charging system that we need to define.
1. Power Source
A Power Source device has multiple options for providing the starting point of our three point charging system. These providers can be of the stationary type, when they plug into either a wall outlet or a cigarette lighter port, or they can be mobile, utilizing a self-contained backup battery and avoiding the need for any ports in our aircraft or vehicle.
Stationary Options:
Mobile Options:
A power source will always indicate its charging specs in the form of either wattage or amperage. The easy explanation is that the higher those numbers are, the faster your device will charge. When larger devices come into play (iPad Pro, Sentry+), some of them many not receive a charge if the watt or amp rate provided from the charger falls short of the device’s minimums. 2.1 amps is a good flow rate, but 2.4 or 3.0 is ideal. Stay away from 1.0 amp providers—devices a decade ago may have worked with that leisurely charge rate but today’s devices demand a faster rate.
2. Cables
Charging cables are the path through which our “providers” (mentioned above) move electricity to our receivers (handheld devices we use on the flight deck). There are plenty of cable designs and features out on the market today. For the sake of simplicity we’ve created a graphic below that will convey the four most common cables out there.
3. Charging Receivers
The last part of the charging formation is the handheld device we are trying to use on the flight deck or during pre/post-flight. Lithium ion batteries have gained a lot of popularity in the handheld realm over the last few years, and therefore it’s usually the choice of the consumer on whether they would like rechargeable batteries or the “use one time and pitch” batteries for these devices. Some of our more popular rechargeable handhelds are below:
Rechargeable batteries vs. alkaline
Rechargeable batteries have helped to extend the usable lifespan of many products in addition to adding convenient charging capabilities. Rechargeable batteries are typically rated for 1000 cycles (a cycle equates to a charge from 0-100%, not every time you plug it in) and can last a long time when in regular use. One negative is that rechargeable batteries left untouched for long periods of time at a full charge will actually lose battery life. In contrast, if a battery is at a few percent and thrown in a flight bag pocket for a few months, it may lose complete charge and be impossible to recharge.
Alkaline batteries, on the other hand, can live in a bag for years and provide a powerful charge when needed in a pinch. The alkaline option turns into a paperweight once fully used, but they are readily available and a common choice for pilots. Think about whether the device in question is one that gets regular use (rechargeable batteries are a good fit here) or one that rarely gets used (the long shelf life of AAs or AAAs is probably better).
Conclusion
The latest leading edge tech from some of the bigger brand names has made the transition to solely using lithium ion rechargeable batteries. As the flight bag grows with rechargeable options, it leads us to believe that more and more handhelds will investigate, if not commit to, the rechargeable option. For that reason we’ll continue to offer the best charging “provider” products, as well as sturdy cables to make sure those flight deck electronics are ready to operate when we want them to.
Changes to written testing coming April 24 and PHAK addendum published
/in News/by Eric RadtkeBeginning Monday, April 24, the Private Pilot Airplane test time will be reduced from 150 minutes to 120 minutes (2 hours), and the Commercial Pilot Airplane test time will be reduced from 180 minutes to 150 minutes (2.5 hours).
Additionally, five unscored validation questions will be added to each test increasing the Private test from 60 to 65 questions and the Commercial from 100 to 105 questions. Unscored questions will not count towards the test score. These questions are included to allow the FAA to evaluate the statistical performance of new questions before they are deployed in the standard bank of test questions.
Curious how your written testing performance stacks up? You can access 2022 cumulative testing statistics at https://www.faa.gov/sites/faa.gov/files/annual_statistics_2022.pdf.
Pilot’s Handbook of Aeronautical Knowledge (PHAK) Addendum C published
Addendum C was recently published for the Pilot’s Handbook of Aeronautical Knowledge (PHAK) to address the National Transportation Safety Board Safety Recommendation A-14-109. This recommendation asked the FAA to revise the PHAK to clarify the information it contains on attitude indicator pitch and bank limitations to explain that attitude indicators have pitch and bank indication limits, that the pitch indicating range is required to be at least ± 25°, and that, if an aircraft operates at a pitch that exceeds the indicating limits, the pitch indicator may stop and remain at the limit until the pitch no longer exceeds the limitation, or the pitch indicator may tumble.
Addendum C can be found here.
What’s in my flight bag?
/in Pilot Gear/by Brady KannadyEvery pilot has their preferred carry items – some ranging from simply a sectional chart and a headset to others carrying every piece of aviation technology they could possibly get their hands on. I find it best to travel somewhere in the middle of the two for normal ops. Some things may be considered as extra, but you can never be too prepared.
Next up, I fly with an iPad Pro 10.5. I’ve found this iPad to be the perfect in-between for sizing as it’s not tiny like the iPad Mini, but not oversized like the iPad 12.9. With ForeFlight, I can take quick glances and be able to see the information I need rather than straining to see the small words or symbols on an approach plate, but it doesn’t block out very much of my view when mounted properly. Which brings me to the next piece of gear I use – the Pivot 10X iPad case with a Suction Cup.
I have found this case to be incredibly rugged. No damage has occurred to my iPad throughout its life, despite the accidental drops in the cockpit or getting hit against walls or the door frame of an airplane while in my bag. One of my favorite features is that the screen cover. When folded, the cover acts as a stand to help support the iPad during use at a table. When placing the iPad in the cockpit, you can simply slide the cover off and slide the case onto the pivot suction cup mount. When ready to move the iPad, it’s incredibly simple to get out of the mount.
Headsets are always a debatable topic, but I use a Lightspeed Zulu 3 and have had absolutely no problems or gripes about this product. Personally, I find the difference in ANR between the Zulu 3 and the Bose is minimal. I find the sound quality for the Zulu a touch better and the weight difference negligible. What sold me for the Zulu 3 is the price point, metallic design (vs. plastic on the other brands), larger ear cups, overall style, and the seven year warranty. This headset has stood up to the rigors of flight training, being used by children, and being jostled around in my flight bag. It still looks nearly brand new!
Long gone are the days of minimal technology in the cockpit. I’ve found that the modern tech that I’ve tested and use every flight have made my time in the air more comfortable, less stressful, and much safer overall. From the convenience of the Flight Outfitters Bush Pilot bag to the increased situational awareness from a Stratus, life has never been easier as a pilot than it is now.
FAA issues new SAFO amid multiple runway safety events
/in News/by Eric RadtkeSix serious runway incursions have occurred since January 2023, including an incident at John F. Kennedy International Airport in New York involving a taxiing aircraft narrowly avoiding a departing aircraft and a landing aircraft coming within 100 feet of a departing aircraft at Austin-Bergstrom International Airport in Texas.
Senior leaders from the FAA, other government agencies, commercial and general aviation operators, and others attended a Safety Summit on March 15, 2023. Attendees discussed these recent incidents, as well as ways to enhance aviation safety. The Safety Call to Action asks all stakeholders including pilots to review the following items and consider taking additional steps to ensure operations are conducted at the highest level of safety:
Access the SAFO here.
Lazy Eights: Commercial flight maneuver spotlight
/in Flight Maneuvers/by Bret KoebbeThe lazy eight is one of several maneuvers you’ll learn to fly during your training towards the Commercial Pilot certificate. It is designed to develop the proper coordination of the flight controls across a wide range of airspeeds and attitudes and will give you a new appreciation for energy management and precise airplane control.
This clip appears in Sporty’s Commercial Pilot Course, which includes comprehensive knowledge test prep, flight maneuvers guide, oral exam tools and a comprehensive aviation library.
Flying for youth
/in Get Started, Having fun/by Paul JurgensThe short answer to the question is that there is no minimum age for a child to begin learning to fly. The longer answer is a bit more complicated and I will attempt to discuss that here.
Kids and Flying
The love of aviation is a tremendous gift to give to your children. There are a number of toys, books, and videos that can help to encourage this love. When they are old enough to understand and not be frightened by the noise, airshows and trips to the airport can also deepen their appreciation of flight. To truly appreciate the joy and excitement of flight, they need a pleasant but memorable experience flying in an aircraft.
When my own kids were small, I did not want to take them up in an airplane with me until they were old enough to understand what was going on and be excited about the anticipated flight. For me, this was a present that I gave them for their 3rd birthdays. They were old enough to talk about what they were seeing and experiencing and could make associations between what was out the window and what they knew to be on the ground.
My oldest chattered the whole of her first flight and she recognized many objects on the ground including our house with “Papaw’s Big Truck” sitting in the driveway. Her Granny rode along in the back seat taking pictures and video to help with the long term memory of the flight. My youngest had a similar memorable experience when her time came. Big sister sat in the back with Granny on that flight and pointed out things to her little sister up front with me.
While there have been kids who have learned to control the airplane at a very young age, I see these types of flights being more useful for developing that early aviation bond. Can a child learn to fly at an early age? Yes, but they will always need to have a flight instructor on board to keep the flight legal and safe.
Oh, and before you get any grand ideas, the FAA does frown upon teaching kids to fly at a very young age in an attempt to “set a record” or create a “publicity stunt.” This type of thing can and has ended in tragedy. Please don’t attempt this and bring more regulation on the rest of us when another tragedy occurs.
As the kids start to get older, I think that actual flight lessons on the control of the aircraft in flight can be great. These types of lessons should only be done on days with excellent weather conditions. The goal is not to teach them everything that there is to know about flying but to give them confidence in their ability to handle the airplane in flight. Depending on their size, the instructor may have to handle all of the ground operations as they may not be able to reach the pedals.
Lessons like these should tend to be shorter and less frequent in nature than your standard lesson. This will help prevent burnout and encourage anticipation of the next flight.
If completed with an appropriately rated flight instructor, as they should be, these lessons can be logged and can count toward the child’s total flight time.
Getting Serious About Flight Training
Now it is time to learn what he or she needs to know on the ground and how it applies to actual flight.
Lessons should start to get closer together and be flown under more varied conditions. The student should get serious about their studies. It won’t be long until the day for that first solo arrives.
When your student, young or old, completes that first solo, take the time to celebrate! He or she has accomplished something that only a small percentage of people will ever do; taken an aircraft from the ground and returned it safely to the earth.
After the celebration and a chance to breathe, it is time to head on to the next steps toward a Sport, Recreational, or Private certificate. A primary rating can be earned in a glider or balloon at 16 years of age; airplanes and others can be earned at 17. Keep the momentum from the solo rolling through to the next goal.
Youth Flight Programs
For more information about organized programs and lessons for youth flight, check out the following websites.
https://www.eaa.org/eaa/youth/free-ye-flights
https://youcanfly.aopa.org/
www.AviationExploring.org
www.gocivilairpatrol.com
Yes, learning to fly can begin at most any age but serious flight training should only begin when a reachable goal, like solo or a pilot certificate, is in sight. Share the dream and have some fun!