Buying an aviation headset is a surprisingly personal decision. There is no “right answer” for every pilot – it depends on the type of flying you do, what airplane you fly most often and your personal preferences. Here are a few things to consider as you compare models.
Quiet
There are two ways to cancel noise: passive noise reduction (PNR) and active noise reduction (ANR).Almost every headset has at least some PNR, which is created by the headset’s ear seals physically blocking noise from reaching your ears. ANR, maybe the best thing that ever happened to headsets, goes further. In addition to passively reducing noise, ANR headsets use electronics to sense the noise in the cockpit and then cancel it by emitting a sound wave with the same amplitude but inverted phase. Some call it magic, but rest assured, it’s a really neat science that makes it happen. ANR headsets are often lighter, because the electronics eliminate the need for heavy soundproofing. However, they do require a power source (either batteries or panel power – see below).
Comfort
While many pilots focus on how quiet a headset is, comfort may be even more important. After all, it doesn’t matter how good the noise cancellation is if it’s too uncomfortable to wear. In general, the lighter a headset is, the more comfortable it will be. Lighter weight composites have made modern headsets lighter, and the distribution of weight is also important – less in the headband and more on the ear cups is generally more comfortable. Other factors are also important, like the quality of the ear seals headband. Some headsets even allow you to adjust the comfort settings, like clamping force.
Bluetooth Features
Many headsets can wirelessly connect to your smartphone via Bluetooth, which allows you to make phone calls from the cockpit while enjoying the noise canceling benefits of your headset. This is great for calling Flight Service on the ground or for updating family members if your plans change. Passengers also love this feature for listening to music in flight – almost essential for flying with kids! Some headsets even offer built-in audio controls right on the headset, which allow you to pause, play and skip songs without fishing out your iPhone.
Cable Variations
Most headsets come in a variety of cable variations – that is, what the plugs look like that connect to the airplane. The most common connector is the twin plug, often called PJ plugs. These are found in fixed wing aircraft, primarily general aviation airplanes, but many airliners are using it too. When in doubt, buy a PJ plug headset. Another good option for general aviation airplanes is the 6-pin or LEMO plug. It allows the headset’s ANR box to draw power from the aircraft panel, eliminating the need for batteries in the headset. Many newer airplanes are being equipped with this plug from the factory, and there is an install kit available if you are looking to upgrade an older airplane. Helicopters use a single, shorter plug called a U-174/U connector, while Airbus airplanes use an XLR connector.
The takeaway
In general, you get what you pay for with aviation headsets – in terms of quiet, comfort and audio features. When in doubt, the old advice to “buy the most headset you can afford” is pretty good. Most quality headsets will last for a decade if you take care of it, so it’s an investment that will pay off. If you’re not sure, Sporty’s Test Flight Guarantee can be a major benefit. Take your headset flying and make sure it works for you.
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So the FAA wants us to fly more. Finally, a government-sponsored excuse to get to the airport and spend more time doing what we love – fly! They’ve said so as part of an Advisory Circular update regarding flight reviews and instrument proficiency checks. The instructional community has been asked to focus on those hands-on skills during those required training events.
And here’s the common sense, knock-you-over-the-head-obvious rationale – like any physical skill, if we don’t use it, we lose it. And there is a renewed concern that our lack-of-use when it comes to the manipulation of flight controls could present a safety issue. The optimists would conclude that by highlighting the importance of maintaining your hands-on flying abilities, we could make strides in combating the number one cause of general aviation fatalities – loss of control. Loss of control in general aviation has even garnered the unwanted attention of the National Transportation Board through its annual “most wanted” list. Whether we can or can’t will be determined, but given just the chance at improvement means we should take the recommendations seriously.
Keep in mind that when referring to lack of use, it may not simply be based on the total number of hours in your logbook. It’s quite possible, and demonstrated routinely in the professional pilot ranks, that thousands of hours can be logged without doing much more than pushing buttons and turning knobs.
While the industry is certainly guilty of mixed messages when it comes to the proper use of flight deck technology, it boils down to the basic life premise we learned in kindergarten which is everything in moderation. In other words, we should thoroughly understand the capability and effective use of our GPSs, autopilots and other resources. I’m a firm believer in the smart use of all available resources and there are plenty of examples when the use of automation is the only prudent choice. But it’s also imperative, and even more important, that we maintain those basic, hands-on flying skills as our most critical and effective insurance policy – “technology” you can truly count on.
Despite the phenomenal advancements in flight deck technology, the real possibility exists of an equipment malfunction rendering these coveted tools inoperative. An even more likely scenario is automation simply doing something unexpected. This can vary from a gentle turn toward a fix that was programmed incorrectly to a more critical trim runaway. But the response should remain the same.
When automation malfunctions or performs a certain task in an unexpected manner, the appropriate next and immediate step is to eliminate the technology from your flying equation. Too often we get lulled into the “what’s it doing now” syndrome of trouble shoot now and fly later. It’s a critical discipline to forgo the strong urges to fix and remain in our flying comfort zone, but the inherent risks in aviation do not afford us that luxury.
When these events occur our last and only resort is our ability to fly the aircraft. From a regulatory standpoint, there’s not much to rely on in terms of maintaining those skills. Of course, in order to carry passengers, we must have accomplished three takeoffs and landings in the previous 90 days. And every other year (at a minimum), we’re required to obtain a flight review (or something equivalent such as WINGS participation or a new certificate or rating). Similar to our responsibilities in FAA medical certification, that leaves a lot of time in between with responsibility to police those skills.
What can we do?
Implement proficiency exercises into your everyday flying – nearly every flight offers ample opportunity to practice those hands-on flying skills and a variety of emergency or abnormal procedures. Establish a personal point in time (altitude, airspace or whatever) at which point you’ll hand-fly the airplane as opposed to full automation. For example, on departure, elect to hand fly to your designated cruise altitude or passing through something arbitrary such as 5,000 feet. You can establish the same personal guide for approaching the airport. Select autopilot off at a specific altitude or distance from the airport. You may be surprised at a) how this will keep those skills sharp and b) how much you will enjoy it.
Instead of calling it quits after your first and only greaser, take another trip around the pattern and this time make it an accuracy approach and landing, power-off, or a performance landing such as a short or soft field. Likely these are variations that you haven’t tried in a while that will help identify areas of weakness. Now work some of those variations into your next flight.
Start a buddy system – in the New Year, more exercise and/or losing weight is our #1 resolution. One of the more effective techniques for getting through January at least, is to enlist the help and support of a friend. We all have pilot friends. Challenge your support network to specific proficiency exercises each month, quarter, etc. Perhaps it’s completing a full instrument approach (simulated or actual) or even taking the time to complete detailed performance calculations for a flight. It can be anything that keeps you working toward improvement.
Complete a WINGS phase – the FAA WINGS program presents an excellent venue to select a variety of training opportunities to broaden your knowledge base and improve your skills. Registration for the program, which can satisfy flight review requirements, is free and you can even create your own program with the assistance and validation of a CFI.
Get out of your comfort zone (safely) – you don’t necessarily have to hire a CFI to explore new skills or activities in aviation. Simply enlisting the guidance of another trusted aviator or volunteering to ride along on a flight with a friend who is instrument rating can offer a powerful learning experience. Maybe it’s the buddy who regularly operates off grass runways or the business acquaintance who flies a faster, high-flying airplane.
Fly more – sounds simple I know, but I’m all for simple fixes and let’s be honest, it’s what we all want to do. So let this be your excuse. If you’ve read this far, you’re serious about it and who could argue the benefits for your health of mind and body. But don’t just fly, fly with a critical eye. Don’t be so quick to dismiss a situation you felt uncomfortable with or a botched landing. These are the tell-tale signs of areas in need of improvement.
While we’ve appropriately focused on the benefits of maintaining those hands-on skills there is plenty we can do to improve upon our use of technology. Take the time to explore a new feature of your GPS or simulate a challenging flight and anticipate how your specific equipment can reduce your workload. You can also take advantage of the robust collection of commercial training resources, seminars, webinars, workshops, journals, etc. that allow you to take full advantage of the collective wisdom of many who have come before us and who have also made their own mistakes from which we can learn.
Safe flying!
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As more and more pilots fly with aviation apps, it’s important to stay current on portable technology. In our latest video tip, we dive into the details of ForeFlight, aviation’s most popular app. Learn how the powerful Procedure Advisor feature works, for both VFR and IFR pilots.
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I don’t possess the medical qualifications or post-nominals to say with certainty that we’re an over-medicated society. But what I can say is that the number of pilot candidates I’ve spoken to recently with serious FAA medical challenges as a result of illness and medication is on the sharp rise. Most are unaware of the aviation consequences of certain conditions and/or medications and what could be the daunting task ahead in gaining medical authorization.
The types of prescription medication I’ve seen most frequently include anti-depressants, attention deficit disorder (ADD) and attention deficit hyperactivity disorder (ADHD) drugs. Most psychiatric or psychotropic medications, including those used to treat the aforementioned conditions, are on the “do not issue” list. While this doesn’t necessarily mean that an FAA medical can’t be obtained, it does mean that the facts of each must be reviewed by the FAA which can be a long and arduous process.
(3) Coronary heart disease that has been treated or, if untreated, that has been symptomatic or clinically significant
(4) Myocardial infarction
(5) Cardiac valve replacement
(6) Permanent cardiac pacemaker
(7) Heart replacement
(8) Psychosis
(9) Bipolar disorder
(10) Personality disorder that is severe enough to have repeatedly manifested itself by overt acts
(11) Substance dependence
(12) Substance abuse
(13) Epilepsy
(14) Disturbance of consciousness and without satisfactory explanation of cause
(15) Transient loss of control of nervous system function(s) without satisfactory explanation of cause.
As you can see what’s not specifically referenced in the disqualifying list, but reserved for a category all its own are medications. FAA maintains a list of medications for which Aviation Medical Examiners (AMEs) may not issue a medical without clearance from the FAA. An even larger list of medications are maintained which can seriously degrade pilot performance for which examiners should advise applicants to avoid.
But we mustn’t rely solely on the advice of our AME. Consider that in the case of a third class medical for those under the age of 40, you may only be visiting your AME every five years. This substantial interval makes it imperative that we have a general awareness of the categories of medication that can negatively affect our ability to operate the aircraft safely.
Far too often pilots also lack an appropriate understanding of one’s continued obligation of an FAA medical certification which is much more involved than being provided a clean bill of health on the date of the exam. For those time periods between visits to the Aviation Medical Examiner (AME), we’re required to self-certify that we’re medically fit for flight. A simple, yet effective, methodology for self-certification is to adopt the FAA’s “I’m Safe (IMSAFE)” checklist.
I – Illness – Do I have an illness or any symptoms of an illness?
M – Medication – Have I been taking prescription or over-the-counter drugs?
S – Stress – Am I under psychological pressure from the job? Worried about financial matters, health problems or family discord?
A – Alcohol – Have I been drinking within eight hours? Within 24 hours?
F – Fatigue – Am I tired and not adequately rested?
E – Eating – Am I adequately nourished?
To elaborate further on medications, pilots should not be flying while using anticholinergics, antiseizure medications, antihypertensives, bromocriptine, dopamine agonists, mefloquine (Lariam), over-active bladder medications, varenicline (Chantix), any drug or substance classified under the Controlled Substances Act (includes marijuana), most psychiatric or psychotropic medications, high doses of oral steroids, cancer treatment medications, antiangina medications, or any medication newly approved by the Food and Drug Administration (those drugs issued approval within the past 12 months).
Even over-the-counter medications often perceived as innocuous should be avoided. These include sleep aids, allergy medications, those used in outpatient procedures, narcotic pain relievers, muscle relaxants, dietary supplements and ANY medication that carries a label warning that it may cause drowsiness (which includes most cold medicines). While this advice may seem nothing more than common sense, the danger lurks that cognitive function could be impaired even if you seem to be functioning normally.
To ensure you’re free from the medication’s effects, it is recommended that you not fly until at least five times the maximum dosing interval has passed. In other words, if the medication is to be taken four times daily (every six hours), you should refrain from flying for 30 hours (6×5). This is not to say you should compromise your well-being or comfort in order to comply with dosing intervals. Attempting to operate an aircraft with an illness or even symptoms can be equally dangerous.
The moral of the story is that if you require treatment or medication for a particular condition, you shouldn’t compromise your well-being, but you also must be accepting of the responsibility that comes with your pilot certificate and medical. You can’t very well pull the airplane over to the side of the road as you might with your car if you weren’t feeling well.
Offenses involving alcohol…
Another problem area for many medical applicants and pilots alike, is any history of arrests, convictions or administrative actions affective driving privileges (i.e. DWI). To put it mildly, a DWI is problematic. The FAA medical application (Form 8500), specifically asks for a history of these occurrences and you should absolutely answer truthfully as the consequences for not doing so can be far worse. You’ll be asked to also provide the type of offense, state or jurisdiction involved and the date.
After a review of the circumstances, the examiner may issue the medical provided it doesn’t meet one of the following deferral criteria:
Inability to obtain and review the court and arrest records within 14 days
For the alcohol- or drug-related driving incidents:
Any incident for which the applicant registers a blood alcohol level 0.15 or higher
Any incident for which the applicant refused blood alcohol testing
Any incident within the preceding two years and there has been another incident at any time.
Total of three incidents within a lifetime
Total of two incidents within the preceding 10 years
The reporting of such an occurrence on a medical application does not alleviate the requirement for a pilot to report any alcohol related conviction or administrative action (license suspension) to FAA’s Security and Investigations Division within 60 days.
This is not to say that one should give up on an aviation pursuit in light of having made a mistake; however, alcoholism is a serious disease that must be treated which is specifically what the FAA is attempting to discern from the facts. As you may have gathered from the deferral criteria, these elements are indicative of dependence.
For a number of disqualifying medical conditions, FAA may grant a special issuance medical after a review of the specific circumstances. As the scientific community learns more about specific conditions and the medications used in treatment, FAA is sure to make policy adjustments to allow for more direct and special-issued medication certifications.
For the time being, a pre-flight self-assessment using the IMSAFE checklist will provide the solid footing from which to certify for flight. And a general awareness of those prescription and over-the-counter medications that can prove detrimental is a must. If in doubt, consult an aviation medical examiner.
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As the season transitions from fall to winter and the temperature is consistently below freezing, unique challenges are presented to pilots. Flight training doesn’t need to stop in the winter though; in fact the colder months provide some great opportunities to expand your knowledge on weather and aircraft operations in less than ideal conditions. There are other benefits too, including improved aircraft performance and nearly unlimited visibility on clear days.
Here are some winter weather tips to consider as the temperature gets colder:
Always carry winter weather gear – This first tip may seem like common sense, but I can’t stress enough the importance of carrying cold weather gear when the temperature gets below freezing. Most modern training airplanes provide a comfortable, warm cabin up in the air, even as the temperature approaches 0° F outside. This can cause a false sense of security and lead you into thinking that you may not need the extra clothing layers, gloves, hats, etc. But you have to always be prepared for an emergency landing, which could leave you in cold conditions for hours or even days. And the most important piece of cold weather gear? A cell phone of course.
Don’t rule out frost after you land – Most flight schools and aircraft owners are very conscious about frost forming on the airplane when left out on clear nights when the temperature is close to or below freezing. If your flight needs to get out early in the morning, the airplane should be hangared overnight and pulled out just before departure. There’s another time when frost can sneak up on you though, causing a delay if you’re not prepared. Let’s say you takeoff just before sunrise and head to another airport not too far away to visit the airport diner. When you come back to your airplane 30 – 60 minutes later, there’s a good chance you’ll find a fresh layer of frost on the wings and tail.
Practice takeoffs and landings on contaminated runways – Just because the runway at your airport has residual snow or slick spots doesn’t mean you have to cancel your flight lesson. In fact, ask any Alaskan bush pilot and they’ll probably tell you that landing on snow-covered runways is the norm rather than the exception in the winter. After a winter storm passes you’ll want to wait for the airport maintenance crew to clear the majority of snow from the runway. Then determine the braking action from the published NOTAM or from airport officials, which will be described as Good, Fair, Poor or Nil. If you and your instructor determine runway and braking conditions are suitable, continue on with your lesson. You’ll quickly learn the importance of speed control on final approach and how to make real-world use of the soft-field takeoff and landing techniques. Just be sure to taxi at slower than normal speeds and keep an eye on the wings when maneuvering near tall snow banks.
Review cold weather procedures for your aircraft – There’s probably a good chance you haven’t reviewed your aircraft’s cold weather normal and emergency procedures since last year (unless you had an FAA pilot checkride over the summer). I like to make it a habit each fall to pull out the POH for each aircraft I fly and review cold weather starting limitations, normal procedures and emergency checklists pertinent to cold weather ops. You should commit to memory temperature and battery limitations, starter duty cycle limits and the first few items in the checklist for an engine fire during start.
Recognize aircraft and engine limitations in cold weather – When the temperature is below freezing you’ll want to be more cautious about how you operate the aircraft engine. A good procedure is to avoid making sudden power changes as temperatures drop below 20°F and below. This means staying away from maneuvers like touch-n-gos, simulated engine failures and stall recoveries when the temperature is that cold.
Call ahead for cold-weather airport services – This tip is one to remember during your entire flying career. If you’re making a cross-country to another airport in the winter months and need some type of service from the FBO, call ahead first to verify it will be available. Don’t assume that because a particular FBO is at a large airport that they will have hangar space, engine pre-heat or other cold-weather service instantly available to you.
Make reports about the conditions you experience – In my flying experience the best weather reports don’t come from the National Weather Service, but rather from the pilots currently in the air and reporting the weather conditions they’re experiencing. These pilot reports (PIREPs) will provide you with actual temperatures aloft, cloud coverage and tops, and turbulence and icing reports, all packed into just a few lines of data. As an instrument pilot in the winter, I pay close attention to the icing reports (or lack thereof) to help determine cruise altitudes and where there might be moisture-free air between cloud layers. Make it a point to contribute to the system and relay your flight conditions to ATC when time permits. And don’t get in the habit of only making PIREPs when you experience unfavorable conditions — some of the most useful PIREPs are the ones describing flight above the cloud layers in smooth air.
It seems like every pilot is obsessed with making better landings, and why not? No matter how safely we conduct a flight, our passengers will judge us based on the final five seconds. Plunk it on and you’re a bad pilot; gently kiss the runway and you’re an ace. It’s unfair, but it’s reality.
Making great landings consistently is easier said than done, and it’s easy to fall for the latest “miracle cure.” I won’t offer any of those, because good landings result more from practice, discipline and hard work than quick fixes. But sometimes the right visualization is the key: if you can truly understand all the interrelated events that happen during landing, it’s easier to make the correct control inputs. Since everyone thinks a little differently, what works for you may not work for another pilot. That was certainly true for me.
Early in my flight training, I was really struggling with landings – like most student pilots. The takeoff went fine, the pattern was smooth and the initial approach was stabilized. But the last 25 feet was all over the place, often ending with a balloon and then a hard landing.
My flight instructor told me it was perfectly normal, but that didn’t make me feel much better. He offered a number of tips you’ve probably heard: fly a stabilized approach, focus on the end of the runway, make smooth control inputs. All of these are good tips, but they weren’t enough for me to consistently grease the landing.
Then one day he hit on the concept that made it all click for me. I was trying to do about five things simultaneously, in a matter of a few seconds: stop the descent, increase angle of attack, bleed off airspeed and stall the wing 2 inches above the runway. That’s a lot to ask of any pilot, especially one with 10 hours. Instead of this hopeless effort, my instructor suggested I break the landing into three distinct phases: final approach, roundout and flare.
To an experienced pilot, that may sound embarrassingly obvious. But to me, it was a breakthrough. While these three phases happen in quick succession, they are separate and the goal of each is different.
Final approach: be stabilized by 500 ft. AGL (on glide path, at proper approach speed and descent rate less than 700 fpm) or go-around and try it again. It is exponentially harder to make a good landing if you don’t cross the threshold in the right “energy state,” meaning at the right speed and altitude. Too little energy and you’ll stop flying too soon and plunk it on; too much and you’ll float or balloon.
Roundout: you can’t land without first arresting the descent, so don’t be in a hurry to start pulling back and getting the wheels on the ground. As you cross the threshold, gently pull back to slow or even stop the descent and get stabilized over the runway. This was the phase I was really missing, as I went right from the approach to touch down. It really helped my landings to focus on rounding out before I started to flare. It may only take a second or two, but it matters.
Flare: now for the part most student focus on, where you increase angle of attack and gently touch down. Since you are already stable over the runway and your descent has been slowed, you can carefully feel for the runway – no need for quick control inputs. And the tip to look at the end of the runway is really important here, since it will offer the proper visual cues.
An important corollary to this tip is to be patient: just set the right pitch attitude and wait. Don’t keep pulling back on the yoke if the wheels don’t hit the runway immediately, as that’s a great way to balloon. In a typical training airplane, a 4000 ft. runway is plenty long, so wait for the final few knots of airspeed to bleed off as you feel for the runway. Forcing it on never works.
In larger airplanes, this tip can be modified slightly – and bush pilots may scoff at such a slow motion landing. But for most pilots on most runways, breaking the landing into three phases and being patient will go a long way. It may even be enough for your passengers to clap.
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Choosing the right headset
/in Pilot Gear/by studentpltnewsBuying an aviation headset is a surprisingly personal decision. There is no “right answer” for every pilot – it depends on the type of flying you do, what airplane you fly most often and your personal preferences. Here are a few things to consider as you compare models.
There are two ways to cancel noise: passive noise reduction (PNR) and active noise reduction (ANR). Almost every headset has at least some PNR, which is created by the headset’s ear seals physically blocking noise from reaching your ears. ANR, maybe the best thing that ever happened to headsets, goes further. In addition to passively reducing noise, ANR headsets use electronics to sense the noise in the cockpit and then cancel it by emitting a sound wave with the same amplitude but inverted phase. Some call it magic, but rest assured, it’s a really neat science that makes it happen. ANR headsets are often lighter, because the electronics eliminate the need for heavy soundproofing. However, they do require a power source (either batteries or panel power – see below).
While many pilots focus on how quiet a headset is, comfort may be even more important. After all, it doesn’t matter how good the noise cancellation is if it’s too uncomfortable to wear. In general, the lighter a headset is, the more comfortable it will be. Lighter weight composites have made modern headsets lighter, and the distribution of weight is also important – less in the headband and more on the ear cups is generally more comfortable. Other factors are also important, like the quality of the ear seals headband. Some headsets even allow you to adjust the comfort settings, like clamping force.
Many headsets can wirelessly connect to your smartphone via Bluetooth, which allows you to make phone calls from the cockpit while enjoying the noise canceling benefits of your headset. This is great for calling Flight Service on the ground or for updating family members if your plans change. Passengers also love this feature for listening to music in flight – almost essential for flying with kids! Some headsets even offer built-in audio controls right on the headset, which allow you to pause, play and skip songs without fishing out your iPhone.
Most headsets come in a variety of cable variations – that is, what the plugs look like that connect to the airplane. The most common connector is the twin plug, often called PJ plugs. These are found in fixed wing aircraft, primarily general aviation airplanes, but many airliners are using it too. When in doubt, buy a PJ plug headset. Another good option for general aviation airplanes is the 6-pin or LEMO plug. It allows the headset’s ANR box to draw power from the aircraft panel, eliminating the need for batteries in the headset. Many newer airplanes are being equipped with this plug from the factory, and there is an install kit available if you are looking to upgrade an older airplane. Helicopters use a single, shorter plug called a U-174/U connector, while Airbus airplanes use an XLR connector.
The takeaway
In general, you get what you pay for with aviation headsets – in terms of quiet, comfort and audio features. When in doubt, the old advice to “buy the most headset you can afford” is pretty good. Most quality headsets will last for a decade if you take care of it, so it’s an investment that will pay off. If you’re not sure, Sporty’s Test Flight Guarantee can be a major benefit. Take your headset flying and make sure it works for you.
SHOP HEADSETS HERE
The FAA wants you to fly more and 5 strategies to help
/in Tips and technique/by studentpltnewsAnd here’s the common sense, knock-you-over-the-head-obvious rationale – like any physical skill, if we don’t use it, we lose it. And there is a renewed concern that our lack-of-use when it comes to the manipulation of flight controls could present a safety issue. The optimists would conclude that by highlighting the importance of maintaining your hands-on flying abilities, we could make strides in combating the number one cause of general aviation fatalities – loss of control. Loss of control in general aviation has even garnered the unwanted attention of the National Transportation Board through its annual “most wanted” list. Whether we can or can’t will be determined, but given just the chance at improvement means we should take the recommendations seriously.
Keep in mind that when referring to lack of use, it may not simply be based on the total number of hours in your logbook. It’s quite possible, and demonstrated routinely in the professional pilot ranks, that thousands of hours can be logged without doing much more than pushing buttons and turning knobs.
When automation malfunctions or performs a certain task in an unexpected manner, the appropriate next and immediate step is to eliminate the technology from your flying equation. Too often we get lulled into the “what’s it doing now” syndrome of trouble shoot now and fly later. It’s a critical discipline to forgo the strong urges to fix and remain in our flying comfort zone, but the inherent risks in aviation do not afford us that luxury.
When these events occur our last and only resort is our ability to fly the aircraft. From a regulatory standpoint, there’s not much to rely on in terms of maintaining those skills. Of course, in order to carry passengers, we must have accomplished three takeoffs and landings in the previous 90 days. And every other year (at a minimum), we’re required to obtain a flight review (or something equivalent such as WINGS participation or a new certificate or rating). Similar to our responsibilities in FAA medical certification, that leaves a lot of time in between with responsibility to police those skills.
What can we do?
Instead of calling it quits after your first and only greaser, take another trip around the pattern and this time make it an accuracy approach and landing, power-off, or a performance landing such as a short or soft field. Likely these are variations that you haven’t tried in a while that will help identify areas of weakness. Now work some of those variations into your next flight.
Start a buddy system – in the New Year, more exercise and/or losing weight is our #1 resolution. One of the more effective techniques for getting through January at least, is to enlist the help and support of a friend. We all have pilot friends. Challenge your support network to specific proficiency exercises each month, quarter, etc. Perhaps it’s completing a full instrument approach (simulated or actual) or even taking the time to complete detailed performance calculations for a flight. It can be anything that keeps you working toward improvement.
Complete a WINGS phase – the FAA WINGS program presents an excellent venue to select a variety of training opportunities to broaden your knowledge base and improve your skills. Registration for the program, which can satisfy flight review requirements, is free and you can even create your own program with the assistance and validation of a CFI.
Fly more – sounds simple I know, but I’m all for simple fixes and let’s be honest, it’s what we all want to do. So let this be your excuse. If you’ve read this far, you’re serious about it and who could argue the benefits for your health of mind and body. But don’t just fly, fly with a critical eye. Don’t be so quick to dismiss a situation you felt uncomfortable with or a botched landing. These are the tell-tale signs of areas in need of improvement.
While we’ve appropriately focused on the benefits of maintaining those hands-on skills there is plenty we can do to improve upon our use of technology. Take the time to explore a new feature of your GPS or simulate a challenging flight and anticipate how your specific equipment can reduce your workload. You can also take advantage of the robust collection of commercial training resources, seminars, webinars, workshops, journals, etc. that allow you to take full advantage of the collective wisdom of many who have come before us and who have also made their own mistakes from which we can learn.
Safe flying!
Video Tip of the Week: ForeFlight Procedure Advisor
/in Video Tips/by studentpltnewsAs more and more pilots fly with aviation apps, it’s important to stay current on portable technology. In our latest video tip, we dive into the details of ForeFlight, aviation’s most popular app. Learn how the powerful Procedure Advisor feature works, for both VFR and IFR pilots.
The video clip below is from Sporty’s complete Flying with ForeFlight course.
FAA medical insights
/in Career, Get Started, Regulations/by studentpltnewsI don’t possess the medical qualifications or post-nominals to say with certainty that we’re an over-medicated society. But what I can say is that the number of pilot candidates I’ve spoken to recently with serious FAA medical challenges as a result of illness and medication is on the sharp rise. Most are unaware of the aviation consequences of certain conditions and/or medications and what could be the daunting task ahead in gaining medical authorization.
The types of prescription medication I’ve seen most frequently include anti-depressants, attention deficit disorder (ADD) and attention deficit hyperactivity disorder (ADHD) drugs. Most psychiatric or psychotropic medications, including those used to treat the aforementioned conditions, are on the “do not issue” list. While this doesn’t necessarily mean that an FAA medical can’t be obtained, it does mean that the facts of each must be reviewed by the FAA which can be a long and arduous process.
The standards for FAA medicals are set forth in 14 CFR Part 67 (a summary is available here). FAA specifically prescribes 15 disqualifying conditions:
(1) Diabetes mellitus requiring hypoglycemic medication
(2) Angina pectoris
(3) Coronary heart disease that has been treated or, if untreated, that has been symptomatic or clinically significant
(4) Myocardial infarction
(5) Cardiac valve replacement
(6) Permanent cardiac pacemaker
(7) Heart replacement
(8) Psychosis
(9) Bipolar disorder
(10) Personality disorder that is severe enough to have repeatedly manifested itself by overt acts
(11) Substance dependence
(12) Substance abuse
(13) Epilepsy
(14) Disturbance of consciousness and without satisfactory explanation of cause
(15) Transient loss of control of nervous system function(s) without satisfactory explanation of cause.
But we mustn’t rely solely on the advice of our AME. Consider that in the case of a third class medical for those under the age of 40, you may only be visiting your AME every five years. This substantial interval makes it imperative that we have a general awareness of the categories of medication that can negatively affect our ability to operate the aircraft safely.
Far too often pilots also lack an appropriate understanding of one’s continued obligation of an FAA medical certification which is much more involved than being provided a clean bill of health on the date of the exam. For those time periods between visits to the Aviation Medical Examiner (AME), we’re required to self-certify that we’re medically fit for flight. A simple, yet effective, methodology for self-certification is to adopt the FAA’s “I’m Safe (IMSAFE)” checklist.
I – Illness – Do I have an illness or any symptoms of an illness?
M – Medication – Have I been taking prescription or over-the-counter drugs?
S – Stress – Am I under psychological pressure from the job? Worried about financial matters, health problems or family discord?
A – Alcohol – Have I been drinking within eight hours? Within 24 hours?
F – Fatigue – Am I tired and not adequately rested?
E – Eating – Am I adequately nourished?
To elaborate further on medications, pilots should not be flying while using anticholinergics, antiseizure medications, antihypertensives, bromocriptine, dopamine agonists, mefloquine (Lariam), over-active bladder medications, varenicline (Chantix), any drug or substance classified under the Controlled Substances Act (includes marijuana), most psychiatric or psychotropic medications, high doses of oral steroids, cancer treatment medications, antiangina medications, or any medication newly approved by the Food and Drug Administration (those drugs issued approval within the past 12 months).
Even over-the-counter medications often perceived as innocuous should be avoided. These include sleep aids, allergy medications, those used in outpatient procedures, narcotic pain relievers, muscle relaxants, dietary supplements and ANY medication that carries a label warning that it may cause drowsiness (which includes most cold medicines). While this advice may seem nothing more than common sense, the danger lurks that cognitive function could be impaired even if you seem to be functioning normally.
To ensure you’re free from the medication’s effects, it is recommended that you not fly until at least five times the maximum dosing interval has passed. In other words, if the medication is to be taken four times daily (every six hours), you should refrain from flying for 30 hours (6×5). This is not to say you should compromise your well-being or comfort in order to comply with dosing intervals. Attempting to operate an aircraft with an illness or even symptoms can be equally dangerous.
The moral of the story is that if you require treatment or medication for a particular condition, you shouldn’t compromise your well-being, but you also must be accepting of the responsibility that comes with your pilot certificate and medical. You can’t very well pull the airplane over to the side of the road as you might with your car if you weren’t feeling well.
Offenses involving alcohol…
Another problem area for many medical applicants and pilots alike, is any history of arrests, convictions or administrative actions affective driving privileges (i.e. DWI). To put it mildly, a DWI is problematic. The FAA medical application (Form 8500), specifically asks for a history of these occurrences and you should absolutely answer truthfully as the consequences for not doing so can be far worse. You’ll be asked to also provide the type of offense, state or jurisdiction involved and the date.
After a review of the circumstances, the examiner may issue the medical provided it doesn’t meet one of the following deferral criteria:
The reporting of such an occurrence on a medical application does not alleviate the requirement for a pilot to report any alcohol related conviction or administrative action (license suspension) to FAA’s Security and Investigations Division within 60 days.
This is not to say that one should give up on an aviation pursuit in light of having made a mistake; however, alcoholism is a serious disease that must be treated which is specifically what the FAA is attempting to discern from the facts. As you may have gathered from the deferral criteria, these elements are indicative of dependence.
For a number of disqualifying medical conditions, FAA may grant a special issuance medical after a review of the specific circumstances. As the scientific community learns more about specific conditions and the medications used in treatment, FAA is sure to make policy adjustments to allow for more direct and special-issued medication certifications.
For the time being, a pre-flight self-assessment using the IMSAFE checklist will provide the solid footing from which to certify for flight. And a general awareness of those prescription and over-the-counter medications that can prove detrimental is a must. If in doubt, consult an aviation medical examiner.
Winter weather flying refresher
/in Tips and technique/by studentpltnewsHere are some winter weather tips to consider as the temperature gets colder:
The one tip that finally helped me land better
/in Tips and technique/by studentpltnewsIt seems like every pilot is obsessed with making better landings, and why not? No matter how safely we conduct a flight, our passengers will judge us based on the final five seconds. Plunk it on and you’re a bad pilot; gently kiss the runway and you’re an ace. It’s unfair, but it’s reality.
Making great landings consistently is easier said than done, and it’s easy to fall for the latest “miracle cure.” I won’t offer any of those, because good landings result more from practice, discipline and hard work than quick fixes. But sometimes the right visualization is the key: if you can truly understand all the interrelated events that happen during landing, it’s easier to make the correct control inputs. Since everyone thinks a little differently, what works for you may not work for another pilot. That was certainly true for me.
Early in my flight training, I was really struggling with landings – like most student pilots. The takeoff went fine, the pattern was smooth and the initial approach was stabilized. But the last 25 feet was all over the place, often ending with a balloon and then a hard landing.
My flight instructor told me it was perfectly normal, but that didn’t make me feel much better. He offered a number of tips you’ve probably heard: fly a stabilized approach, focus on the end of the runway, make smooth control inputs. All of these are good tips, but they weren’t enough for me to consistently grease the landing.
Then one day he hit on the concept that made it all click for me. I was trying to do about five things simultaneously, in a matter of a few seconds: stop the descent, increase angle of attack, bleed off airspeed and stall the wing 2 inches above the runway. That’s a lot to ask of any pilot, especially one with 10 hours. Instead of this hopeless effort, my instructor suggested I break the landing into three distinct phases: final approach, roundout and flare.
To an experienced pilot, that may sound embarrassingly obvious. But to me, it was a breakthrough. While these three phases happen in quick succession, they are separate and the goal of each is different.
An important corollary to this tip is to be patient: just set the right pitch attitude and wait. Don’t keep pulling back on the yoke if the wheels don’t hit the runway immediately, as that’s a great way to balloon. In a typical training airplane, a 4000 ft. runway is plenty long, so wait for the final few knots of airspeed to bleed off as you feel for the runway. Forcing it on never works.
In larger airplanes, this tip can be modified slightly – and bush pilots may scoff at such a slow motion landing. But for most pilots on most runways, breaking the landing into three phases and being patient will go a long way. It may even be enough for your passengers to clap.