No, the examiner has some discretion on what elements are evaluated.
The examiner has some discretion on what elements are evaluated.
The goal of the airman certification process is to ensure the applicant possesses the knowledge, ability to manage risks, and skill consistent with the privileges of the certificate. There is no requirement for an examiner to test every knowledge and risk management element in a Task to accomplish this goal; rather the evaluator has discretion to sample as needed to ensure the applicant’s mastery of that Task. The required minimum elements to be tested from each applicable Task include:
• any elements in which the applicant was shown to be deficient on the knowledge test, as applicable;
• at least one knowledge element;
• at least one risk management element; and
• all skill elements unless otherwise noted in the ACS.
Knowledge and risk management elements are primarily evaluated on the knowledge test. The evaluator administering the practical test also has the discretion to combine Tasks/elements as
appropriate to testing scenarios. If the Task includes a knowledge or risk element with sub-elements, the evaluator may choose the primary element and select at least one sub-element to satisfy the requirement.
https://media.flighttrainingcentral.com/wp-content/uploads/2022/12/07110502/checkride-success.jpg10801920Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngFlight Training Central Staff2024-06-14 08:55:332024-04-17 13:21:38Ask a CFI: will I be tested on every item found in the ACS?
The memory: The Ozarks, with the hills, rivers, and lakes, have some of the most beautiful grass strips around. The long evenings of summer, makes it such a great location for a relaxing flight.
Want to share your Friday Photo? Send your photo and description (using the format above) to: [email protected]
NORDO is defined as an aircraft that can’t or doesn’t communicate by radio.
“NORDO” is a term defined in FAA Order 7110.65 (a.k.a. Air Traffic Controller’s Handbook) as an aircraft that can’t or doesn’t communicate by radio. While the term can apply to an aircraft not certified with an electrical system (radio) or one that has suffered an equipment failure, it’s more commonly related to an inadvertent loss of communication. Whether a missed radio call/handoff, volume mishap, intercom snafu, or simply having flown out of transmitter range, the situation can have serious consequences especially on an IFR flight.
While I’m not able to support with scientific evidence, in my personal flying, it sure seems like I’m hearing more frequent occurrences of ATC searching for NORDO aircraft. This can be everything from repeated calls on an assigned frequency, open calls looking for aircraft on the emergency “guard” frequency (121.5), and direct requests for other aircraft to rebroadcast ATC transmissions to effectively extend transmitter range. Whether you’ve been witness to the same activity, or even caught up in a lost communication scenario, there’s likely additional steps we could be taking to cut down on the confusion, effort, and frequency congestion that results from the loss of communication.
Controllers are trained to use all appropriate means available to reestablish communications with NORDO aircraft.
Controllers are trained to use all appropriate means available to reestablish communications with NORDO aircraft. This can include using previously assigned frequencies, emergency frequencies, NAVAIDs, personal or company contact information provided in the flight plan, etc. But bear in mind, this effort takes time and resources and take controllers away from the task of working other air traffic. And in the case that communications have NOT been re-established with the suspect aircraft after just five minutes, the Controller’s Handbook indicates the controller should consider the pilot’s activity to be suspicious which would require a report to a supervisor and on up the chain of command.
While there is some discretion on when the five-minute clock may actually start, in the event that handoffs to other controlling sectors or facilities are missed, or other aircraft are forced to be diverted away from the NORDO aircraft, a report is most certainly forthcoming. The occurrence report may eventually make its way to the local FAA FSDO office who would have responsibility for investigating to determine whether a pilot deviation occurred. And the rest is not pleasant. An ounce of prevention is worth a pound of cure as they say, so consider these five tips to keep you out of communication jeopardy.
1. Listen up! Easier said than done with the myriad of distractions that can be found on the flight deck. From advanced avionics to streaming music to needy passengers, distractions lurk. Remember the primary task at hand and not only commit to your own sterile cockpit rules, but encourage your passengers to take an active role in listening up on frequency for your tail number which will also prompt them to quiet down during the communication exchange. All quiet? Check your volume, recheck your frequency, and be alert to the possibility of a stuck mic.
2. Mind the volume (and squelch). On a busy frequency while attempting to concentrate on another task, or simply enjoy some solitude, it’s easy to be tempted into turning down the volume. Is your music being interrupted by garble on a distant frequency or frequency bleed over? Maybe you’re tempted to close the squelch. Engaged in a deep conversation with your passenger or instructor? Another tempting moment for a quick volume adjustment. All of these scenarios, however, make you susceptible to lost communication. Avoid the temptations and make sure all aspects of your communication radios are set before takeoff and periodically checked while enroute.
3. Monitor guard. The standby radio is available for more than just a backup or obtaining your IFR clearance. If you’re not already in the habit, always monitor the emergency frequency. 121.5 or “guard” is generally the first alternate frequency ATC will use in attempting to contact a NORDO aircraft. Further, if all pilots dutifully monitored guard, we’d have the opportunity to pick up an ELT broadcast, another aircraft in distress, and even help other pilots locate the appropriate frequency. As soon as you’ve left the terminal environment, tune in 121.5, monitor comm 2 through the intercom, and make sure that volume is up.
4. Ask for a radio check. Has the frequency gone mysteriously quiet? While a quiet frequency is not uncommon, if the change was abrupt, that’s a warning sign of a communication issue. Even on a quite frequency, if the silence continues for an extended period (5-10 minutes perhaps), a radio check may be in order. ATC would rather respond to a radio check than track down a NORDO aircraft, so error on the side of caution. Another option in advance of a radio check, or in concert, is to open the squelch on your radio to ensure range is not the issue. And then check using your backup comm radio. If range is suspected, likely there is another transmitter the controller has access to and you may ask for an alternate frequency or move to the step of locating an alternate frequency.
5. Anticipate frequencies. If you’re accustom to flying the same routes, you may have many of the communication frequencies memorized, but many of our modern, installed navigators are equipped with frequencies that you may attempt. Additionally, the enroute chart, chart supplement (A/FD) can be used to locate frequencies. Focus more on establishing contact with a facility (any facility) as opposed to the correct frequency. Timeliness in reestablishing communication is critical. Tools that controllers have at their disposal should make it reasonably easy to identify your correct frequency assignment or at least make a reasonable suggestion based on location.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/07/05175327/VFR-Comm-Tips-YT-2.jpg10801920Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngEric Radtke2024-06-03 08:55:412024-06-06 15:11:22“NORDO” – 5 tips for avoiding loss of communication
As we get older, most of us get worse at being a student—no matter what the subject. The first 20 years of life are filled with classes, tests, and homework, so we’re used to absorbing new information and occasionally stumbling on our path to mastery. The typical 45-65 year old, on the other hand, likely hasn’t been in a formal educational setting in a long time. It can feel uncomfortable or even embarrassing to make a mistake or confess, “I don’t know.” After all, you’re used to being the expert.
This difference in mindset has been reinforced for me recently, as I’ve become a student again, this time of music. After years of thinking about it, I finally took up the violin. Much like flying, this process has been exciting, challenging, occasionally frustrating, but mostly very satisfying. I’ve kept a learning journal (a trick I learned from flight training, of course), and in reviewing this, I noticed some lessons that apply to any later-in-life student.
So if you’re considering learning to fly after your 40th birthday (or your 60th—you really aren’t too old to start), remember these tips.
Don’t hesitate to ask questions even if it feels awkward.
Don’t be afraid to ask questions. If you’re a successful engineer, doctor, or teacher, you are used to knowing the answers and leading the discussion. This might make you nervous about asking questions of your instructor, especially if they are younger than you (which is often the case in aviation). Ignore those nerves and ask away, even if you think you’ll sound stupid.
This is easier said than done, but I found it helpful to tell my violin teacher up front: “I’m going to ask a ton of questions, some of which may sound ridiculous; I hope you’ll appreciate my willingness to learn.” This set the tone early and has yielded great results. Most instructors love a curious student.
So if you’re wondering what the heck a magneto is or why there’s no Class F airspace, don’t hold back. Don’t assume it doesn’t matter. Don’t assume every other student pilot knows these topics better than you do. Have the curiosity of a first grader, and keep asking questions.
Don’t get frustrated. Learning to fly isn’t easy, but it’s not supposed to be—that’s why it’s so rewarding when you earn that certificate. Acknowledge up front that you will have both good and bad days during training, and don’t beat yourself up after every mistake. I like to take a two week moving average of my performance, which prevents me from getting too high after a great lesson or too low after a really bad one.
If you feel like you’re in a rut, and that two week moving average isn’t good, by all means talk to your instructor. Don’t be afraid to mix things up if the current plan isn’t working, but don’t expect perfection. You may be used to success, but one of the great lessons of flight training is to remain humble and never get too comfortable. That’s not failure, that’s growth.
Invest in the instructor relationship. One-on-one learning depends on the student and instructor much more than the textbook or the technology. That doesn’t mean you have to be best friends with your CFI, but don’t be purely transactional. You should take a few moments to understand who they are as a person: what is their teaching style, their likes and dislikes, and their unique style? Do your part as the student to share your personality and your learning preferences. If you both understand each other and work on the learning process as a partnership, you’ll learn more, be more efficient, and have more fun.
Your most important learning happens in between lessons, without an instructor there, so be diligent about carving out time for regular studying.
Have a plan to always be studying or practicing. Here’s one I have learned time and time again with music, and it’s every bit as true for aviation. Your most important learning happens in between lessons, without an instructor there, so be diligent about carving out time for regular studying. Whether it’s watching videos online, reading the FAA textbooks, replaying your most recent flight with an app, or flying a simulator at home, you should try to do something aviation-related every 2-3 days. There are more options than ever before, so there’s no excuse for going weeks between aviation learning sessions, even if your formal flight lessons are canceled due to weather.
Learning to fly is really up to you as the student, and lessons are best viewed as periodic check-ins to fix mistakes and learn new skills. Self-directed learning like this takes commitment, so don’t wait for a time when nothing is going on to study; build it into your day-to-day life in a very intentional way. Get help from your spouse or friends if needed—this is a great way to have someone else keep you honest.
Remember why you’re doing it. If you’re learning to fly later in life, it’s probably because you want to have fun or achieve a lifelong dream, so stay focused on your ultimate goal. Sure, everyone has to pass the same FAA tests, but notice which parts you enjoy most and make sure you learn those skills. Is it about traveling to faraway places? Then make sure you’re really learning how to travel cross-country. Is it about fun flights in taildraggers to grass runways? Then don’t get too bogged down in the details of turbocharging systems and glass cockpits. You want to become a safe and confident pilot, but you also want to be ready for your unique mission after the checkride, whatever that might be. Communicate those goals to your flight instructor early on.
The differences in mindset between younger and older students don’t have to spell doom. In fact, there are some real advantages that come with maturity. Older adults are typically highly motivated and they often know themselves better, so they understand how to achieve their goals. They have other life experiences to draw on and more refined decision-making skills. Play to those strengths by customizing your training plan to fit your personality and by working smarter with your schedule.
You can teach an old dog new tricks. We see it every month in our flight school, and there’s no reason you can’t join the club.
https://media.flighttrainingcentral.com/wp-content/uploads/2020/04/05171111/flight-instructor-with-student-ground-lesson.jpg505900John Zimmermanhttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngJohn Zimmerman2024-05-31 08:55:252024-05-30 13:22:51Starting flight training later in life: some tips for success
Home flight simulation technology has made impressive leaps forward over the past 10 years. With Microsoft’s release of the latest version of their simulator program in late 2020 and Laminar Research finalizing testing on X-Plane 12 in early 2023, we finally have at-home flight simulation real enough to provide tangible benefits to those who are currently in flight training or already hold a pilot’s license. This realism does come with a warning: unstructured or “game” flying can detract from your actual flight lessons or skill set. Here are some things to consider when using a home simulator setup.
Hardware setup considerations – There are many choices to make to determine your home setup; Yoke, joystick, rudders, control panels, avionics, etc. The key to making this setup work is your comfort. Having a system that you feel comfortable working with is the best place to start. Keep in mind that some setups can get fairly expensive, and although this adds realism, it isn’t necessary to get the most basic learning functions out of the simulators. For those working with aircraft that use a standard yoke setup such as a Cessna Skyhawk or Piper Cherokee, we encourage yoke and rudder pedals as a basic equipment package to train with. If you’re training in a Diamond DA20 or the nostalgic Piper Cub, we recommend a flight stick and pedals.
Software choices – The Microsoft Flight Simulator program released in August of 2020 took the flight sim community by storm. In sixteen days the program logged one million unique users with over one billion (digital) miles flown. Microsoft’s user interface and ease of operation make it a phenomenal program for new simmers. If you are inclined to learn a more detailed program with added features, X-Plane 12 has a great reputation for flight simulation realism. The aerodynamics and avionics logic allow this program to run on a few Basic Aviation Training Devices (BATDs). There are many other programs available on the market that range from highly sophisticated to near game-only level. Regardless of your choice, learn what the program can and can’t do and carry that into your training. (For more, watch our MSFS 2020 overview, and X-Plane 12 overview)
Training structure – This is the largest piece to transform your simulator into a true training machine. There are several strategies (see below), but regardless of which method you choose, make sure that each time you approach your simulator you treat it as an airplane and not a toy. Each flight should have a specific objective or purpose in mind. By adhering to this level of structure, you are able to take the lessons learned in the simulation world and translate them to the actual aircraft.
Feedback – If you fly your simulator and then observe your performance, either with an automatic scoring/evaluation system built into some systems or with recording and replaying your flights, you can act as both student and examiner. While you are flying, it is easy to miss deviations in performance (altitude, airspeed, centerline tracking, etc.), but if you replay your flight, you can distance yourself from your performance and observe with an objective eye.
Realistic controls can make a big difference.
Earlier I mentioned training structure and different ideas of how to give your flying time structure while at home. Each system has its different options for reviewing your flying, but the best way to truly structure your training is to work from a syllabus designed for home simulator flying. Examples include a resource such as Scenario-Based Training with X-Plane and Microsoft Flight Simulator by Bruce Williams, or similar books and syllabi. These products are specifically designed to give you a purpose for your lesson at home, and allow the most amount of positive transfer of learning from simulator to aircraft. For additional training tips, click here.
In addition to these training products, sometimes the best resource for your home simulator is your flight instructor. Talk to your CFI and inform them that you have a home simulator and you want to make the best use of it by practicing your lessons at home to review and prepare for your in-aircraft lessons. Although CFIs have different views on how best to use home simulators, most instructors will support its use when using the procedures and techniques taught from the aircraft. It can be difficult to make a breakthrough while learning on your own, but keeping your skills sharp and practicing your homework between lessons will definitely accelerate those breakthroughs with your instructor in the airplane.
For those pilots who already hold a license, the structure used in the simulator world can be more relaxed, provided that you continue to use your in-aircraft procedures when flying your sim. I recommend pilots stay sharp by flying their home simulators like they fly their aircraft, including full checklist usage, simulated radio calls, and airport traffic procedures. Many pilots will use home simulators to remain instrument current with procedures and scan techniques, but basic VFR skills can also be kept sharp by the same process of practicing on the ground and then using the aircraft to fill in the “experience” gap. In particular, failures or emergency procedures that are not often practiced in flight can be very beneficial when exercised in the home simulator setup. Review your POH and emergency checklist for ideas to practice at home.
Instrument currency is an obvious item to practice at home for instrument pilots. The very nature of IFR flying dictates a procedure mentality instead of a feel/look mentality. Although approaches done on a non-certified system do not count towards the required FAA 61.57 recency of experience requirements, the act of practicing approaches can still be very beneficial to keep your IFR procedures sharp and your instrument scan from getting rusty.
I encourage students to run through a simulated flight using their own navigation, as opposed to just placing the aircraft already lined up on the final approach course and completing the final approach segment to the missed approach point. By running the simulation through from beginning to end, the instrument pilot is forced to set up radios, brief the full instrument procedure and contemplate a full instrument approach, including course reversal in some cases, as opposed to the easier vectors-to-final option. Don’t forget to simulate going missed and entering that hold to maintain your skills.
Flying in your simulator will not recreate the muscle memory and “feel” of flying the real aircraft, but your practice of procedures and techniques can be just as real at home as it is in the plane, making your next flight an even better experience.
https://media.flighttrainingcentral.com/wp-content/uploads/2015/03/31113646/b1908_scene_nick_web-4.jpg560560Chris McGoneglehttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngChris McGonegle2024-05-30 08:55:002024-05-30 13:21:15Home Simulator Flying and Flight Training
Ask a CFI: will I be tested on every item found in the ACS?
/in Tips and technique/by Flight Training Central StaffNo, the examiner has some discretion on what elements are evaluated.
The examiner has some discretion on what elements are evaluated.
The goal of the airman certification process is to ensure the applicant possesses the knowledge, ability to manage risks, and skill consistent with the privileges of the certificate. There is no requirement for an examiner to test every knowledge and risk management element in a Task to accomplish this goal; rather the evaluator has discretion to sample as needed to ensure the applicant’s mastery of that Task. The required minimum elements to be tested from each applicable Task include:
• any elements in which the applicant was shown to be deficient on the knowledge test, as applicable;
• at least one knowledge element;
• at least one risk management element; and
• all skill elements unless otherwise noted in the ACS.
Knowledge and risk management elements are primarily evaluated on the knowledge test. The evaluator administering the practical test also has the discretion to combine Tasks/elements as
appropriate to testing scenarios. If the Task includes a knowledge or risk element with sub-elements, the evaluator may choose the primary element and select at least one sub-element to satisfy the requirement.
Friday photo: Departure Runway 06 at Gastons (3M0), Lakeview Arkansas
/in Friday Photo/by Serrhel AdamsThe moment: Departure Runway 06 at Gastons (3M0)
The place: Lakeview, Arkansas
The pilot: Serrhel Adams
The aircraft: Cub Crafters X-Cub CC19-215
The memory: The Ozarks, with the hills, rivers, and lakes, have some of the most beautiful grass strips around. The long evenings of summer, makes it such a great location for a relaxing flight.
Want to share your Friday Photo? Send your photo and description (using the format above) to: [email protected]
“NORDO” – 5 tips for avoiding loss of communication
/in Tips and technique/by Eric RadtkeNORDO is defined as an aircraft that can’t or doesn’t communicate by radio.
“NORDO” is a term defined in FAA Order 7110.65 (a.k.a. Air Traffic Controller’s Handbook) as an aircraft that can’t or doesn’t communicate by radio. While the term can apply to an aircraft not certified with an electrical system (radio) or one that has suffered an equipment failure, it’s more commonly related to an inadvertent loss of communication. Whether a missed radio call/handoff, volume mishap, intercom snafu, or simply having flown out of transmitter range, the situation can have serious consequences especially on an IFR flight.
While I’m not able to support with scientific evidence, in my personal flying, it sure seems like I’m hearing more frequent occurrences of ATC searching for NORDO aircraft. This can be everything from repeated calls on an assigned frequency, open calls looking for aircraft on the emergency “guard” frequency (121.5), and direct requests for other aircraft to rebroadcast ATC transmissions to effectively extend transmitter range. Whether you’ve been witness to the same activity, or even caught up in a lost communication scenario, there’s likely additional steps we could be taking to cut down on the confusion, effort, and frequency congestion that results from the loss of communication.
Controllers are trained to use all appropriate means available to reestablish communications with NORDO aircraft.
Controllers are trained to use all appropriate means available to reestablish communications with NORDO aircraft. This can include using previously assigned frequencies, emergency frequencies, NAVAIDs, personal or company contact information provided in the flight plan, etc. But bear in mind, this effort takes time and resources and take controllers away from the task of working other air traffic. And in the case that communications have NOT been re-established with the suspect aircraft after just five minutes, the Controller’s Handbook indicates the controller should consider the pilot’s activity to be suspicious which would require a report to a supervisor and on up the chain of command.
While there is some discretion on when the five-minute clock may actually start, in the event that handoffs to other controlling sectors or facilities are missed, or other aircraft are forced to be diverted away from the NORDO aircraft, a report is most certainly forthcoming. The occurrence report may eventually make its way to the local FAA FSDO office who would have responsibility for investigating to determine whether a pilot deviation occurred. And the rest is not pleasant. An ounce of prevention is worth a pound of cure as they say, so consider these five tips to keep you out of communication jeopardy.
1. Listen up! Easier said than done with the myriad of distractions that can be found on the flight deck. From advanced avionics to streaming music to needy passengers, distractions lurk. Remember the primary task at hand and not only commit to your own sterile cockpit rules, but encourage your passengers to take an active role in listening up on frequency for your tail number which will also prompt them to quiet down during the communication exchange. All quiet? Check your volume, recheck your frequency, and be alert to the possibility of a stuck mic.
2. Mind the volume (and squelch). On a busy frequency while attempting to concentrate on another task, or simply enjoy some solitude, it’s easy to be tempted into turning down the volume. Is your music being interrupted by garble on a distant frequency or frequency bleed over? Maybe you’re tempted to close the squelch. Engaged in a deep conversation with your passenger or instructor? Another tempting moment for a quick volume adjustment. All of these scenarios, however, make you susceptible to lost communication. Avoid the temptations and make sure all aspects of your communication radios are set before takeoff and periodically checked while enroute.
3. Monitor guard. The standby radio is available for more than just a backup or obtaining your IFR clearance. If you’re not already in the habit, always monitor the emergency frequency. 121.5 or “guard” is generally the first alternate frequency ATC will use in attempting to contact a NORDO aircraft. Further, if all pilots dutifully monitored guard, we’d have the opportunity to pick up an ELT broadcast, another aircraft in distress, and even help other pilots locate the appropriate frequency. As soon as you’ve left the terminal environment, tune in 121.5, monitor comm 2 through the intercom, and make sure that volume is up.
4. Ask for a radio check. Has the frequency gone mysteriously quiet? While a quiet frequency is not uncommon, if the change was abrupt, that’s a warning sign of a communication issue. Even on a quite frequency, if the silence continues for an extended period (5-10 minutes perhaps), a radio check may be in order. ATC would rather respond to a radio check than track down a NORDO aircraft, so error on the side of caution. Another option in advance of a radio check, or in concert, is to open the squelch on your radio to ensure range is not the issue. And then check using your backup comm radio. If range is suspected, likely there is another transmitter the controller has access to and you may ask for an alternate frequency or move to the step of locating an alternate frequency.
5. Anticipate frequencies. If you’re accustom to flying the same routes, you may have many of the communication frequencies memorized, but many of our modern, installed navigators are equipped with frequencies that you may attempt. Additionally, the enroute chart, chart supplement (A/FD) can be used to locate frequencies. Focus more on establishing contact with a facility (any facility) as opposed to the correct frequency. Timeliness in reestablishing communication is critical. Tools that controllers have at their disposal should make it reasonably easy to identify your correct frequency assignment or at least make a reasonable suggestion based on location.
Why I fly
/in Having fun, Personal stories/by Charlie MastersWhy do I fly those little planes anyway?
They asked wouldn’t I rather ride in a big airliner,
Or use my money to buy an RV and maybe hire a driver?
So it made me ponder,
Why do I choose to sit in a seat in the sky way up yonder?
Well there are many reasons as my list I begin,
Too many to count, but here is my top ten.
To get from here to there
No orange barrels or blue lights will I see.
My number 10 reason?
To get from point A to point B!
Smooth water landing on a lake,
Dropping anchor, wetting a line.
My seaplane certificate is lots of fun,
And my reason number nine.
Is reason number eight.
It’s probably easier for skinny people
Than someone my weight!
Number 7? “Yeah, I’m a pilot”
I told the girl in the bar.
Now we are married
A pilot’s license can take you that far!
I have learned problem solving,
Getting me and the airplane out of a fix.
I use those skills every day,
So that is reason number six.
Going out to hone skills – that’s fun!
And might someday save my life.
Those maneuvers take practice
And as controllers say – that’s number “fife.”
Need I say more?
The world’s biggest airshow
Is reason number four.
To feel like a bird
Flying high and free.
Phonetically speaking
That is reason number “tree”!
For why I’m a fan.
It is said the time spent flying
Is not deducted from my lifespan.
Looking at the ground from the sky
Has changed me forever I’ve found.
And is the number one reason I fly,
As I look at the sky from the ground.
Starting flight training later in life: some tips for success
/in Get Started, Tips and technique/by John ZimmermanAs we get older, most of us get worse at being a student—no matter what the subject. The first 20 years of life are filled with classes, tests, and homework, so we’re used to absorbing new information and occasionally stumbling on our path to mastery. The typical 45-65 year old, on the other hand, likely hasn’t been in a formal educational setting in a long time. It can feel uncomfortable or even embarrassing to make a mistake or confess, “I don’t know.” After all, you’re used to being the expert.
This difference in mindset has been reinforced for me recently, as I’ve become a student again, this time of music. After years of thinking about it, I finally took up the violin. Much like flying, this process has been exciting, challenging, occasionally frustrating, but mostly very satisfying. I’ve kept a learning journal (a trick I learned from flight training, of course), and in reviewing this, I noticed some lessons that apply to any later-in-life student.
So if you’re considering learning to fly after your 40th birthday (or your 60th—you really aren’t too old to start), remember these tips.
Don’t hesitate to ask questions even if it feels awkward.
Don’t be afraid to ask questions. If you’re a successful engineer, doctor, or teacher, you are used to knowing the answers and leading the discussion. This might make you nervous about asking questions of your instructor, especially if they are younger than you (which is often the case in aviation). Ignore those nerves and ask away, even if you think you’ll sound stupid.
This is easier said than done, but I found it helpful to tell my violin teacher up front: “I’m going to ask a ton of questions, some of which may sound ridiculous; I hope you’ll appreciate my willingness to learn.” This set the tone early and has yielded great results. Most instructors love a curious student.
So if you’re wondering what the heck a magneto is or why there’s no Class F airspace, don’t hold back. Don’t assume it doesn’t matter. Don’t assume every other student pilot knows these topics better than you do. Have the curiosity of a first grader, and keep asking questions.
Don’t get frustrated. Learning to fly isn’t easy, but it’s not supposed to be—that’s why it’s so rewarding when you earn that certificate. Acknowledge up front that you will have both good and bad days during training, and don’t beat yourself up after every mistake. I like to take a two week moving average of my performance, which prevents me from getting too high after a great lesson or too low after a really bad one.
If you feel like you’re in a rut, and that two week moving average isn’t good, by all means talk to your instructor. Don’t be afraid to mix things up if the current plan isn’t working, but don’t expect perfection. You may be used to success, but one of the great lessons of flight training is to remain humble and never get too comfortable. That’s not failure, that’s growth.
Invest in the instructor relationship. One-on-one learning depends on the student and instructor much more than the textbook or the technology. That doesn’t mean you have to be best friends with your CFI, but don’t be purely transactional. You should take a few moments to understand who they are as a person: what is their teaching style, their likes and dislikes, and their unique style? Do your part as the student to share your personality and your learning preferences. If you both understand each other and work on the learning process as a partnership, you’ll learn more, be more efficient, and have more fun.
Your most important learning happens in between lessons, without an instructor there, so be diligent about carving out time for regular studying.
Have a plan to always be studying or practicing. Here’s one I have learned time and time again with music, and it’s every bit as true for aviation. Your most important learning happens in between lessons, without an instructor there, so be diligent about carving out time for regular studying. Whether it’s watching videos online, reading the FAA textbooks, replaying your most recent flight with an app, or flying a simulator at home, you should try to do something aviation-related every 2-3 days. There are more options than ever before, so there’s no excuse for going weeks between aviation learning sessions, even if your formal flight lessons are canceled due to weather.
Learning to fly is really up to you as the student, and lessons are best viewed as periodic check-ins to fix mistakes and learn new skills. Self-directed learning like this takes commitment, so don’t wait for a time when nothing is going on to study; build it into your day-to-day life in a very intentional way. Get help from your spouse or friends if needed—this is a great way to have someone else keep you honest.
Remember why you’re doing it. If you’re learning to fly later in life, it’s probably because you want to have fun or achieve a lifelong dream, so stay focused on your ultimate goal. Sure, everyone has to pass the same FAA tests, but notice which parts you enjoy most and make sure you learn those skills. Is it about traveling to faraway places? Then make sure you’re really learning how to travel cross-country. Is it about fun flights in taildraggers to grass runways? Then don’t get too bogged down in the details of turbocharging systems and glass cockpits. You want to become a safe and confident pilot, but you also want to be ready for your unique mission after the checkride, whatever that might be. Communicate those goals to your flight instructor early on.
The differences in mindset between younger and older students don’t have to spell doom. In fact, there are some real advantages that come with maturity. Older adults are typically highly motivated and they often know themselves better, so they understand how to achieve their goals. They have other life experiences to draw on and more refined decision-making skills. Play to those strengths by customizing your training plan to fit your personality and by working smarter with your schedule.
You can teach an old dog new tricks. We see it every month in our flight school, and there’s no reason you can’t join the club.
Home Simulator Flying and Flight Training
/in Tips and technique/by Chris McGonegleHome flight simulation technology has made impressive leaps forward over the past 10 years. With Microsoft’s release of the latest version of their simulator program in late 2020 and Laminar Research finalizing testing on X-Plane 12 in early 2023, we finally have at-home flight simulation real enough to provide tangible benefits to those who are currently in flight training or already hold a pilot’s license. This realism does come with a warning: unstructured or “game” flying can detract from your actual flight lessons or skill set. Here are some things to consider when using a home simulator setup.
Realistic controls can make a big difference.
Earlier I mentioned training structure and different ideas of how to give your flying time structure while at home. Each system has its different options for reviewing your flying, but the best way to truly structure your training is to work from a syllabus designed for home simulator flying. Examples include a resource such as Scenario-Based Training with X-Plane and Microsoft Flight Simulator by Bruce Williams, or similar books and syllabi. These products are specifically designed to give you a purpose for your lesson at home, and allow the most amount of positive transfer of learning from simulator to aircraft. For additional training tips, click here.
In addition to these training products, sometimes the best resource for your home simulator is your flight instructor. Talk to your CFI and inform them that you have a home simulator and you want to make the best use of it by practicing your lessons at home to review and prepare for your in-aircraft lessons. Although CFIs have different views on how best to use home simulators, most instructors will support its use when using the procedures and techniques taught from the aircraft. It can be difficult to make a breakthrough while learning on your own, but keeping your skills sharp and practicing your homework between lessons will definitely accelerate those breakthroughs with your instructor in the airplane.
For those pilots who already hold a license, the structure used in the simulator world can be more relaxed, provided that you continue to use your in-aircraft procedures when flying your sim. I recommend pilots stay sharp by flying their home simulators like they fly their aircraft, including full checklist usage, simulated radio calls, and airport traffic procedures. Many pilots will use home simulators to remain instrument current with procedures and scan techniques, but basic VFR skills can also be kept sharp by the same process of practicing on the ground and then using the aircraft to fill in the “experience” gap. In particular, failures or emergency procedures that are not often practiced in flight can be very beneficial when exercised in the home simulator setup. Review your POH and emergency checklist for ideas to practice at home.
Instrument currency is an obvious item to practice at home for instrument pilots. The very nature of IFR flying dictates a procedure mentality instead of a feel/look mentality. Although approaches done on a non-certified system do not count towards the required FAA 61.57 recency of experience requirements, the act of practicing approaches can still be very beneficial to keep your IFR procedures sharp and your instrument scan from getting rusty.
I encourage students to run through a simulated flight using their own navigation, as opposed to just placing the aircraft already lined up on the final approach course and completing the final approach segment to the missed approach point. By running the simulation through from beginning to end, the instrument pilot is forced to set up radios, brief the full instrument procedure and contemplate a full instrument approach, including course reversal in some cases, as opposed to the easier vectors-to-final option. Don’t forget to simulate going missed and entering that hold to maintain your skills.
Flying in your simulator will not recreate the muscle memory and “feel” of flying the real aircraft, but your practice of procedures and techniques can be just as real at home as it is in the plane, making your next flight an even better experience.