Flight simulators have exploded in popularity over the last year. With new software options, impressive flight controls, and EFB app integration, it has never been easier to use a home flight simulator for real training (in addition to fun). In this fast-paced webinar, Chris McGonegle, a commercial pilot and Sporty’s flight simulator expert, will discuss how to use simulators effectively and how to avoid making mistakes that will degrade your flying skills.
He also reviews the most popular hardware options for a home flight simulator and discusses the new Microsoft Flight Simulator program. If you’re thinking about buying a flight simulator, but aren’t sure where to start, this webinar is for you.
Most pilots would rate takeoffs and landings as the most exciting part of every flight. This is also when things are busiest, as you navigate the traffic pattern and operate in a high-density traffic area. Fortunately, the traffic flow is standardized at airports to ensure all the aircraft transitioning to and from the active runway are on the same page and know where to look when making position reports. Here are some tips to help you better understand the flow of traffic to help get you on the ground safely at the end of each flight.
1. Runway Numbers
Determining the active runway, especially at a pilot-controlled field, is the best place to start. It’s important to remember that the runway numbers indicate the runway’s magnetic direction rounded to the nearest 10 and then dropping the last zero. As an example, Runway 36 may have a magnetic direction of 356.
Plan ahead and be familiar with the most likely landing direction before you arrive at the destination airport. Understanding the runway numbers will allow you to plan the best arrival path based on the current winds. A well-planned and stabilized approach will set you up for a smooth landing.
2. Communicate
About ten miles out from an airport without an operating control tower call on the common traffic advisory frequency (CTAF) and announce your plan to land and request an airport advisory. It’s called an advisory since they cannot clear you to land. You may not get a reply since the person attending the UNICOM may be busy doing other things. Call anyway because it alerts other aircraft in the area of your position and intentions.
Additional calls are made as the pattern is entered and on each subsequent leg of the pattern. End each transmission with the name of the airport you are located as the frequency may be shared with other local airports.
Call the tower at a controlled airport from the same ten-mile distance out. The controller will assign an entry into the traffic pattern, a landing runway, and where to make the next radio call. The pattern entry is up to the controller and may be right or left downwind, or base leg or even a straight-in final approach.
3. Pattern Entry
If not otherwise specified (see the sectional chart or the Chart Supplement), always use left-hand turns in the traffic pattern. The recommended entry position to an airport traffic pattern is to enter 45° at the midpoint of the downwind leg at traffic pattern altitude. The recommended traffic pattern altitude traffic pattern altitudes for propeller-driven aircraft is 1,000 feet above ground level (AGL).
Refer to the airport data block on the sectional chart to determine if the airport has a non-standard traffic pattern. The letters “RP” will indicate a right-hand traffic pattern for a specific runway.
There are several ways to enter the pattern if you’re coming from the upwind leg side of the airport. One method of entry from the opposite side of the pattern is to announce your intentions and cross over midfield at 500 feet above pattern altitude or higher, which would be 1,500’ AGL at most airports. When well clear of the pattern, approximately 2 miles, scan carefully for traffic, descend to pattern altitude, then turn right to enter at 45° to the downwind leg at midfield.
If the pattern is not busy, an alternate method is to enter on a midfield crosswind at pattern altitude, carefully scan for traffic, and then turn downwind. When using this method, always remember to give way to aircraft on the preferred 45° entry and to aircraft already established on downwind.
4. Glidepath
Many runways have visual glide slope indicators to help pilots during landing approaches. VASI, or visual approach slope indicator, is a lighting system that provides visual descent information to a runway.
Two bar VASI’s can be seen from about 3 to 5 miles during the day and up to 20 miles at night. Unless required for obstruction clearance, all visual glide slope indicators are set to provide a visual glide path 3 degrees to the horizontal. The most commonly installed VASI comprises two near and far bars alongside the runway. The basis of VASI is simply identifying the color difference between red and white. You see either red or white from either bar, depending on height.
If you see white, you are above the glide path and will touch down after passing abeam of that bar. If you see red, you are below the glidepath and will touch down before passing abeam of that bar. Since the goal is to touch down between the near bar and the far bar, some pilots remember proper orientation with VASI by using the phrase, “If you see red over white, you are all right.” This means you are on the proper glide path.
A system with all light units installed in a single row is called a precision approach path indicator or PAPI for short. Just like the VASI, you’re shooting for a combination of red and white. If both lights are white, you’re too high. If you see all red, you’re too low.
Learn more about how VASI and PAPI light systems work with this interactive simulator, courtesy of Sporty’s Learn to Fly Course:
5. Departure Procedure
After takeoff and upon reaching pattern altitude at a point clear of the airport boundary, depart either straight out or on a 45° ground track in the direction of the traffic pattern, or as instructed by ATC. Continue to climb and maintain the ground track until well clear of the pattern traffic, at least 1.5 miles. Set pitch and power once established at pattern or cruise altitude, as appropriate.
For operations in the traffic pattern, begin the turn to the crosswind leg at an altitude not less than 300’ below pattern altitude and at a point clear of the airport boundary, or as other traffic dictates.
The place: Near Cincinnati Lunken Airport (KLUK), Cincinnati, OH
The aircraft: Cessna 182
The pilot: anonymous
The memory: Only a week from Daylight Saving Time, I decided to get out for a night flight before it’s more difficult to do after the time change. I love the sunsets, but looking forward for more daytime flying opportunities for the spring and summer!
Want to share your “Friday Photo” of your solo or checkride moment? Send your photo and description (using the format above) to: [email protected]
The magnetic compass is the only “self-powered”, north-seeking instrument in the panel and you’ll find one in just about every airplane. It’s not a perfect instrument though and has some inherent errors due to its design and construction. This week’s tip takes a look at when you’re most likely to experience these errors and how to compensate for them should you ever need to rely on the compass for primary navigation guidance.
In the latest episode of the Pilot Minute video series, the FAA’s Federal Air Surgeon, Dr. Susan Northrup, covers internal and external factors affecting G-force induced loss of consciousness, or G-LOC, and how pilots can assess their readiness and tolerance using the preflight I’M SAFE personal checklist.
For more information on G-force tolerance and countermeasures, see the recently updated Acceleration in Aviation: G-Force aeromedical brochure.
I recently earned a new type rating. This particular airplane happens to be the most popular in its super-midsized class which means the training program is in high demand and has to be scheduled well in advance. It also means the training is not inexpensive – a simple matter of supply and demand.
Training for a type rating has to be conducted as part of an FAA-approved curriculum and is traditionally provided by either an exclusive training provider supported by the aircraft manufacturer or by a few select training providers who specialize in type rating training and that conduct the training in large, full motion flight simulators. Flight simulators offer a number of distinct advantages including a safe, controlled environment that can always be tailored to the training scenario while offering an impressive level of realism.
If you’re pursing an airline track, most of the regional and legacy airlines conduct their own training at their own facilities, but the process is relatively the same.
In the United States, a type rating is required to act as pilot in command of any aircraft that exceeds 12,500 pounds maximum takeoff weight and also for all jet aircraft. And while those outside of the aviation industry may be surprised that a pilot could become a certified specialist on a particular aircraft by flying only a simulator, it’s important to understand that certification requirements for the simulators require it look, feel and act like the real airplane down to the finest details. And if it happens to be your first type rating, there are additional requirements to obtain supervised operating experience in the actual airplane.
What is it like?
The training center I attended is not located on an airport because remember, I’m training in a simulator, not the airplane. It’s common for the training centers to be located near airports for ease of travel as pilots will travel from around the world for this specialty training. The training center had modern classrooms, a variety of amenities to make the stay comfortable, and support resources to provide the best opportunity for your success.
Preparation for the type rating begins well in advance of showing up at the door. The top providers all make use of dedicated apps that deliver manuals, checklists, training videos and more so that you’re ready to hit the ground running on the first day. Did I mention the training is expensive and in high demand!? It’s important to lean as much as you can on your own so as to not fall behind. The curriculum offers very little time to catch up. My training was scheduled for just over two weeks with only one day off. Each evening outside of class is usually a quick review, preparation for the next day, and ensuring you have the aircraft limitations and memory items down cold.
Ground school
Type rating training begins with an intense multi-day ground school. The duration depends on the complexity of the airplane. In the case of my training program, ground school was seven consecutive, eight-hour days in which we explored several aircraft systems each day with one day dedicated to aircraft performance. Recall, you’re becoming a certified expert on this particular airplane so you’re expected to have a thorough understanding of each system, how to manage abnormalities with each system, and how the systems interact. And most important, you’re expected to know the limitations associated with each system – the same way in which you’re expected to know any limitations associated with your Cessna, Cirrus or Piper that you may be flying.
At the conclusion of ground school, you’re tested on your overall systems knowledge. In my case, it was a fifty-question multiple choice test. The training had me and my nine classmates well-prepared for the test.
Systems integration and procedures
Systems integration is a phase of training that, in some cases is delivered as a stand-alone module, but in my case, was delivered as a supplement to ground school. Some programs refer to this module as procedures training, but in either case, in this phase, you’re typically in some type of training device – either a cockpit mockup or even the in the actual flight simulator with no movement or motion. The level of sophistication of procedures trainers can vary, but the more modern trainers have full functioning flight decks, instrument and navigation systems, so that you can become acquainted with the layout. This is also the phase where you rehearse checklists and flight deck flows so that when you transition to simulator training, you can focus more on flying skills and less about locating switches.
Simulator training
Now it’s time to climb in the full motion flight simulator – either hydraulic or electrically powered. I felt reasonably comfortable climbing into the flight deck even for the first simulator session given the hours on the procedures trainer learning the layout and checklist convention. It’s not uncommon for full motion flight simulators to be worth as much as the actual airplane so you want to make the most efficient use of your simulator time.
My simulator training consisted of six sessions with a partner also enrolled in the same training program. Each lesson is scheduled for four hours in duration – two hours as the pilot flying and two hours as the pilot monitoring (from the right seat). The final exam or checkride will test your ability to execute both jobs in the flight deck as that is what the type rating qualifies you to perform.
The simulator training lessons are common in most type rating programs in that you’ll begin with airwork – stalls and steep turns – and get to experience the airplane at different ends of the performance spectrum. This will include cold weather operations as well as hot and heavy scenarios in which performance is degraded and some experience with the airplane at high altitudes and the busy terminal environment with departures, arrivals and instrument approaches to ensure the aircraft automation and navigation systems can be managed effectively.
While the modern simulators are capable of recreating day or night conditions and any type of weather, much of the training is conducted in simulated night conditions as that is typically more challenging.
Checkride day
It’s never pleasant to have someone looking over your shoulder evaluating your every move, but the cliché is true – if you’ve been successful in the training program and met the completion standards and objectives, checkride day should be a non-event. And fortunately, in my case, it was. The oral exam was primarily focused on aircraft limitations and memory items required by the checklist. Sound familiar? It should because this should also be the expectation for any aircraft you fly whether it’s a Cessna Skyhawk or a Boeing 737.
The oral exam discussion on aircraft limitations and checkilist memory items inevitably leads into more in-depth discussions on the various aircraft systems. For example, if you’re asked what happens if you have an indication of a fire on the aircraft, you’re of course expected to know how to respond and follow the aircraft checklist, but also understand what affects accomplishing the checklist will have on the airplane. What resources will you then have to get the airplane down for a safe landing and ensure the safety of all onboard.
As has always been my experience, the examiner is not out to trick you, but rather confirm you are capable of commanding the aircraft and affecting a safe outcome for any abnormality that could arise. And the same could be said for the flight portion of the checkride.
The checkride flight consisted of the airwork, emergencies and multiple instrument approaches to the John F. Kennedy International Airport (JFK) in New York (the magic of simulation). Because of the high-demand for simulator training, this particular device operates 20 hours per day. Thankfully my checkride was scheduled during the hours that I would normally be awake, but that’s never guaranteed.
I can’t wait to get my hands on the real airplane!
https://media.flighttrainingcentral.com/wp-content/uploads/2018/11/05173220/simulator-flight-deck.jpg14722208Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2022-04-04 10:00:022022-04-03 12:15:00Earning a type rating
Webinar video: Flight Simulators 101 – Tips for Microsoft, X-Plane, Honeycomb, and more
/in Webinars/by Eric RadtkeFlight simulators have exploded in popularity over the last year. With new software options, impressive flight controls, and EFB app integration, it has never been easier to use a home flight simulator for real training (in addition to fun). In this fast-paced webinar, Chris McGonegle, a commercial pilot and Sporty’s flight simulator expert, will discuss how to use simulators effectively and how to avoid making mistakes that will degrade your flying skills.
He also reviews the most popular hardware options for a home flight simulator and discusses the new Microsoft Flight Simulator program. If you’re thinking about buying a flight simulator, but aren’t sure where to start, this webinar is for you.
And be sure to sign up for Sporty’s flight sim newsletter at https://www.sportys.com/blog/flight-simulator-central/.
5 Tips For Flying The Traffic Pattern
/in Tips and technique/by Chris ClarkeMost pilots would rate takeoffs and landings as the most exciting part of every flight. This is also when things are busiest, as you navigate the traffic pattern and operate in a high-density traffic area. Fortunately, the traffic flow is standardized at airports to ensure all the aircraft transitioning to and from the active runway are on the same page and know where to look when making position reports. Here are some tips to help you better understand the flow of traffic to help get you on the ground safely at the end of each flight.
1. Runway Numbers
Determining the active runway, especially at a pilot-controlled field, is the best place to start. It’s important to remember that the runway numbers indicate the runway’s magnetic direction rounded to the nearest 10 and then dropping the last zero. As an example, Runway 36 may have a magnetic direction of 356.
Plan ahead and be familiar with the most likely landing direction before you arrive at the destination airport. Understanding the runway numbers will allow you to plan the best arrival path based on the current winds. A well-planned and stabilized approach will set you up for a smooth landing.
2. Communicate
About ten miles out from an airport without an operating control tower call on the common traffic advisory frequency (CTAF) and announce your plan to land and request an airport advisory. It’s called an advisory since they cannot clear you to land. You may not get a reply since the person attending the UNICOM may be busy doing other things. Call anyway because it alerts other aircraft in the area of your position and intentions.
Additional calls are made as the pattern is entered and on each subsequent leg of the pattern. End each transmission with the name of the airport you are located as the frequency may be shared with other local airports.
Call the tower at a controlled airport from the same ten-mile distance out. The controller will assign an entry into the traffic pattern, a landing runway, and where to make the next radio call. The pattern entry is up to the controller and may be right or left downwind, or base leg or even a straight-in final approach.
3. Pattern Entry
If not otherwise specified (see the sectional chart or the Chart Supplement), always use left-hand turns in the traffic pattern. The recommended entry position to an airport traffic pattern is to enter 45° at the midpoint of the downwind leg at traffic pattern altitude. The recommended traffic pattern altitude traffic pattern altitudes for propeller-driven aircraft is 1,000 feet above ground level (AGL).
Refer to the airport data block on the sectional chart to determine if the airport has a non-standard traffic pattern. The letters “RP” will indicate a right-hand traffic pattern for a specific runway.
There are several ways to enter the pattern if you’re coming from the upwind leg side of the airport. One method of entry from the opposite side of the pattern is to announce your intentions and cross over midfield at 500 feet above pattern altitude or higher, which would be 1,500’ AGL at most airports. When well clear of the pattern, approximately 2 miles, scan carefully for traffic, descend to pattern altitude, then turn right to enter at 45° to the downwind leg at midfield.
If the pattern is not busy, an alternate method is to enter on a midfield crosswind at pattern altitude, carefully scan for traffic, and then turn downwind. When using this method, always remember to give way to aircraft on the preferred 45° entry and to aircraft already established on downwind.
4. Glidepath
Many runways have visual glide slope indicators to help pilots during landing approaches. VASI, or visual approach slope indicator, is a lighting system that provides visual descent information to a runway.
Two bar VASI’s can be seen from about 3 to 5 miles during the day and up to 20 miles at night. Unless required for obstruction clearance, all visual glide slope indicators are set to provide a visual glide path 3 degrees to the horizontal. The most commonly installed VASI comprises two near and far bars alongside the runway. The basis of VASI is simply identifying the color difference between red and white. You see either red or white from either bar, depending on height.
If you see white, you are above the glide path and will touch down after passing abeam of that bar. If you see red, you are below the glidepath and will touch down before passing abeam of that bar. Since the goal is to touch down between the near bar and the far bar, some pilots remember proper orientation with VASI by using the phrase, “If you see red over white, you are all right.” This means you are on the proper glide path.
A system with all light units installed in a single row is called a precision approach path indicator or PAPI for short. Just like the VASI, you’re shooting for a combination of red and white. If both lights are white, you’re too high. If you see all red, you’re too low.
Learn more about how VASI and PAPI light systems work with this interactive simulator, courtesy of Sporty’s Learn to Fly Course:
5. Departure Procedure
After takeoff and upon reaching pattern altitude at a point clear of the airport boundary, depart either straight out or on a 45° ground track in the direction of the traffic pattern, or as instructed by ATC. Continue to climb and maintain the ground track until well clear of the pattern traffic, at least 1.5 miles. Set pitch and power once established at pattern or cruise altitude, as appropriate.
Check out more great training content like this in Sporty’s 2023 Learn to Fly Course
Friday Photo: sunset flight
/in Friday Photo/by Eric RadtkeThe moment: sunset flight
The place: Near Cincinnati Lunken Airport (KLUK), Cincinnati, OH
The aircraft: Cessna 182
The pilot: anonymous
The memory: Only a week from Daylight Saving Time, I decided to get out for a night flight before it’s more difficult to do after the time change. I love the sunsets, but looking forward for more daytime flying opportunities for the spring and summer!
Want to share your “Friday Photo” of your solo or checkride moment? Send your photo and description (using the format above) to: [email protected]
Video tip: magnetic compass errors
/in Video Tips/by Bret KoebbeThe magnetic compass is the only “self-powered”, north-seeking instrument in the panel and you’ll find one in just about every airplane. It’s not a perfect instrument though and has some inherent errors due to its design and construction. This week’s tip takes a look at when you’re most likely to experience these errors and how to compensate for them should you ever need to rely on the compass for primary navigation guidance.
The video clip is from Sporty’s 2022 Learn to Fly Course
Pilot Minute Video: Acceleration Tolerance
/in Tips and technique/by Eric RadtkeIn the latest episode of the Pilot Minute video series, the FAA’s Federal Air Surgeon, Dr. Susan Northrup, covers internal and external factors affecting G-force induced loss of consciousness, or G-LOC, and how pilots can assess their readiness and tolerance using the preflight I’M SAFE personal checklist.
For more information on G-force tolerance and countermeasures, see the recently updated Acceleration in Aviation: G-Force aeromedical brochure.
Earning a type rating
/in Career/by Eric RadtkeTraining for a type rating has to be conducted as part of an FAA-approved curriculum and is traditionally provided by either an exclusive training provider supported by the aircraft manufacturer or by a few select training providers who specialize in type rating training and that conduct the training in large, full motion flight simulators. Flight simulators offer a number of distinct advantages including a safe, controlled environment that can always be tailored to the training scenario while offering an impressive level of realism.
In the United States, a type rating is required to act as pilot in command of any aircraft that exceeds 12,500 pounds maximum takeoff weight and also for all jet aircraft. And while those outside of the aviation industry may be surprised that a pilot could become a certified specialist on a particular aircraft by flying only a simulator, it’s important to understand that certification requirements for the simulators require it look, feel and act like the real airplane down to the finest details. And if it happens to be your first type rating, there are additional requirements to obtain supervised operating experience in the actual airplane.
What is it like?
The training center I attended is not located on an airport because remember, I’m training in a simulator, not the airplane. It’s common for the training centers to be located near airports for ease of travel as pilots will travel from around the world for this specialty training. The training center had modern classrooms, a variety of amenities to make the stay comfortable, and support resources to provide the best opportunity for your success.
Preparation for the type rating begins well in advance of showing up at the door. The top providers all make use of dedicated apps that deliver manuals, checklists, training videos and more so that you’re ready to hit the ground running on the first day. Did I mention the training is expensive and in high demand!? It’s important to lean as much as you can on your own so as to not fall behind. The curriculum offers very little time to catch up. My training was scheduled for just over two weeks with only one day off. Each evening outside of class is usually a quick review, preparation for the next day, and ensuring you have the aircraft limitations and memory items down cold.
Ground school
At the conclusion of ground school, you’re tested on your overall systems knowledge. In my case, it was a fifty-question multiple choice test. The training had me and my nine classmates well-prepared for the test.
Systems integration and procedures
Systems integration is a phase of training that, in some cases is delivered as a stand-alone module, but in my case, was delivered as a supplement to ground school. Some programs refer to this module as procedures training, but in either case, in this phase, you’re typically in some type of training device – either a cockpit mockup or even the in the actual flight simulator with no movement or motion. The level of sophistication of procedures trainers can vary, but the more modern trainers have full functioning flight decks, instrument and navigation systems, so that you can become acquainted with the layout. This is also the phase where you rehearse checklists and flight deck flows so that when you transition to simulator training, you can focus more on flying skills and less about locating switches.
Simulator training
My simulator training consisted of six sessions with a partner also enrolled in the same training program. Each lesson is scheduled for four hours in duration – two hours as the pilot flying and two hours as the pilot monitoring (from the right seat). The final exam or checkride will test your ability to execute both jobs in the flight deck as that is what the type rating qualifies you to perform.
The simulator training lessons are common in most type rating programs in that you’ll begin with airwork – stalls and steep turns – and get to experience the airplane at different ends of the performance spectrum. This will include cold weather operations as well as hot and heavy scenarios in which performance is degraded and some experience with the airplane at high altitudes and the busy terminal environment with departures, arrivals and instrument approaches to ensure the aircraft automation and navigation systems can be managed effectively.
While the modern simulators are capable of recreating day or night conditions and any type of weather, much of the training is conducted in simulated night conditions as that is typically more challenging.
Checkride day
It’s never pleasant to have someone looking over your shoulder evaluating your every move, but the cliché is true – if you’ve been successful in the training program and met the completion standards and objectives, checkride day should be a non-event. And fortunately, in my case, it was. The oral exam was primarily focused on aircraft limitations and memory items required by the checklist. Sound familiar? It should because this should also be the expectation for any aircraft you fly whether it’s a Cessna Skyhawk or a Boeing 737.
The oral exam discussion on aircraft limitations and checkilist memory items inevitably leads into more in-depth discussions on the various aircraft systems. For example, if you’re asked what happens if you have an indication of a fire on the aircraft, you’re of course expected to know how to respond and follow the aircraft checklist, but also understand what affects accomplishing the checklist will have on the airplane. What resources will you then have to get the airplane down for a safe landing and ensure the safety of all onboard.
As has always been my experience, the examiner is not out to trick you, but rather confirm you are capable of commanding the aircraft and affecting a safe outcome for any abnormality that could arise. And the same could be said for the flight portion of the checkride.
The checkride flight consisted of the airwork, emergencies and multiple instrument approaches to the John F. Kennedy International Airport (JFK) in New York (the magic of simulation). Because of the high-demand for simulator training, this particular device operates 20 hours per day. Thankfully my checkride was scheduled during the hours that I would normally be awake, but that’s never guaranteed.
I can’t wait to get my hands on the real airplane!