As a student pilot, you will need a Student Pilot Certificate at some point during your flight training program. When you will need the student certificate will vary based upon the type of training that you are doing.
You may also need an FAA Medical Certificate. The type of medical certificate you should obtain, if you should obtain one at all, depends on your flight training goals.
Your Student Pilot Certificate
You will need a Student Pilot Certificate before your first solo; that wondrous time when your instructor has enough confidence in your ability to get out of the airplane and send you off by yourself. When training under the general rules for flight training, often referred to as “Part 61 training,” you can obtain the certificate at any time prior to the solo.
If you are training under the more formalized rules for flight schools, referred to as “Part 141 training,” you must obtain your Student Pilot Certificate prior to enrolling in the flight curriculum for a Recreational certificate program or before enrolling in the solo flight phase of a Private pilot certification course. Essentially, you need the Student Pilot Certificate before you can start a Recreational program and early in a Private program under 141.
Your Student Pilot Certificate is a standalone document that must be obtained using the FAA’s Integrated Airman Certification and Rating Application (IACRA) system and through the assistance of the local FAA office (Flight Standards District Office or FSDO), a Designated Pilot Examiner (DPE), an Airman Certification Representative (ACR) associated with a part 141 pilot school, or your own Certified Flight Instructor (CFI).
Before you meet with any of these individuals, you can and should go to IACRA to register and start the application process.
Go to https://iacra.faa.gov and click the “Register” link near the upper right corner of the page.
Select “Applicant” on the next page then review the Terms of Service (TOS) and click the “Agree to TOS and Continue>>” button to move on.
Fill out your IACRA – User Profile Information as accurately as possible. It will be helpful if your name information closely matches the name on your photo id. Leave the “Airman Certificate Number” and “Date of Issuance” fields blank. Many pilots select “Do Not Use” regarding their social security number but this is up to you.
After registering, login with your new credentials.
Click the “Start New Application” button.
The Application Type will be “Pilot” and the Pilot Certifications will be “Student Pilot.” Click the Start Application button.
Fill in the information the Personal Information section and click the Save & Continue button.
Submit the application and make an appointment with your instructor or another authorized individual.
When the time comes to meet for verification purposes, be sure to bring your unexpired driver’s license, passport, or other acceptable photo id to your meeting. You must apply in person with the authorized individual. Good instructors will likely do this free of charge as a part of their service to their clients provided that the clients take care of their part of IACRA before meeting for verification.
Student Pilot Certificates acquired under this process do not expire.
Your FAA Medical Certificate and Alternatives
The pursuit of most pilot certificates will require you to obtain and hold an FAA Medical Certificate prior to flying solo.
If you are pursuing a Sport Pilot Certificate and will only be flying solo in a Light Sport Airplane, you may be able to use your valid driver’s license as a testament to your acceptable health. To exercise the option of using your driver’s license in place an FAA Medical Certificate, you must not have failed your most recent attempt at an FAA Medical Certificate or be under a medical suspension. If you have never attempted to obtain an FAA Medical Certificate or you allowed your most recent medical to expire, the valid driver’s license may be an option for you.
If you are learning to fly in a glider, motorglider, or balloon, you will not need a medical. You will simply need to be able to attest to the fact that you do not have any medical conditions that would preclude your safe operation of the aircraft in solo flight.
FAA Medical Certificate’s are issued by an FAA Designated Aviation Medical Examiner (AME). AME’s are physicians with a special interest in aviation safety and have training in aviation medicine.
If you have any condition that may be medically disqualifying or could slow your medical approval, do not visit your AME before meeting with and discussing your options with a knowledgeable instructor. Alternatively, you can contact a resource like the Aircraft Owners and Pilots Association (AOPA) to discuss your situation. You can get a free 6 month membership as a Student Pilot. They have experts available to help find your best route for success in the medical certification process.
Some conditions that can be disqualifying or could slow your medical approval include but are not limited to:
Diabetes
Heart Disease
Nervous Disorders
History of Kidney Stones
Emotional or Mental Disorders
Epilepsy
Uncorrectable Vision
Certain Levels of Hearing Loss
History of Alcohol or Drug Dependence
Any condition that could impair your ability to operate an aircraft safely
If you would like further information on potentially disqualifying conditions, the standards for medical certification are contained in Title 14 Code of Federal Regulations (CFR) Part 67. If 14 CFR Part 67 indicates that a condition will not allow you to obtain a medical certificate, all hope is not lost. There may be an option to obtain a special issuance medical certificate or obtain a medical with certain operating limitations. Discuss this with one of the previously mentioned sources before pushing forward with your examination.
If you are in good health and ready to obtain your FAA Medical Certificate, find an AME, schedule an appointment, and fill out your application on MedXPress before going to see the doctor. Be truthful on this application, especially in the area of alcohol related driving offenses. The FAA can and will check your answers against the National Driver Register database. Falsification of facts can lead to fines and revocation of certificates.
At some point in the process, you will be asked about the “Class” of medical you would like to apply for. We will review the classes in a moment but you should plan to obtain the class of medical certificate required, for the certificate level you ultimately want. This will tell you if you are medically qualified for that certificate. Finding this out now is better than waiting until you have already spent thousands of dollars on training for a certificate that you ultimately may not be able to use.
A 1st Class medical is required when flight operations require an Airline Transport Pilot (ATP) certificate. An ATP is required to act as the Pilot in Command (PIC) or Captain of a scheduled airliner.
A 2nd Class medical is required when flight operations require a Commercial Pilot certificate. A Commercial certificate is required essentially to get paid to be a pilot.
A 3rd Class medical is required for all other flight operations that require an FAA Medical Certificate. This includes Student Pilots pursuing a Recreational or Private certificate, Recreational and Private pilots, and most Flight Instructors.
For operations as a Student, Recreational, or Private Pilot, all classes of medical certificates are valid for 60 calendar months if you obtained the certificate prior to your 40th birthday. If you obtained the medical on or after your 40th birthday, the certificate is valid for only 24 calendar months.
More detailed information about FAA Medical Certificate expirations can be found in the table below from the FAA via 14 CFR Part 61:
If you hold
And on the date of
examination for your most recent medical certificate you were
And you are conducting an operation
requiring
Then your medical certificate expires, for that operation, at the end of the last day of the
(1) A first-class medical certificate
(i) Under age 40
an airline transport pilot certificate
12th month after the month of the date of examination shown on the medical certificate.
(ii) Age 40 or older
an airline transport pilot certificate
6th month after the month of the date of examination shown on the medical certificate.
(iii) Any age
a commercial pilot certificate or an air traffic control tower operator certificate
12th month after the month of the date of examination shown on the medical certificate.
(iv) Under age 40
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
60th month after the month of the date of examination shown on the medical certificate.
(v) Age 40 or older
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
24th month after the month of the date of examination shown on the medical certificate.
(2) A second-class medical certificate
(i) Any age
a commercial pilot certificate or an air traffic control tower operator certificate
12th month after the month of the date of examination shown on the medical certificate.
(ii) Under age 40
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
60th month after the month of the date of examination shown on the medical certificate.
(iii) Age 40 or older
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
24th month after the month of the date of examination shown on the medical certificate.
(3) A third-class medical certificate
(i) Under age 40
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
60th month after the month of the date of examination shown on the medical certificate.
(ii) Age 40 or older
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
24th month after the month of the date of examination shown on the medical certificate.
https://media.flighttrainingcentral.com/wp-content/uploads/2016/05/05181309/medical.png10801440studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2016-05-09 13:00:032023-01-31 17:48:26Student Pilot and FAA Medical Certificates
In recent weeks we experienced an uncommon and unwelcome pattern of cold air masses in the Midwest that not only brought winter-like temperatures, but also strong frontal boundaries with gusty winds and accompanying low-level wind shear (the PIREPs were plentiful to prove it). Needless to say, the flying conditions have been less than ideal and have put crosswind competency to the test. Several consecutive flights with wind gusts and crosswind components at or near the airplane and pilot limits, have me longing for a flight with a few knots of wind straight down the runway.
Being based at an airport absent the luxury of a crosswind runway, you’re forced to maintain a certain degree of crosswind proficiency. But if you’re a pilot who often has many choices of runways most aligned with the wind, or chooses to avoid crosswinds altogether, these situations demand careful consideration lest the crosswind conditions become perilous.
Despite considerable experience in the aircraft I was operating and years of practice in crosswind conditions at my home base, as part of my safety management strategy, I have still have pre-determined limitations for total wind gust (gust factor) as well as total crosswind component. Establishing these personal limitations effectively eliminates the external factors that could cloud my judgement on a particular flight. In other words, the decision to attempt a landing versus seeking an alternate airport has been largely made on my behalf by virtue of the conditions being reported. An ancillary benefit is that passengers also understand this basic premise that policy (designed to enhance safety) may prevent an attempt at a takeoff or landing under certain conditions.
While crosswind considerations and the resulting personal limitations tend to focus largely on landing, crosswind takeoffs also warrant equal analysis. Consider that a) the same aerodynamic forces and control limits are at play during a takeoff as they are with landing and b) it’s prudent to have the airport you’re departing available for landing in case an immediate return is required.
Crosswind Takeoffs
When departing with a crosswind, position the ailerons into the wind. By raising the aileron on the upwind wing, we impose a downward force on the wing to counteract the lifting force of the crosswind.
To begin the takeoff, full aileron input should be held into the wind. As speed builds, this control input can be relaxed as the control surfaces become more effective and the crosswind effects less pronounced (as the relative wind changes). As with a normal takeoff, rudder pressure will also be used to maintain directional control. Keep in mind that the airplane will have a natural tendency to weathervane into the wind so anticipate additional downwind rudder pressure to maintain a straight ground track.
At liftoff, the proper technique is to sideslip the airplane (maintain the longitudinal axis of the airplane parallel to the runway) in case the airplane were to settle back to the ground. In a sideslip, continue to position the ailerons into the wind to keep the upwind wing from rising and prevent drift off of the runway centerline. Utilize rudder pressure to prevent weathervaning and to keep the longitudinal axis parallel to the runway.
If you were to immediately establish a wind correction angle and the airplane were to inadvertently settle back to the runway, dangerous side loads could be imposed on the landing gear and make directional control difficult if not impossible.
If gusty crosswinds exist, it would also be a prudent choice to hold the airplane on the ground slightly longer than in a normal takeoff setting if field conditions permit. This will allow for more positive control at liftoff and mitigate a sudden gust that may rob you of lift. After a positive rate of climb is established, you’ll want to transition from a sideslip to a wind correction angle that keeps the aircraft flight path tracking the runway centerline until departing the traffic pattern.
Crosswind Landings
Once you’ve determined the crosswind conditions of the day are within your capability, it’s time to put good technique into practice. The most common technique is the crab method that transitions to a sideslip just before roundout. Essentially, the takeoff method just described in reverse.
Transition to a sideslip during the roundout
During your stabilized final approach, a wind correction angle (crab) should be established into the wind so that the aircraft’s flight path is tracking the runway centerline. Keep in mind, the amount of this correction will vary during descent as speed and wind direction may shift with altitude. Just before the roundout, the aircraft should be transitioned from a crab to a sideslip so that the longitundinal axis of the airplane is once again, parallel with the runway. To effect the sideslip, position the ailerons into the wind to keep the upwind wing from rising and prevent drift off of the runway centerline. Utilize opposite rudder pressure to prevent weathervaning and to keep the longitudinal axis parallel to the runway.
The amount of control force necessary to maintain runway centerline with the longitunidal axis parallel for landing will vary throughout the roundout, flare and touchdown as control effectiveness and crosswind effects diminish with decreasing speed. If the proper technique is followed, touchdown should be made on the upwind main wheel first. It’s important at touchdown to maintain the crosswind technique to ensure positive control throughout the landing roll. After wheels down, continue to apply aileron pressure into the wind until reaching full aileron input nearing taxi speed.
It’s worth re-emphasizing that the proper crosswind technique will result in constantly changing control inputs and pressure to track the runway centerline and keep the aircraft’s longitudinal axis parallel with the runway. If the aircraft begins to drift, take immediate positive action to increase the amount of bank into the wind. Add corresponding opposite rudder pressure to keep the nose aligned and parallel with the runway.
Type certification requires that aircraft be tested and found to be controllable in a 90 degree crosswind up to a velocity of 20% of the aircraft’s stall speed in the power-off, landing configuration without the pilot possessing any extraordinary skill. In a Cessna 172, this would equate to about 10 knots (direct crosswind). Maximum demonstrated crosswind velocity is required to be published, and while it often exceeds certification requirements, a good rule of thumb is to stick with the more conservative estimate as a personal limitation.
As a general rule of thumb, avoid the danger zone
Gusty wind conditions present yet another variable. In order to mitigate the risks associated with rapidly changing wind speed and corresponding effects on lift, it’s advisable to add a correction to your planned final approach speed. The widely accepted best practice is to add half the calculated gust factor to your final approach speed – the gust factor being the difference between the sustained wind and reported gust.
As an example, if winds were being reported from 250 at 10 knots gusting to 16 knots, the gust factor is 6 knots (16-10). Applying the half gust factor (3) correction would result in a final approach speed of 3 knots faster than your normal final approach speed.
This correction makes sense and is an effective mitigation strategy up to a certain point. But as your corrections increase, you’ll need to consider whether the higher approach speed and corresponding wind shear results in an equally dangerous situation.
It’s true that we never fully “master” the crosswind. We can only hope to learn and improve from our humbling experiences. But continuing our diligent practice in a controlled environment will equip us with the confidence and skill to manage those unexpected conditions and give us the flexibility to enjoy more flying days ahead.
https://media.flighttrainingcentral.com/wp-content/uploads/2015/10/05182149/Crosswind-2.jpg338600studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2016-04-25 11:47:282021-06-08 19:23:45Taming the crosswind
As your logbook starts to fill up and you gain experience as a pilot, you’ll soon develop a personal routine for how you plan a flight and check the weather. The foundation for this begins with the all-encompassing FAR 91.103, which states that you must become familiar with all available information concerning the flight.
This regulation lists out just a few requirements, mentioning you have to always check the length of available runways and perform takeoff/landing distance calculations. For flights not in the vicinity of the airport, you must also look at weather reports and forecasts, fuel requirements and alternate airport options. This should all be common sense, and it gives you lots of flexibility as the pilot on how to source the data.
On the weather briefing front, you’ll find it helpful to use the Lockheed Martin Flight Service (LMFS) weather briefing utility. You can access this free service directly at 1800wxbrief.com, or use the same LMFS weather briefing functionality in compatible iPad apps, like ForeFlight or Garmin Pilot. The big benefit here, especially when starting out as a student pilot, is that the standard weather briefing is presented in a structured format and helps ensure you don’t miss an essential report or forecast.
The alternative to the Flight Service weather briefing is to do a self weather briefing, relying on data from websites like aviationweather.gov and reports/forecasts integrated right into your favorite iPad app. This method is just as “legal” as using the LMFS briefing tool, but may be more convenient depending on your preflight routine.
When it comes to flight planning, most pilots use the same iPad app to research runways, airport info, airspace, and all other important information needed to plan the flight. The real benefit here is that all the data is nicely organized in one location and can be kept up to date with the tap of a button.
There are some pitfalls to be aware of though when using an iPad for both weather and flight planning. This is in part because we’re currently in a state of transition, where the iPad apps are taking data, charts and books intended for print media and displaying them digitally on the screen. For example Sectionals and TACs are displayed right in the Maps section of the app, but you have to go to the Documents section in ForeFlight to view VFR Flyway charts and Class B graphics. In paper form the VFR Flyway charts are printed right on the back of the TAC charts.
Eventually this will evolve into a system where FAA and Aeronav provide the source of the data directly to app developers, allowing them to better organize and display this information. For now though you have to have a good working knowledge of the resources available, and where to hunt them down in the app when planning a flight to a new airport.
With this in mind, here are some tips to consider when planning your next flight on the iPad, including how to avoid a few potential traps, enhance your weather briefing and how to get the most out the new app technology.
1) Don’t overlook the Airport/Facility Directory (A/FD)
Yes, I know it is now called the “Chart Supplement”, but that change is so new that most still refer to it as the A/FD. Prior to the iPad you’d find this little green book in every pilot’s flight bag, and it contains just about everything you need to know about an airport.
Today most student pilots will probably never put their hands on the “little green book”, instead relying on an iPad app (which is a good thing) for airport information. The problem is that while most of the mainstream aviation apps include the A/FD in the Airports section of the app, it’s often lost in the mix because of all the other airport data shown on these screens. It’s very easy to pull up the airport page, see the high-level info like runway numbers, frequencies and airport elevation, and move on.
It’s critical though you check out the A/FD before every flight to a new airport, as this is one of the only places you’ll find key details like the preferred calm wind runway, displaced threshold distance, runway slope, PAPI/VASI approach angle (it’s not always 3°), Approach/Center frequencies for flight following, notes on features unique to that airport and environment and noise abatement procedures.
The A/FD book also contains several hundred pages of supplemental information, which is typically located in a separate section of the app. In ForeFlight you’ll find this in the Documents tab–tap the Catalog button at the top right, and select the FAA option from the list to view each region.
2.) Contextual NOTAMs
While the A/FDs ended up being a victim of the paper to digital transition (though hopefully it’s just for the short term), we’re starting to gain new benefits from apps displaying other information in more meaningful terms. A good example of this is NOTAMs.
When getting a computer weather briefing prior to the iPad, NOTAMs were presented in a long list and were tough to decipher out of context, making it common for them to be overlooked. Today’s apps are presenting key NOTAMs in places you’re less likely to miss them, and some show directly on the maps in relation to your flight plan route.
ForeFlight for example displays airport NOTAMs directly on the airport diagram in a red box at the top, making them difficult to miss. Most apps also offer a TFR overlay option on the main map screen, to help you visualize flight restrictions relative to your flight path. ForeFlight and Garmin go a step further and depict stadium TFRs for large sporting events right on the map–useful too if you want to see when your favorite MLB team will be back in town for a home game.
3.) Class B Enhancement Graphics, Flyway Charts and Special Use Airspace
Here’s another example of a compromise that had to be made moving the VFR paper charts to iPad. The Terminal Area Chart (TAC) contains a more detailed view of the areas surrounding the major Class B airports. Printed on the back is a VFR Flyway chart to help VFR pilots choose a route that avoids both the airspace and major controlled traffic flows.
While most apps will automatically switch over to show the TAC when zooming in to the airspace surrounding Class B airports, it’s not really practical to show the Flyway chart here too. Instead you’ll have to again head over to the Documents section of ForeFlight to download both the Flyway chart and Class B enhancement graphics and reference them there.
Active times, altitudes and ATC frequencies for Special Use Airspace (MOAs, Restricted Areas, etc.) are printed around the edges and bottom of the paper sectional charts. These are removed on the Sectional overlay in most apps to provide a seamless map view for the entire country. To view this extra information in ForeFlight, tap the Settings button at the top of the Maps page (gear-shaped button), select Map Touch Action, and enable “Bring chart to front with legends”. Now tap one of the sectionals on the moving map and you’ll see this supplement info presented around the chart.
You can also view details for Special Use Airspace in ForeFlight by holding your finger down on the chart over an MOA, Restricted, Prohibited or Alert area, and select “All” from the bottom row of buttons. This will highlight the airspace and show altitudes, active times and ATC frequencies.
4.) Enhance your weather briefing
This next tip allows you to take advantage of some of the advanced weather imagery featured in today’s iPad apps to supplement your traditional weather briefing. While the standard weather briefing from Flight Service provides a comprehensive overview of the weather for your flight, there are some new products available from the National Weather Service that aren’t currently included in the briefing.
Head over to the Imagery section in ForeFlight and Garmin Pilot and you’ll find a wealth of helpful weather data source from the Aviation Weather Center. These will give you a little more insight into the development of thunderstorms for the day, intensity of turbulence at each altitude and detailed icing forecasts (for IFR pilots). You’ll also find precipitation forecast products that look out to a week ahead for long range planning.
5.) Get ready now for the ICAO flight plan transition
Starting October 2016 you’ll need to start filing your VFR flight plans using the International (ICAO) flight plan format. This won’t change things too much for you if you’re already using an iPad app to file with Flight Service, but you will need to set up some additional information in the app about how your airplane is equipped (check out this article for information on how to do it: How to file ICAO flight plans on your iPad).
Once you have your aircraft profile set up, you then just need to select “ICAO” instead of “FAA/Domestic” for the flight plan type in the File/Brief section of the app, and everything else will be handled behind the scenes and work the same as it does now. Remember too you can also open and close VFR Flight Plans right from ForeFlight, eliminating the need to call Flight Service after you land.
6.) Research recent ATC cleared routing
Pilots working on their instrument rating can take advantage of some helpful information found in today’s iPad apps when planning a route between unfamiliar airports. In ForeFlight, after entering the Departure and Destination airports in the route editor, tap the Routes button at the right of the screen. In Garmin Pilot, tap the Routing button next to the Waypoint field in the Flight Plan section of the app.
This will show actual IFR clearances issued by ATC for recent flights between these airports. It’s broken down by altitude too, allowing you to only focus on what’s practical for your airplane.
I’ve found that using this system to choose a route saves a lot of hassle and confusion in the cockpit when it comes time to get your clearance, since there’s a pretty good chance you’ll actually get this route and be fully prepared for setting it up in your GPS and on your iPad.
https://media.flighttrainingcentral.com/wp-content/uploads/2016/04/05181446/FFchartLegendsSS_1.jpg9021536studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2016-04-11 11:01:002021-06-08 19:23:45What not to miss when flight planning on the iPad
Training for your private pilot license will include flying at night. This means you are going to need a flashlight – for your preflight activity and as a backup in the event of an electrical malfunction. Twenty years ago, most pilots would hurry to buy a two D-cell Maglite. As you would expect, technology has vastly improved since the days of incandescent bulbs and massive batteries. But before you go buy a $5 case of flashlights at the local dollar store, there’s more to a flashlight than meets the eye.
And considering this basic device can be a lifesaver, be sure to consider these 4 things.
Multi-color. Preserving night vision is paramount, so getting a flashlight with multiple colors is a plus. Blue or red is preferred to preserve your night vision. Further, make sure there are independent switches for the various colors of light. It’s not a good idea to scroll through blinding white light to get to the night vision friendly red light.
Standard Batteries. Simplicity is key. Most pilots carry spare alkaline batteries for headsets and other gadgets. And most FBOs have alkaline batteries available. Rarely will you find CR123 or button-cell batteries so stick with what’s common and what will give you a long shelf life.
LED Bulbs. Never worry about changing a bulb when you have LEDs. The LEDs also use much less power.
Quality. Cheap gas station flashlights do not belong in the cockpit. Spend a couple extra bucks and get a name brand that’s dependable.
And things to avoid:
User manuals. If a flashlight requires a user manual for operation, it does not belong in the cockpit. Flashlights should be intuitive enough to turn on and off without a tutorial.
Really, really, really bright light. Remember, you will have to use this in the cockpit. There is such a thing as too bright to become blinding. There’s no need to illuminate an elk at 500 yards while you’re in the cockpit of a 172.
Rechargeable lights. When you really need a flashlight, you need it to work. It’s not the time to worry about the last time you charged the light in your bag. Refer to basic alkaline battery recommendation above.
Multipurpose devices. It’s a knife, it’s a bottle opener, it’s a flashlight… jack of all trades, master of none. Stick to a flashlight that is good at being a flashlight.
We often get the question: “What is the best flashlight for pilots?” This is the equivalent of asking a pilot what the best airplane ever built is. Every pilot has a unique mission so while a two-seat LSA might be perfect for some, a Cherokee Six is needed for others.
Flashlights are the same, as long as you stick to the important recommendations and items to avoid. That being said, here are the two in my flight bag:
Smith & Wesson Captain’s Flashlight — A perfect all around light. Ten white LEDs for preflight and three red LEDs with independent switches. Made with aircraft-grade aluminum, this light has been in my flight bag for years.
Flight Outfitters Pilot’s Headlamp — There are times when you need both hands free. This headlamp gives white and red light options, and has multiple intensities and is easy to use.
If you haven’t checked those batteries in a while or explored a new LED flashlight with the latest features, now might be the time to consider an upgrade. For a relatively small investment, it offers good insurance and more importantly, peace of mind.
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As a student pilot, my flight instructor spent a lot of time teaching me how to fly safely. That’s important, but it’s not the only thing you should learn to become a good pilot. As I started flying cross-countries as a private pilot, I realized I had never really learned how to fly comfortably.
That may sound like a really minor point, but it’s not. When you take passengers up for a flight, especially if they’ve never been in a small airplane before, comfort is a major determinant of how much fun they have. They expect you to be safe; minimizing the bumps will keep them coming back.
If you’ve ever talked to an airline pilot – or heard them on the radio – you know how much effort they put into finding a smooth ride. They’re constantly asking Air Traffic Control (ATC) for reports of turbulence, and they’ll go so far as to change their route of flight or altitude fairly dramatically to find smooth air.
In general aviation airplanes, we don’t worry much about the jetstream or mountain wave at 37,000 feet. Instead, here are five things to look for:
The haze layer is a good indicator of where the smooth air starts.
The haze layer. This concept is incredibly important for light GA airplanes, but it’s rarely taught as a part of primary training – even though it’s there almost every day of the year. If you climb out on a typical summer day, you’ll bump along for the first 2-5000 feet in hazy air. Then, if you’re paying attention, you’ll notice there’s almost a line in the sky: above is clear blue, below is murky. That’s the top of the haze layer, and below it you’ll almost always find a few bumps and restricted visibility. Above it will most likely be smooth air and a nice ride. In the cooler seasons, you may find the top of the haze layer as low as 1500 feet; in Texas in the summer it might be 9000 feet, and it rises as the day heats up. Learn to find this layer and plan to cruise above it (if possible) when you’re flying cross-country.
Gusty winds. Strong winds by themselves don’t necessarily mean turbulence, but gusty winds almost always do. This is usually the worst within a few thousand feet of the surface, so again, higher is better. In particular, watch for those gusty days following the passage of a cold front. The combination of cooler air overrunning warm ground and a wind shift often make for a bumpy takeoff and landing.
Terrain. If you fly in Kansas, you may not worry much about hills and mountains, but if you fly in Colorado it should be very high on your list. The combination of strong winds or full sun over uneven terrain can create some memorable turbulence, so be alert if your departure or destination airport takes you over rugged terrain. This doesn’t have to mean the Rockies, either. Small hills on short final or even large buildings can act like rocks in a stream, creating just enough turbulence to jostle you as you prepare to land.
Higher is usually better.
Thermals. Ever flown over a Walmart parking lot? Then you’ve experienced thermals, the rising columns of air that are created by the sun’s heating of the earth and then the release of that heat back into the atmosphere. Large, flat, dark spaces like parking lots and freshly-plowed fields are the best thermal creators, while wooded areas don’t absorb as much heat. So if you fly from a parking lot to a forest, you’ll notice it when you bump from a rising column of air to a stable or descending column. Glider pilots learn to use these thermals to climb, and they get very proficient at spotting thermals before entering them. You can too; it just takes a little practice.
Cloud type. If you’re a VFR pilot, you shouldn’t be flying through any clouds, so why should you care what they look like? The type of clouds, particularly whether they’re cumulus or stratus, is a good indicator of the stability of the air aloft. And stability is what we’re really talking about with most turbulence. Big, billowing cumulus clouds usually mean there’s some lifting action in the atmosphere, while flat stratus clouds often indicate more stable air. If you’re an instrument rated pilot, consider the cloud type before you go busting through them. Just because you’re legal to fly through clouds doesn’t mean you have to. I’ve deviated around clouds plenty of times, even on an IFR flight plan, because I didn’t want to find out what the inside felt like.
None of these factors are necessarily dangerous, so just because there’s a breeze doesn’t mean you need to cancel your flight. But consider your route of flight, your altitude and your passengers. A few adjustments, or even just a good pre-takeoff briefing to set expectations, can make a difference. If you do encounter turbulence, be careful to to fight the bumps. While you want to maintain positive control of the airplane at all times, don’t make it worse by overcontrolling. Fly a basic attitude and let the natural waves in the air do what they will.
One other thing you can change is the time of day you fly. A constant throughout this list is that morning flights are usually smoother: the thermals haven’t built up yet, the wind usually isn’t as strong and the haze layer may be lower. If you can fly at 8am instead of 5pm, you can key the mic and do your best airline captain impression. “Approach, N12345, 5500, smooth ride…”
https://media.flighttrainingcentral.com/wp-content/uploads/2016/03/05181756/haze-layer-big.jpg400745studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2016-03-14 14:58:082021-06-08 19:23:45Finding a smooth ride – 5 things to look for
Go or no go – while the age-old question for pilots hasn’t changed, the amount of information and resources available to assist in this critical decision certainly has. In this thought-provoking webinar presentation, Sporty’s Academy flight instructors Eric Radtke and Bret Koebbe lead an in-depth discussion on pre-flight preparation and the go/no-go decision making process surrounding several real-world scenarios.
VFR flight in marginal weather through congested airspace? Night, single-pilot IFR with the possibility of ice? How about a family vacation in diminishing weather on a moonless night over featureless terrain? What would you do?
View the video below and follow along with the hand-outs.
https://media.flighttrainingcentral.com/wp-content/uploads/2014/11/05182637/maxresdefault.jpg10801920studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2016-03-04 11:27:462021-06-08 19:23:45Go / No-go – real time decision making for pilots
Student Pilot and FAA Medical Certificates
/in Get Started/by StudentpltnewsAs a student pilot, you will need a Student Pilot Certificate at some point during your flight training program. When you will need the student certificate will vary based upon the type of training that you are doing.
You may also need an FAA Medical Certificate. The type of medical certificate you should obtain, if you should obtain one at all, depends on your flight training goals.
Your Student Pilot Certificate
If you are training under the more formalized rules for flight schools, referred to as “Part 141 training,” you must obtain your Student Pilot Certificate prior to enrolling in the flight curriculum for a Recreational certificate program or before enrolling in the solo flight phase of a Private pilot certification course. Essentially, you need the Student Pilot Certificate before you can start a Recreational program and early in a Private program under 141.
Your Student Pilot Certificate is a standalone document that must be obtained using the FAA’s Integrated Airman Certification and Rating Application (IACRA) system and through the assistance of the local FAA office (Flight Standards District Office or FSDO), a Designated Pilot Examiner (DPE), an Airman Certification Representative (ACR) associated with a part 141 pilot school, or your own Certified Flight Instructor (CFI).
Before you meet with any of these individuals, you can and should go to IACRA to register and start the application process.
When the time comes to meet for verification purposes, be sure to bring your unexpired driver’s license, passport, or other acceptable photo id to your meeting. You must apply in person with the authorized individual. Good instructors will likely do this free of charge as a part of their service to their clients provided that the clients take care of their part of IACRA before meeting for verification.
Student Pilot Certificates acquired under this process do not expire.
Your FAA Medical Certificate and Alternatives
The pursuit of most pilot certificates will require you to obtain and hold an FAA Medical Certificate prior to flying solo.
If you are pursuing a Sport Pilot Certificate and will only be flying solo in a Light Sport Airplane, you may be able to use your valid driver’s license as a testament to your acceptable health. To exercise the option of using your driver’s license in place an FAA Medical Certificate, you must not have failed your most recent attempt at an FAA Medical Certificate or be under a medical suspension. If you have never attempted to obtain an FAA Medical Certificate or you allowed your most recent medical to expire, the valid driver’s license may be an option for you.
If you are learning to fly in a glider, motorglider, or balloon, you will not need a medical. You will simply need to be able to attest to the fact that you do not have any medical conditions that would preclude your safe operation of the aircraft in solo flight.
FAA Medical Certificate’s are issued by an FAA Designated Aviation Medical Examiner (AME). AME’s are physicians with a special interest in aviation safety and have training in aviation medicine.
If you have any condition that may be medically disqualifying or could slow your medical approval, do not visit your AME before meeting with and discussing your options with a knowledgeable instructor. Alternatively, you can contact a resource like the Aircraft Owners and Pilots Association (AOPA) to discuss your situation. You can get a free 6 month membership as a Student Pilot. They have experts available to help find your best route for success in the medical certification process.
Some conditions that can be disqualifying or could slow your medical approval include but are not limited to:
If you would like further information on potentially disqualifying conditions, the standards for medical certification are contained in Title 14 Code of Federal Regulations (CFR) Part 67. If 14 CFR Part 67 indicates that a condition will not allow you to obtain a medical certificate, all hope is not lost. There may be an option to obtain a special issuance medical certificate or obtain a medical with certain operating limitations. Discuss this with one of the previously mentioned sources before pushing forward with your examination.
You can find an AME using the FAA’s database found at https://www.faa.gov/pilots/amelocator/.
At some point in the process, you will be asked about the “Class” of medical you would like to apply for. We will review the classes in a moment but you should plan to obtain the class of medical certificate required, for the certificate level you ultimately want. This will tell you if you are medically qualified for that certificate. Finding this out now is better than waiting until you have already spent thousands of dollars on training for a certificate that you ultimately may not be able to use.
A 1st Class medical is required when flight operations require an Airline Transport Pilot (ATP) certificate. An ATP is required to act as the Pilot in Command (PIC) or Captain of a scheduled airliner.
A 2nd Class medical is required when flight operations require a Commercial Pilot certificate. A Commercial certificate is required essentially to get paid to be a pilot.
A 3rd Class medical is required for all other flight operations that require an FAA Medical Certificate. This includes Student Pilots pursuing a Recreational or Private certificate, Recreational and Private pilots, and most Flight Instructors.
For operations as a Student, Recreational, or Private Pilot, all classes of medical certificates are valid for 60 calendar months if you obtained the certificate prior to your 40th birthday. If you obtained the medical on or after your 40th birthday, the certificate is valid for only 24 calendar months.
More detailed information about FAA Medical Certificate expirations can be found in the table below from the FAA via 14 CFR Part 61:
examination for your most recent medical certificate you were
requiring
Taming the crosswind
/in Tips and technique/by StudentpltnewsCrosswinds require careful consideration
In recent weeks we experienced an uncommon and unwelcome pattern of cold air masses in the Midwest that not only brought winter-like temperatures, but also strong frontal boundaries with gusty winds and accompanying low-level wind shear (the PIREPs were plentiful to prove it). Needless to say, the flying conditions have been less than ideal and have put crosswind competency to the test. Several consecutive flights with wind gusts and crosswind components at or near the airplane and pilot limits, have me longing for a flight with a few knots of wind straight down the runway.
Being based at an airport absent the luxury of a crosswind runway, you’re forced to maintain a certain degree of crosswind proficiency. But if you’re a pilot who often has many choices of runways most aligned with the wind, or chooses to avoid crosswinds altogether, these situations demand careful consideration lest the crosswind conditions become perilous.
Despite considerable experience in the aircraft I was operating and years of practice in crosswind conditions at my home base, as part of my safety management strategy, I have still have pre-determined limitations for total wind gust (gust factor) as well as total crosswind component. Establishing these personal limitations effectively eliminates the external factors that could cloud my judgement on a particular flight. In other words, the decision to attempt a landing versus seeking an alternate airport has been largely made on my behalf by virtue of the conditions being reported. An ancillary benefit is that passengers also understand this basic premise that policy (designed to enhance safety) may prevent an attempt at a takeoff or landing under certain conditions.
While crosswind considerations and the resulting personal limitations tend to focus largely on landing, crosswind takeoffs also warrant equal analysis. Consider that a) the same aerodynamic forces and control limits are at play during a takeoff as they are with landing and b) it’s prudent to have the airport you’re departing available for landing in case an immediate return is required.
Crosswind Takeoffs
When departing with a crosswind, position the ailerons into the wind. By raising the aileron on the upwind wing, we impose a downward force on the wing to counteract the lifting force of the crosswind.
To begin the takeoff, full aileron input should be held into the wind. As speed builds, this control input can be relaxed as the control surfaces become more effective and the crosswind effects less pronounced (as the relative wind changes). As with a normal takeoff, rudder pressure will also be used to maintain directional control. Keep in mind that the airplane will have a natural tendency to weathervane into the wind so anticipate additional downwind rudder pressure to maintain a straight ground track.
At liftoff, the proper technique is to sideslip the airplane (maintain the longitudinal axis of the airplane parallel to the runway) in case the airplane were to settle back to the ground. In a sideslip, continue to position the ailerons into the wind to keep the upwind wing from rising and prevent drift off of the runway centerline. Utilize rudder pressure to prevent weathervaning and to keep the longitudinal axis parallel to the runway.
If you were to immediately establish a wind correction angle and the airplane were to inadvertently settle back to the runway, dangerous side loads could be imposed on the landing gear and make directional control difficult if not impossible.
If gusty crosswinds exist, it would also be a prudent choice to hold the airplane on the ground slightly longer than in a normal takeoff setting if field conditions permit. This will allow for more positive control at liftoff and mitigate a sudden gust that may rob you of lift. After a positive rate of climb is established, you’ll want to transition from a sideslip to a wind correction angle that keeps the aircraft flight path tracking the runway centerline until departing the traffic pattern.
Crosswind Landings
Once you’ve determined the crosswind conditions of the day are within your capability, it’s time to put good technique into practice. The most common technique is the crab method that transitions to a sideslip just before roundout. Essentially, the takeoff method just described in reverse.
Transition to a sideslip during the roundout
During your stabilized final approach, a wind correction angle (crab) should be established into the wind so that the aircraft’s flight path is tracking the runway centerline. Keep in mind, the amount of this correction will vary during descent as speed and wind direction may shift with altitude. Just before the roundout, the aircraft should be transitioned from a crab to a sideslip so that the longitundinal axis of the airplane is once again, parallel with the runway. To effect the sideslip, position the ailerons into the wind to keep the upwind wing from rising and prevent drift off of the runway centerline. Utilize opposite rudder pressure to prevent weathervaning and to keep the longitudinal axis parallel to the runway.
The amount of control force necessary to maintain runway centerline with the longitunidal axis parallel for landing will vary throughout the roundout, flare and touchdown as control effectiveness and crosswind effects diminish with decreasing speed. If the proper technique is followed, touchdown should be made on the upwind main wheel first. It’s important at touchdown to maintain the crosswind technique to ensure positive control throughout the landing roll. After wheels down, continue to apply aileron pressure into the wind until reaching full aileron input nearing taxi speed.
It’s worth re-emphasizing that the proper crosswind technique will result in constantly changing control inputs and pressure to track the runway centerline and keep the aircraft’s longitudinal axis parallel with the runway. If the aircraft begins to drift, take immediate positive action to increase the amount of bank into the wind. Add corresponding opposite rudder pressure to keep the nose aligned and parallel with the runway.
Type certification requires that aircraft be tested and found to be controllable in a 90 degree crosswind up to a velocity of 20% of the aircraft’s stall speed in the power-off, landing configuration without the pilot possessing any extraordinary skill. In a Cessna 172, this would equate to about 10 knots (direct crosswind). Maximum demonstrated crosswind velocity is required to be published, and while it often exceeds certification requirements, a good rule of thumb is to stick with the more conservative estimate as a personal limitation.
As a general rule of thumb, avoid the danger zone
Gusty wind conditions present yet another variable. In order to mitigate the risks associated with rapidly changing wind speed and corresponding effects on lift, it’s advisable to add a correction to your planned final approach speed. The widely accepted best practice is to add half the calculated gust factor to your final approach speed – the gust factor being the difference between the sustained wind and reported gust.
As an example, if winds were being reported from 250 at 10 knots gusting to 16 knots, the gust factor is 6 knots (16-10). Applying the half gust factor (3) correction would result in a final approach speed of 3 knots faster than your normal final approach speed.
This correction makes sense and is an effective mitigation strategy up to a certain point. But as your corrections increase, you’ll need to consider whether the higher approach speed and corresponding wind shear results in an equally dangerous situation.
It’s true that we never fully “master” the crosswind. We can only hope to learn and improve from our humbling experiences. But continuing our diligent practice in a controlled environment will equip us with the confidence and skill to manage those unexpected conditions and give us the flexibility to enjoy more flying days ahead.
What not to miss when flight planning on the iPad
/in Tips and technique/by StudentpltnewsThis regulation lists out just a few requirements, mentioning you have to always check the length of available runways and perform takeoff/landing distance calculations. For flights not in the vicinity of the airport, you must also look at weather reports and forecasts, fuel requirements and alternate airport options. This should all be common sense, and it gives you lots of flexibility as the pilot on how to source the data.
The alternative to the Flight Service weather briefing is to do a self weather briefing, relying on data from websites like aviationweather.gov and reports/forecasts integrated right into your favorite iPad app. This method is just as “legal” as using the LMFS briefing tool, but may be more convenient depending on your preflight routine.
When it comes to flight planning, most pilots use the same iPad app to research runways, airport info, airspace, and all other important information needed to plan the flight. The real benefit here is that all the data is nicely organized in one location and can be kept up to date with the tap of a button.
Eventually this will evolve into a system where FAA and Aeronav provide the source of the data directly to app developers, allowing them to better organize and display this information. For now though you have to have a good working knowledge of the resources available, and where to hunt them down in the app when planning a flight to a new airport.
With this in mind, here are some tips to consider when planning your next flight on the iPad, including how to avoid a few potential traps, enhance your weather briefing and how to get the most out the new app technology.
1) Don’t overlook the Airport/Facility Directory (A/FD)
Yes, I know it is now called the “Chart Supplement”, but that change is so new that most still refer to it as the A/FD. Prior to the iPad you’d find this little green book in every pilot’s flight bag, and it contains just about everything you need to know about an airport.
It’s critical though you check out the A/FD before every flight to a new airport, as this is one of the only places you’ll find key details like the preferred calm wind runway, displaced threshold distance, runway slope, PAPI/VASI approach angle (it’s not always 3°), Approach/Center frequencies for flight following, notes on features unique to that airport and environment and noise abatement procedures.
The A/FD book also contains several hundred pages of supplemental information, which is typically located in a separate section of the app. In ForeFlight you’ll find this in the Documents tab–tap the Catalog button at the top right, and select the FAA option from the list to view each region.
2.) Contextual NOTAMs
While the A/FDs ended up being a victim of the paper to digital transition (though hopefully it’s just for the short term), we’re starting to gain new benefits from apps displaying other information in more meaningful terms. A good example of this is NOTAMs.
ForeFlight for example displays airport NOTAMs directly on the airport diagram in a red box at the top, making them difficult to miss. Most apps also offer a TFR overlay option on the main map screen, to help you visualize flight restrictions relative to your flight path. ForeFlight and Garmin go a step further and depict stadium TFRs for large sporting events right on the map–useful too if you want to see when your favorite MLB team will be back in town for a home game.
Here’s another example of a compromise that had to be made moving the VFR paper charts to iPad. The Terminal Area Chart (TAC) contains a more detailed view of the areas surrounding the major Class B airports. Printed on the back is a VFR Flyway chart to help VFR pilots choose a route that avoids both the airspace and major controlled traffic flows.
While most apps will automatically switch over to show the TAC when zooming in to the airspace surrounding Class B airports, it’s not really practical to show the Flyway chart here too. Instead you’ll have to again head over to the Documents section of ForeFlight to download both the Flyway chart and Class B enhancement graphics and reference them there.
You can also view details for Special Use Airspace in ForeFlight by holding your finger down on the chart over an MOA, Restricted, Prohibited or Alert area, and select “All” from the bottom row of buttons. This will highlight the airspace and show altitudes, active times and ATC frequencies.
This next tip allows you to take advantage of some of the advanced weather imagery featured in today’s iPad apps to supplement your traditional weather briefing. While the standard weather briefing from Flight Service provides a comprehensive overview of the weather for your flight, there are some new products available from the National Weather Service that aren’t currently included in the briefing.
Head over to the Imagery section in ForeFlight and Garmin Pilot and you’ll find a wealth of helpful weather data source from the Aviation Weather Center. These will give you a little more insight into the development of thunderstorms for the day, intensity of turbulence at each altitude and detailed icing forecasts (for IFR pilots). You’ll also find precipitation forecast products that look out to a week ahead for long range planning.
Starting October 2016 you’ll need to start filing your VFR flight plans using the International (ICAO) flight plan format. This won’t change things too much for you if you’re already using an iPad app to file with Flight Service, but you will need to set up some additional information in the app about how your airplane is equipped (check out this article for information on how to do it: How to file ICAO flight plans on your iPad).
Once you have your aircraft profile set up, you then just need to select “ICAO” instead of “FAA/Domestic” for the flight plan type in the File/Brief section of the app, and everything else will be handled behind the scenes and work the same as it does now. Remember too you can also open and close VFR Flight Plans right from ForeFlight, eliminating the need to call Flight Service after you land.
6.) Research recent ATC cleared routing
Pilots working on their instrument rating can take advantage of some helpful information found in today’s iPad apps when planning a route between unfamiliar airports. In ForeFlight, after entering the Departure and Destination airports in the route editor, tap the Routes button at the right of the screen. In Garmin Pilot, tap the Routing button next to the Waypoint field in the Flight Plan section of the app.
I’ve found that using this system to choose a route saves a lot of hassle and confusion in the cockpit when it comes time to get your clearance, since there’s a pretty good chance you’ll actually get this route and be fully prepared for setting it up in your GPS and on your iPad.
4 things to consider in a good flashlight
/in Pilot Gear/by StudentpltnewsNight flying demands a quality flashlight
Training for your private pilot license will include flying at night. This means you are going to need a flashlight – for your preflight activity and as a backup in the event of an electrical malfunction. Twenty years ago, most pilots would hurry to buy a two D-cell Maglite. As you would expect, technology has vastly improved since the days of incandescent bulbs and massive batteries. But before you go buy a $5 case of flashlights at the local dollar store, there’s more to a flashlight than meets the eye.
And considering this basic device can be a lifesaver, be sure to consider these 4 things.
And things to avoid:
We often get the question: “What is the best flashlight for pilots?” This is the equivalent of asking a pilot what the best airplane ever built is. Every pilot has a unique mission so while a two-seat LSA might be perfect for some, a Cherokee Six is needed for others.
Flashlights are the same, as long as you stick to the important recommendations and items to avoid. That being said, here are the two in my flight bag:
Smith & Wesson Captain’s Flashlight — A perfect all around light. Ten white LEDs for preflight and three red LEDs with independent switches. Made with aircraft-grade aluminum, this light has been in my flight bag for years.
Flight Outfitters Pilot’s Headlamp — There are times when you need both hands free. This headlamp gives white and red light options, and has multiple intensities and is easy to use.
If you haven’t checked those batteries in a while or explored a new LED flashlight with the latest features, now might be the time to consider an upgrade. For a relatively small investment, it offers good insurance and more importantly, peace of mind.
Finding a smooth ride – 5 things to look for
/in Tips and technique/by StudentpltnewsAs a student pilot, my flight instructor spent a lot of time teaching me how to fly safely. That’s important, but it’s not the only thing you should learn to become a good pilot. As I started flying cross-countries as a private pilot, I realized I had never really learned how to fly comfortably.
That may sound like a really minor point, but it’s not. When you take passengers up for a flight, especially if they’ve never been in a small airplane before, comfort is a major determinant of how much fun they have. They expect you to be safe; minimizing the bumps will keep them coming back.
If you’ve ever talked to an airline pilot – or heard them on the radio – you know how much effort they put into finding a smooth ride. They’re constantly asking Air Traffic Control (ATC) for reports of turbulence, and they’ll go so far as to change their route of flight or altitude fairly dramatically to find smooth air.
In general aviation airplanes, we don’t worry much about the jetstream or mountain wave at 37,000 feet. Instead, here are five things to look for:
The haze layer is a good indicator of where the smooth air starts.
Higher is usually better.
None of these factors are necessarily dangerous, so just because there’s a breeze doesn’t mean you need to cancel your flight. But consider your route of flight, your altitude and your passengers. A few adjustments, or even just a good pre-takeoff briefing to set expectations, can make a difference. If you do encounter turbulence, be careful to to fight the bumps. While you want to maintain positive control of the airplane at all times, don’t make it worse by overcontrolling. Fly a basic attitude and let the natural waves in the air do what they will.
One other thing you can change is the time of day you fly. A constant throughout this list is that morning flights are usually smoother: the thermals haven’t built up yet, the wind usually isn’t as strong and the haze layer may be lower. If you can fly at 8am instead of 5pm, you can key the mic and do your best airline captain impression. “Approach, N12345, 5500, smooth ride…”
Go / No-go – real time decision making for pilots
/in Webinars/by StudentpltnewsGo or no go – while the age-old question for pilots hasn’t changed, the amount of information and resources available to assist in this critical decision certainly has. In this thought-provoking webinar presentation, Sporty’s Academy flight instructors Eric Radtke and Bret Koebbe lead an in-depth discussion on pre-flight preparation and the go/no-go decision making process surrounding several real-world scenarios.
VFR flight in marginal weather through congested airspace? Night, single-pilot IFR with the possibility of ice? How about a family vacation in diminishing weather on a moonless night over featureless terrain? What would you do?
View the video below and follow along with the hand-outs.
View the hand-outs.