In aviation we often use memory aids to help us remember the ever growing list of items a pilot should know. This can include everything from checklist items, to required equipment, to regulations. One of the most popular memory aids that instructors use for their students are mnemonics. One that I would like to discuss is the memory aid “AVIATE” used to help pilots recall the maintenance inspection requirements for GA flights.
The potential short-coming with using a mnemonic like “AVIATE” is that not every item referenced in the mnemonic applies to every circumstance. As an example, many students find it difficult to differentiate what maintenance requirements apply to VFR versus IFR flight. A common reason why students have a hard time in this particular application is because the student has NEVER actually read the regulation.
Many student pilots read the FARs, in particular 14 CFR Part 61 and 91, but tend to focus on the regulations in part 91 up to 91.205 – required equipment. Beyond that section seems be a black hole of knowledge for many student pilots and licensed pilots alike. Here is a good reference to help you remember and learn the actual maintenance regulations using the mnemonic “AVIATE”.
Annual – Every aircraft operated under part 91 regulations is required to undergo an “annual” inspection in accordance with FAR part 43 every 12 calendar months. This regulation applies to VFR and IFR flying and is not dependent on how the aircraft is used (i.e. for hire). The applicable regulation is actually FAR 91.409(a).
VOR – In order to use VOR navigation in IFR flying, the accuracy of the device must be checked every 30 days. There is a list of the types of inspections that can be performed to check its accuracy (all covered in the regulation below), but the key element of this accuracy check is that it only applies to IFR flying. The complete regulation and required inspection types can be found in FAR 91.171.
100 Hour – In certain operations when an aircraft is being used “for hire” and specifically, for an aircraft used in flight instruction for hire, the aircraft is required to undergo a “100 hr” inspection every 100 hrs of engine operation (normally a tachometer time reading). This would apply to either a VFR or IFR flight, but is specific for flights being operated for hire. There are some additional rules that you should review concerning how the time is measured and when the inspection must be completed, but those can be found in FAR 91.409(b).
Altimeter/Pitot-Static System Check – Each altimeter and static pressure system must undergo an inspection to ensure accuracy and compliance with standards every 24 calendar months if the aircraft is to be used for IFR flight. There are no circumstances where this inspection is required for a VFR flight. Additional information can be found in FAR 91.411.
Transponder – Transponders are required to be inspected for accuracy and standards every 24 calendar months, if required. This requirement is actually two-part. FAR 91.413 specifies the inspection interval of 24 calendar months, but it does not state when you are required to use a transponder. The regulation references FAR 91.215 which states when and where you are required to have an operating transponder and in which mode.
For most aircraft and students, when the regulations specify a “Mode A” transponder, think turning the transponder to ON, and when it requires a “Mode C” transponder, think turning the transponder to ALT. Given these circumstances, this regulation applies to VFR and IFR flying. There are some limited exceptions for aircraft that do not have a transponder due to never being certified with an electrical system (i.e. Piper Cub). These aircraft are exempt from this inspection. Although transponders are only required in certain airspace, it is always a good idea to have it on and in Altitude Encoding mode (ALT or mode C) whenever possible for traffic avoidance.
ELT – Every aircraft (with some limited exceptions) is required to have an Emergency Locator Transmitter (ELT), and that unit must be inspected every 12 calendar months as found in FAR 91.207(d). This regulation applies to both VFR and IFR flying. In addition to the required 12 calendar month inspection, you should also be familiar with FAR 91.207(c) which states requirements for battery replacement and recharging under specific conditions (1 hour of cumulative use or half of the battery useful life) and is just as important as the 12 calendar month inspection.
This guide is a good overview of the rules but is no replacement for reading the regulations. If you have questions about these regulations, make sure and talk to your instructor to get clarification or contact the chief instructor or local FAASTeam representative at your airport.
It’s a question you’ll hear throughout your flying career, and as student pilots we’re usually hungry to add more to our total. Most of us will jump at any chance for some left seat time and another entry in the logbook. For better or for worse (mostly for worse I think), we judge pilot ability on total time.
But ask any experienced pilot and they’ll tell you: not all your aviation experience shows up in the logbook, and not all your learning takes place in the left seat. In particular, there is a lot to learn from riding in the right seat with other pilots. Some of my most memorable and educational flights were with me as co-pilot or observer, far away from the lesson plan or the pattern.
Why is right seat time so valuable?
It’s free, so you’re not rushed. When you’re paying by the hour for an airplane and instructor, it’s natural to want to be efficient. But sometimes this drive for efficiency can hurt, as you practice maneuvers in an unrealistic way or take shortcuts. When you’re not paying the bill, you can slow down and look around. And if you’re riding along on a cross country, you can get the complete flight profile–instead of simulating an approach and landing, you can see the real thing.
You’re not “on stage,” so you’re relaxed. No matter how well you get along with your flight instructor, you’re probably at least a little nervous during your flight lessons. It’s completely natural, since in a way you are performing. But just like some patients get “white coat hypertension” at the doctor’s office, not all pilots learn best under pressure. When you step back and simply watch someone else fly, you might be surprised at how easily some things sink in. We’re sometimes most open to new information when we aren’t expecting it.
You’ll get new perspectives. Seeing different pilots and airplanes fly is almost always good for your learning. For example, I had a terrible time understanding crosswind landings as a student pilot, but after a flight in the right seat of a Cessna 310 (a high performance airplane I knew nothing about), it just clicked for me. I just needed a different view of the same maneuver, with a different pilot flying. So many of the things we do as pilots are universal–they work in a Gulfstream and a 172–so don’t worry if you don’t know much about a particular airplane. It may have a lot to say.
So how do you find these opportunities for right seat time? Obviously, friends or family are great options if they are pilots. Beyond that, there’s no magic formula, but being creative and outgoing is a good place to start. Most importantly, hang around the airport and be engaged–get to know the local pilots at airport events and join aviation associations. Some pilots like to have another set of eyes as they fly, and these are great opportunities to get some right seat experience. You can help by reading checklists, helping with the preflight and even talking on the radio if you’re comfortable.
Likewise, many local pilot organizations and flying clubs have regular fly-outs to airshows or the nearby airport diner. Hitch a ride on one of these flights and offer to buy breakfast. It can be a great way to see how other pilots fly and learn about different airplanes. You might make a new friend along the way, too.
Another option that many flight schools offer is for you to ride along on a lesson with another student. This may not be “right seat” flying, but it can still be very valuable. Again, you’re not paying and you’re not on stage so you can take a more detached view of flying. Ask your flight instructor if this is allowed in your flight school.
Smart student pilots know that you can learn a lot beyond your regularly scheduled lessons. That may mean reading a book, watching a video or flying right seat with someone. Whatever it is, be creative about your flight training and never be afraid to learn from someone else.
What are your ideas for getting some right seat time? Add a comment below.
https://media.flighttrainingcentral.com/wp-content/uploads/2012/12/05183358/copilot-seat.jpg7681024studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2012-12-18 11:14:162021-06-08 19:23:49The value of right seat time
Manageable Goals Makes it Fun and Keep you Focused
Our extensive experience in aviation education; including more than 20 years managing our own flight school, has taught us that customers learn most effectively when the training process is divided into manageable steps. These steps or modules should build on previous information, creating a building-block approach to your pilot experience that saves you time and money. Regardless of your ultimate goal, remember, everyone must solo first. So focus your efforts on this most important milestone and be open to what may come next.
In simpler times, the private license was the “gateway” certificate allowing a pilot to add “advanced degrees” such as an instrument rating as it became necessary. But now, the real requirements are greater for the private than for a commercial certificate half a century ago and for many people, simply more than what you need to do what you want to do in aviation.
A Private certificate alone may take at least 6 months and 70+ hours flying time. The journey is filled with ups and downs before you’re able to begin enjoying the fruits of your labor. Today, a more reasonable approach, and an approach more likely to result in success, is to take on the Solo first and then utilize the Recreational or Sport Pilot as the gateway certificate.
Pilot candidates pursuing these licenses learn how to control the aircraft, master simple navigation techniques, and safely take off and land on a nice afternoon. Once certified, they can show a friend their house from the air, look at the mountains, view the city, or cruise over a beach. In other words, experience the simple pleasures of flight that likely attracted most of us to aviation in the first place.
The Sport or Recreational training curriculum will help develop habits and instincts that will increase your likelihood of success in more advanced training courses and allow you to build valuable PIC experience along the way. Your total flight experience will all be credited toward your Private or Private/Instrument training so it will not create any additional barrier to your end goal and YOU decide when to proceed.
Sporty’s very own Learn to Fly Course adapts this very same philosophy. This unique resource is delivered in a three-step format: Solo, Transition to Recreational/Sport Pilot and Private Pilot. Plus, you can stop any time and enjoy the privileges of the Solo, Sport or Recreational Certificate – which means your training is more fun.
Pilot training is a very personal experience and you will need to consider how you will learn best and what best fits your long-term goals and lifestyle. There is no wrong answer of how to begin. The important first step – start flying and get to that first solo! www.LearnToFlyHere.com.
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Trust your gauges. Trust your gauges. Trust your gauges. I can still hear the chant from my instructor during my instrument training. Even when VFR, I always find myself leveling off by looking at the attitude indicator and verifying with visual reference and other non-direct indicating instruments. It`s a tough habit to break (which isn’t necessarily a bad thing), but I found a little bit of motivation for the verification step hidden in a short flight to have supper with some pilot friends.
We had six planes in all. Taking off from Clermont County Airport (I69), the destination was only 15 minutes away. We were going to Blue Ash Airport to have the “Last Supper” as we called it. You see, Blue Ash was closing and we wanted to land there one last time before “they” closed it. There was a restaurant within walking distance of the parking area, so the food became a must.
I hopped in the left seat of a Cessna Skyhawk. To my right was a recreational pilot who was close to his private license who came along for the ride. On takeoff, I could tell something wasn’t quite right. It took almost half of the 3500 ft runway to build up speed for rotation. Vr in this plane is 55 kts. Around midfield, at an indicated speed of approximately 48 kts, the plane leaps into the air. It took a lot of nose down trim to keep the plane at Vy (79 kts).
Odd, yes., but given the young apprentice sitting next to me and the short duration of the flight, I thought nothing of it. I was confident and certainly didn’t want to seem worried so I was able to convince myself that all was normal.
On the way to Blue Ash, I notice a maximum cruise speed of 94 kts. This plane would normally do 110kts. Did I leave my flaps down again (story for another time)? Is something broken? Everything looked and felt fine, except for my airspeed.
Let’s pause the story and hit the rewind button to four months prior. I was fortunate enough to represent Sporty`s Pilot Shop at a trade show in Alaska. While I was there a bush pilot told me a story about when he took a 30,000 hour commercial pilot on a fishing trip in a Super Cub. During takeoff, he gets up to speed and rotates. The commercial pilot starts panicking and shouting “Airspeed! Airspeed! Your airspeed indicator isn’t working.” His response to this: “What`s an airspeed indicator?”
The commercial pilot`s entire flying career was based on trusting his gauges, where the Bush Pilot flew largely by feel. I could hear Bob Hoover in the background saying, “The plane doesn’t know the engines aren’t running.”
Back at Blue Ash, I`ve made it to final approach. It just so happened that the traffic in the pattern was using runway 24, meaning we had a 6 knot tailwind. I thought nothing of it for an experienced pilot like me. To make matters worse, Rwy 24 is a right-hand pattern. I have special hatred for right-hand patterns. I always end up high and fast. So on final, my airspeed indication is getting slow. I`m at final approach speed, but screaming down final as if I requested permission for a fly by.
With five planes behind me watching, I flared and flew a third of the way down the runway before forcing the plane to touch down. After a couple of bounces and porpoises, I was beyond midfield and not even in the ballpark of having the weight transferred from the wings to the wheels.
Luckily, this big, bad, macho pilot (me) has very little pride when it comes to going around. With five planes in the pattern, I announced my go around. Hitting the throttle, pulling up flaps, still trusting the airspeed indicator, I climb out again with a lot of nose down trim to keep the airspeed at Vy.
The windsock at the end of the runway confirms that we had a tailwind, but not a huge one. Glancing over at the ground peed on the GPS, it says I`m doing 90 kts while the airspeed is indicating 65 kts. A choir of angels sings, the light bulb goes on, the fog lifts from the valley. Looking back, I should have figured this out on takeoff, but my macho man attitude and instrument mentality had led me astray. Remembering my bush pilot friend from Alaska, I flew the next approach based on what felt right with a couple of groundspeed call outs from the pilot sitting next to me (the verification step). We made it down with no further issues and enjoyed our final trip to Blue Ash.
All the symptoms were there but I chose to ignore them. The pitot tube had a partial blockage leading to a false reading, much lower than normal. My mind was too busy showing this rookie how we real pilots fly.
Moral of the story: If it doesn’t feel right, it probably isn’t. Trust, but verify your gauges. A simple cross check of the groundspeed indication on the GPS would have revealed the issue and I could have made the adjustment before I attempted a landing.
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When I was in high school, I did a project which involved interviewing military veterans. There were four veterans I interviewed – two who were in the Vietnam War and two in Korea (one was my grandfather). The main focus was to interview them about their personal experiences, and about combat. To do this I had to do research and create tactful, sensitive questions.
My project was successful and I learned a lot, mainly to honor our veterans for what they did. Each veteran was interviewed separately and they did not know each other. However, they all had one experience in common. They told me that their rigorous boot camp training was a major reason why they survived combat. During a firefight, their training with various weapons and scenarios was key to overcoming the potentially crippling fear of combat. When their adrenaline was rushing, hearts pounded, and overworked lungs were burning, their training took over almost like they were on autopilot.
As pilots, there are lessons to be learned from this description. Unless we are flying low over moonshine country, we have no one shooting at us, but these veterans also said their time in service involved very long periods of extreme boredom, followed by short periods of extreme chaos and fear. As pilots, we experience long periods with little to do but monitor instruments and equipment and take in the views (cruise flight), and short periods of high workloads (takeoff and landing). We shouldn’t experience fear unless something goes wrong, or something breaks. We should expect that our training will take over and guide us through a particular event. If you were to experience a real emergency, do you feel confident your training has prepared you to handle it?
The PTS (practical test standards) book for every license spells out what’s expected from the student. It also spells out what’s expected of the examiner. The examiner is expected to, whenever possible, ask scenario based questions. They ask these during the oral, or give scenarios in flight for the student to work through. This shows the examiner that the student knows this task to the highest level of learning — correlation.
We all learn at different levels. The first level is rote learning. Examples of this level of learning would include memorizing aircraft V-speeds or limitations. Knowing why we use Vx to clear an obstacle or Vbg (best glide) in an engine-out emergency is the next level of learning — understanding.
The third level, application, is putting any knowledge to use in the airplane. The highest level of learning is when you realize how all the different areas of aviation (systems, limitations, weather, performance, regulations, etc.) relate to each other. You take everything into consideration when making decisions. This is called correlation. Scenario-based training encourages this highest level of learning to help you make safer decisions.
Scenario-based training should be a major part of your lessons, whether you’re a student or an instructor. For example, instead of reading and understanding the electric fire/failure checklist, practice it in the air. Once you secure the simulated fire, turn off the master switch (when in a non-congested area and not under a mode C veil), take off your headsets and work the problem to the ground (have a radio and speaker on for collision avoidance). Does your airplane require electric for flaps or gear when landing? Were you talking to ATC at the time? Now do this scenario at night, what changes? How does the workload increase? What about engine failure/fire to a forced landing?
Instead of taking the plane to 500 feet about the ground, try doing this by a runway or suitable grass strip and take the plane all the way to the ground. Talk about differences coping with abnormal or emergency procedures at night, over mountainous terrain or over an overcast layer. What about something slightly less dramatic like high oil temperature, a stuck throttle, a door opening in flight (if not a limitation)? Do this and watch you or your student’s confidence grow.
There are many different scenarios that can be created, mostly based around the aircraft’s emergency section in the operating handbook. There are also many scenarios that can occur that the manufacturer does not provide a checklist for. It’s valuable to work through the less likely scenarios as well, but always with an instructor and never compromise safety. This type of training should be done prior to the checkride. Not only to pass the examiner’s scenario-based questions and tasks, but for your personal growth and safety. Moreover, scenario-based training is the best preparation for after you receive your license. It keeps you current and safe and ensures you’re always learning.
If something goes wrong while flying and your adrenaline is rushing and your heart starts pounding, scenario-based training will be crucial to help get you over your fear, and work the problem to continue flying safely and to the nearest airport. Keep your instructor’s number close by to enlist his help and experience.
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Aviation W&B Calculator makes it easy to precisely the load the airplane
There are many ways to calculate airplane weight & balance with an iPad, but the best method we’ve found yet is with the Aviation W&B Calculator app. Available for $9.99 in the app store, this app makes it a breeze to perform routine weight & balance calculations. After instantly calculating takeoff/landing weight and center of gravity, the app also plots your center of gravity (CG) on an aircraft envelope. The app is especially useful when trying to maximize an airplane’s utility, allowing you to experiment with various loading configurations and instantly display the results on a CG graph.
Entering aircraft data
When you open the app for the first time you’ll see an extensive list of aircraft weight & balance templates, including those for most Cessna, Piper and Cirrus aircraft. The templates include all of the data needed to perform normal calculations, including the standard aircraft arm locations, weight limitations and each aircraft’s unique CG envelope. Don’t worry if your aircraft isn’t listed – there’s an option to ‘Build Your Airplane’ and create a custom template and CG envelope based on the numbers from your POH. And if your aircraft is similar to one of the included templates, you can quickly modify it and create a new template. You’ll also find additional templates for download on the app developer’s website created by other pilots with the app.
The next step is to enter your airplane’s unique data into the aircraft template. The app will prompt you for the tail number, basic empty weight & arm, and an optional value for start & taxi fuel burn. Each template includes the standard aircraft arm for each station measured in inches, and you can adjust these if necessary based on your particular configuration. One thing we really like here is that the app forces you to save this data, which is a big time saver for the next time you need to perform a calculation for that particular airplane.
The Large graph clearly displays CG location
Performing a weight & balance calculation
After saving your aircraft’s empty weight & CG, it’s time to enter the weights of the pilot, passengers, baggage and fuel. The app instantly calculates the zero fuel weight, ramp weight, takeoff weight and CG, and uses red/green color coding on the values to indicate whether or not they’re within limits. The Envelope feature brings up the aircraft’s CG graph, and plots your center of gravity on the grid. A helpful summary screen displays both the the CG graph and weight calculations, along with a small table listing max weights for the aircraft and any applicable baggage limitations. The data here is nicely organized, and you’ll find shortcuts at the top of the screen to email, save or print the information (useful for sharing with a copilot).
When you return to the app for a new calculation you can use the the Tail Number Quick Search function on the home screen to access your saved airplanes. After a few button taps you’ll be at the data entry screen again where you can adjust the weights for that day’s flight. The one feature that seems missing on the home page is a favorites list, where you could select a saved tail number and go right to the weight entry page.
The Aviation W&B Calculator is a must-have for pilots, useful for a wide range of aircraft from single-engine piston airplanes to corporate jets. It makes quick work out of weight and balance calculations, and displays the results on clear, easy to read graphs. And at $9.99 it’s a great deal too. Download the Aviation W&B Calculator app here.
https://media.flighttrainingcentral.com/wp-content/uploads/2012/10/05183432/weight-balance-app.png380600studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2012-10-22 12:43:162021-06-08 19:23:49Use your iPad to help with weight and balance calculations
Understanding Aircraft Maintenance Regulations
/in Regulations/by StudentpltnewsThe potential short-coming with using a mnemonic like “AVIATE” is that not every item referenced in the mnemonic applies to every circumstance. As an example, many students find it difficult to differentiate what maintenance requirements apply to VFR versus IFR flight. A common reason why students have a hard time in this particular application is because the student has NEVER actually read the regulation.
Many student pilots read the FARs, in particular 14 CFR Part 61 and 91, but tend to focus on the regulations in part 91 up to 91.205 – required equipment. Beyond that section seems be a black hole of knowledge for many student pilots and licensed pilots alike. Here is a good reference to help you remember and learn the actual maintenance regulations using the mnemonic “AVIATE”.
VOR – In order to use VOR navigation in IFR flying, the accuracy of the device must be checked every 30 days. There is a list of the types of inspections that can be performed to check its accuracy (all covered in the regulation below), but the key element of this accuracy check is that it only applies to IFR flying. The complete regulation and required inspection types can be found in FAR 91.171.
100 Hour – In certain operations when an aircraft is being used “for hire” and specifically, for an aircraft used in flight instruction for hire, the aircraft is required to undergo a “100 hr” inspection every 100 hrs of engine operation (normally a tachometer time reading). This would apply to either a VFR or IFR flight, but is specific for flights being operated for hire. There are some additional rules that you should review concerning how the time is measured and when the inspection must be completed, but those can be found in FAR 91.409(b).
Transponder – Transponders are required to be inspected for accuracy and standards every 24 calendar months, if required. This requirement is actually two-part. FAR 91.413 specifies the inspection interval of 24 calendar months, but it does not state when you are required to use a transponder. The regulation references FAR 91.215 which states when and where you are required to have an operating transponder and in which mode.
For most aircraft and students, when the regulations specify a “Mode A” transponder, think turning the transponder to ON, and when it requires a “Mode C” transponder, think turning the transponder to ALT. Given these circumstances, this regulation applies to VFR and IFR flying. There are some limited exceptions for aircraft that do not have a transponder due to never being certified with an electrical system (i.e. Piper Cub). These aircraft are exempt from this inspection. Although transponders are only required in certain airspace, it is always a good idea to have it on and in Altitude Encoding mode (ALT or mode C) whenever possible for traffic avoidance.
ELT – Every aircraft (with some limited exceptions) is required to have an Emergency Locator Transmitter (ELT), and that unit must be inspected every 12 calendar months as found in FAR 91.207(d). This regulation applies to both VFR and IFR flying. In addition to the required 12 calendar month inspection, you should also be familiar with FAR 91.207(c) which states requirements for battery replacement and recharging under specific conditions (1 hour of cumulative use or half of the battery useful life) and is just as important as the 12 calendar month inspection.
This guide is a good overview of the rules but is no replacement for reading the regulations. If you have questions about these regulations, make sure and talk to your instructor to get clarification or contact the chief instructor or local FAASTeam representative at your airport.
The value of right seat time
/in Tips and technique/by StudentpltnewsEver get asked: “How many hours do you have?”
It’s a question you’ll hear throughout your flying career, and as student pilots we’re usually hungry to add more to our total. Most of us will jump at any chance for some left seat time and another entry in the logbook. For better or for worse (mostly for worse I think), we judge pilot ability on total time.
But ask any experienced pilot and they’ll tell you: not all your aviation experience shows up in the logbook, and not all your learning takes place in the left seat. In particular, there is a lot to learn from riding in the right seat with other pilots. Some of my most memorable and educational flights were with me as co-pilot or observer, far away from the lesson plan or the pattern.
Why is right seat time so valuable?
So how do you find these opportunities for right seat time? Obviously, friends or family are great options if they are pilots. Beyond that, there’s no magic formula, but being creative and outgoing is a good place to start. Most importantly, hang around the airport and be engaged–get to know the local pilots at airport events and join aviation associations. Some pilots like to have another set of eyes as they fly, and these are great opportunities to get some right seat experience. You can help by reading checklists, helping with the preflight and even talking on the radio if you’re comfortable.
Likewise, many local pilot organizations and flying clubs have regular fly-outs to airshows or the nearby airport diner. Hitch a ride on one of these flights and offer to buy breakfast. It can be a great way to see how other pilots fly and learn about different airplanes. You might make a new friend along the way, too.
Another option that many flight schools offer is for you to ride along on a lesson with another student. This may not be “right seat” flying, but it can still be very valuable. Again, you’re not paying and you’re not on stage so you can take a more detached view of flying. Ask your flight instructor if this is allowed in your flight school.
Smart student pilots know that you can learn a lot beyond your regularly scheduled lessons. That may mean reading a book, watching a video or flying right seat with someone. Whatever it is, be creative about your flight training and never be afraid to learn from someone else.
What are your ideas for getting some right seat time? Add a comment below.
Success in Flight Training – Take it One Step at a Time
/in Get Started/by StudentpltnewsManageable Goals Makes it Fun and Keep you Focused
Our extensive experience in aviation education; including more than 20 years managing our own flight school, has taught us that customers learn most effectively when the training process is divided into manageable steps. These steps or modules should build on previous information, creating a building-block approach to your pilot experience that saves you time and money. Regardless of your ultimate goal, remember, everyone must solo first. So focus your efforts on this most important milestone and be open to what may come next.
A Private certificate alone may take at least 6 months and 70+ hours flying time. The journey is filled with ups and downs before you’re able to begin enjoying the fruits of your labor. Today, a more reasonable approach, and an approach more likely to result in success, is to take on the Solo first and then utilize the Recreational or Sport Pilot as the gateway certificate.
Pilot candidates pursuing these licenses learn how to control the aircraft, master simple navigation techniques, and safely take off and land on a nice afternoon. Once certified, they can show a friend their house from the air, look at the mountains, view the city, or cruise over a beach. In other words, experience the simple pleasures of flight that likely attracted most of us to aviation in the first place.
The Sport or Recreational training curriculum will help develop habits and instincts that will increase your likelihood of success in more advanced training courses and allow you to build valuable PIC experience along the way. Your total flight experience will all be credited toward your Private or Private/Instrument training so it will not create any additional barrier to your end goal and YOU decide when to proceed.
Sporty’s very own Learn to Fly Course adapts this very same philosophy. This unique resource is delivered in a three-step format: Solo, Transition to Recreational/Sport Pilot and Private Pilot. Plus, you can stop any time and enjoy the privileges of the Solo, Sport or Recreational Certificate – which means your training is more fun.
Pilot training is a very personal experience and you will need to consider how you will learn best and what best fits your long-term goals and lifestyle. There is no wrong answer of how to begin. The important first step – start flying and get to that first solo! www.LearnToFlyHere.com.
Trust But Verify
/in Personal stories/by StudentpltnewsWe had six planes in all. Taking off from Clermont County Airport (I69), the destination was only 15 minutes away. We were going to Blue Ash Airport to have the “Last Supper” as we called it. You see, Blue Ash was closing and we wanted to land there one last time before “they” closed it. There was a restaurant within walking distance of the parking area, so the food became a must.
I hopped in the left seat of a Cessna Skyhawk. To my right was a recreational pilot who was close to his private license who came along for the ride. On takeoff, I could tell something wasn’t quite right. It took almost half of the 3500 ft runway to build up speed for rotation. Vr in this plane is 55 kts. Around midfield, at an indicated speed of approximately 48 kts, the plane leaps into the air. It took a lot of nose down trim to keep the plane at Vy (79 kts).
Odd, yes., but given the young apprentice sitting next to me and the short duration of the flight, I thought nothing of it. I was confident and certainly didn’t want to seem worried so I was able to convince myself that all was normal.
On the way to Blue Ash, I notice a maximum cruise speed of 94 kts. This plane would normally do 110kts. Did I leave my flaps down again (story for another time)? Is something broken? Everything looked and felt fine, except for my airspeed.
Let’s pause the story and hit the rewind button to four months prior. I was fortunate enough to represent Sporty`s Pilot Shop at a trade show in Alaska. While I was there a bush pilot told me a story about when he took a 30,000 hour commercial pilot on a fishing trip in a Super Cub. During takeoff, he gets up to speed and rotates. The commercial pilot starts panicking and shouting “Airspeed! Airspeed! Your airspeed indicator isn’t working.” His response to this: “What`s an airspeed indicator?”
The commercial pilot`s entire flying career was based on trusting his gauges, where the Bush Pilot flew largely by feel. I could hear Bob Hoover in the background saying, “The plane doesn’t know the engines aren’t running.”
Back at Blue Ash, I`ve made it to final approach. It just so happened that the traffic in the pattern was using runway 24, meaning we had a 6 knot tailwind. I thought nothing of it for an experienced pilot like me. To make matters worse, Rwy 24 is a right-hand pattern. I have special hatred for right-hand patterns. I always end up high and fast. So on final, my airspeed indication is getting slow. I`m at final approach speed, but screaming down final as if I requested permission for a fly by.
With five planes behind me watching, I flared and flew a third of the way down the runway before forcing the plane to touch down. After a couple of bounces and porpoises, I was beyond midfield and not even in the ballpark of having the weight transferred from the wings to the wheels.
Luckily, this big, bad, macho pilot (me) has very little pride when it comes to going around. With five planes in the pattern, I announced my go around. Hitting the throttle, pulling up flaps, still trusting the airspeed indicator, I climb out again with a lot of nose down trim to keep the airspeed at Vy.
The windsock at the end of the runway confirms that we had a tailwind, but not a huge one. Glancing over at the ground peed on the GPS, it says I`m doing 90 kts while the airspeed is indicating 65 kts. A choir of angels sings, the light bulb goes on, the fog lifts from the valley. Looking back, I should have figured this out on takeoff, but my macho man attitude and instrument mentality had led me astray. Remembering my bush pilot friend from Alaska, I flew the next approach based on what felt right with a couple of groundspeed call outs from the pilot sitting next to me (the verification step). We made it down with no further issues and enjoyed our final trip to Blue Ash.
All the symptoms were there but I chose to ignore them. The pitot tube had a partial blockage leading to a false reading, much lower than normal. My mind was too busy showing this rookie how we real pilots fly.
Moral of the story: If it doesn’t feel right, it probably isn’t. Trust, but verify your gauges. A simple cross check of the groundspeed indication on the GPS would have revealed the issue and I could have made the adjustment before I attempted a landing.
Scenario-Based Training
/in Tips and technique/by StudentpltnewsWhen I was in high school, I did a project which involved interviewing military veterans. There were four veterans I interviewed – two who were in the Vietnam War and two in Korea (one was my grandfather). The main focus was to interview them about their personal experiences, and about combat. To do this I had to do research and create tactful, sensitive questions.
My project was successful and I learned a lot, mainly to honor our veterans for what they did. Each veteran was interviewed separately and they did not know each other. However, they all had one experience in common. They told me that their rigorous boot camp training was a major reason why they survived combat. During a firefight, their training with various weapons and scenarios was key to overcoming the potentially crippling fear of combat. When their adrenaline was rushing, hearts pounded, and overworked lungs were burning, their training took over almost like they were on autopilot.
We all learn at different levels. The first level is rote learning. Examples of this level of learning would include memorizing aircraft V-speeds or limitations. Knowing why we use Vx to clear an obstacle or Vbg (best glide) in an engine-out emergency is the next level of learning — understanding.
The third level, application, is putting any knowledge to use in the airplane. The highest level of learning is when you realize how all the different areas of aviation (systems, limitations, weather, performance, regulations, etc.) relate to each other. You take everything into consideration when making decisions. This is called correlation. Scenario-based training encourages this highest level of learning to help you make safer decisions.
Scenario-based training should be a major part of your lessons, whether you’re a student or an instructor. For example, instead of reading and understanding the electric fire/failure checklist, practice it in the air. Once you secure the simulated fire, turn off the master switch (when in a non-congested area and not under a mode C veil), take off your headsets and work the problem to the ground (have a radio and speaker on for collision avoidance). Does your airplane require electric for flaps or gear when landing? Were you talking to ATC at the time? Now do this scenario at night, what changes? How does the workload increase? What about engine failure/fire to a forced landing?
Instead of taking the plane to 500 feet about the ground, try doing this by a runway or suitable grass strip and take the plane all the way to the ground. Talk about differences coping with abnormal or emergency procedures at night, over mountainous terrain or over an overcast layer. What about something slightly less dramatic like high oil temperature, a stuck throttle, a door opening in flight (if not a limitation)? Do this and watch you or your student’s confidence grow.
There are many different scenarios that can be created, mostly based around the aircraft’s emergency section in the operating handbook. There are also many scenarios that can occur that the manufacturer does not provide a checklist for. It’s valuable to work through the less likely scenarios as well, but always with an instructor and never compromise safety. This type of training should be done prior to the checkride. Not only to pass the examiner’s scenario-based questions and tasks, but for your personal growth and safety. Moreover, scenario-based training is the best preparation for after you receive your license. It keeps you current and safe and ensures you’re always learning.
If something goes wrong while flying and your adrenaline is rushing and your heart starts pounding, scenario-based training will be crucial to help get you over your fear, and work the problem to continue flying safely and to the nearest airport. Keep your instructor’s number close by to enlist his help and experience.
Use your iPad to help with weight and balance calculations
/in Tips and technique/by StudentpltnewsAviation W&B Calculator makes it easy to precisely the load the airplane
There are many ways to calculate airplane weight & balance with an iPad, but the best method we’ve found yet is with the Aviation W&B Calculator app. Available for $9.99 in the app store, this app makes it a breeze to perform routine weight & balance calculations. After instantly calculating takeoff/landing weight and center of gravity, the app also plots your center of gravity (CG) on an aircraft envelope. The app is especially useful when trying to maximize an airplane’s utility, allowing you to experiment with various loading configurations and instantly display the results on a CG graph.
Entering aircraft data
When you open the app for the first time you’ll see an extensive list of aircraft weight & balance templates, including those for most Cessna, Piper and Cirrus aircraft. The templates include all of the data needed to perform normal calculations, including the standard aircraft arm locations, weight limitations and each aircraft’s unique CG envelope. Don’t worry if your aircraft isn’t listed – there’s an option to ‘Build Your Airplane’ and create a custom template and CG envelope based on the numbers from your POH. And if your aircraft is similar to one of the included templates, you can quickly modify it and create a new template. You’ll also find additional templates for download on the app developer’s website created by other pilots with the app.
The next step is to enter your airplane’s unique data into the aircraft template. The app will prompt you for the tail number, basic empty weight & arm, and an optional value for start & taxi fuel burn. Each template includes the standard aircraft arm for each station measured in inches, and you can adjust these if necessary based on your particular configuration. One thing we really like here is that the app forces you to save this data, which is a big time saver for the next time you need to perform a calculation for that particular airplane.
The Large graph clearly displays CG location
Performing a weight & balance calculation
After saving your aircraft’s empty weight & CG, it’s time to enter the weights of the pilot, passengers, baggage and fuel. The app instantly calculates the zero fuel weight, ramp weight, takeoff weight and CG, and uses red/green color coding on the values to indicate whether or not they’re within limits. The Envelope feature brings up the aircraft’s CG graph, and plots your center of gravity on the grid. A helpful summary screen displays both the the CG graph and weight calculations, along with a small table listing max weights for the aircraft and any applicable baggage limitations. The data here is nicely organized, and you’ll find shortcuts at the top of the screen to email, save or print the information (useful for sharing with a copilot).
When you return to the app for a new calculation you can use the the Tail Number Quick Search function on the home screen to access your saved airplanes. After a few button taps you’ll be at the data entry screen again where you can adjust the weights for that day’s flight. The one feature that seems missing on the home page is a favorites list, where you could select a saved tail number and go right to the weight entry page.
The Aviation W&B Calculator is a must-have for pilots, useful for a wide range of aircraft from single-engine piston airplanes to corporate jets. It makes quick work out of weight and balance calculations, and displays the results on clear, easy to read graphs. And at $9.99 it’s a great deal too. Download the Aviation W&B Calculator app here.