I spend a great deal of time talking with prospective students each day who are searching the area for a flight school. Although each student is unique, those who have done their homework and know what they are looking for generally ask the same types of questions. Those who have done little to prepare for their search rarely ask key things that a prospective customer should know. These customers are either assuming certain things based on our reputation, or are not aware of the implications of the differences between flight schools. Here are some of the things that any prospective customer should consider when deciding where to train.
First impressions when visiting or calling a prospective flight school are important. Was your call answered or promptly returned? Is the representative you are speaking with interested in your unique situation (interests)? Or are they just rattling off numbers trying to get through their sales pitch? Did you feel like you were important to them, instead of just another person calling? These ‘little’ things or feelings that you get will most likely have a much larger implication when it comes time to being their routine customer. All too often in the flight training business, customer service is thrown out the window because you are considered a student, not a customer. Although you will be a student of their school, you are foremost their customer, and how they interact with you says volumes about their business practices.
On a more technical side, what type of airplanes do they train in? I am not going to discuss the advantage of one type of trainer over another (too many to discuss), you should be more focused on age, condition, appearance, and equipment. I am not directly suggesting that a new airplane is required to get quality flight instruction, nor do ‘bells and whistles’ solve your future difficulties with landings, but there is something to be said for getting what you pay for in aircraft experience, safe and high quality maintenance, and how their aircraft look (appearance). Paying too much for flight training is something we never want to do as customers, but be careful to compare ‘apples to apples’ when it comes to pricing flight training.
Although choosing an instructor can sometimes be a discussion unto itself, if you have found a quality flight school, they will have many different instructors to choose from, ranging in different experience levels, different backgrounds, and a willingness to change instructors during training if you (the customer!) aren’t getting the most out of your student – instructor relationship. Be sure to ask about background, experience, pass rates, and personality type of instructors when looking at flight schools.
I cannot express how important it is to have a flight school that schedules around your needs. One of the many things that discourage students from continuing training is scheduling difficulties. We are all busy people, and finding time in our schedules to fly can be a challenge (some more than others), but making sure that the school is willing to work around your schedule, and having availability to meet your scheduling needs is an important logistical consideration that cannot be overlooked. If you find yourself always wanting to fly, and your school being unable to meet your requests, it may be time to find another flight school.
Those customers who have really done their homework ask about part 61 or 141 flight schools. A part 141 flight school is an FAA approved school using an approved syllabus. There are many advantages of a 141 school, but that is not to exclude part 61 training and some of the benefits that it offers to students. Many part 141 schools offer part 61 training in addition, which one that is suggested to you should depend on your situation. I don’t necessarily offer a preference to part 61 or 141 training schools, but their training materials do matter. I do highly recommend seeking out flight schools which operate from a published syllabus. Whether part 61 or 141, a syllabus is a crucial piece for you to monitor your progress, determine strengths & weaknesses, and to avoid costly training oversights that come back to haunt you later in flying. If the flight school does not operate from a syllabus and references to ‘years of experience’ there are some questions that should be asked about average hours to complete the certificate, pass rates, and quality of instruction. Just because they have been teaching for years, doesn’t mean they have been teaching well for years.
I don’t consider these to be the only things to consider when choosing a flight school, but they are questions that are often missed when a prospective customer calls me. A good flight school will point these items out (whether asked or not) and many other items when you call or visit. You should spend a good deal of time investigating the prospective school, including a through tour of their facilities. Remember, your impression of their entire operation may speak to many other aspects of their business and instructional quality.
Happy flying
https://media.flighttrainingcentral.com/wp-content/uploads/2013/03/05183228/flt-school-3.png488850studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2013-03-19 09:54:052021-06-08 19:23:48Choosing a Flight School
When I turned 16 and first learned to drive a car, I was taught to always be aware of the fuel status. When it was time to go to the gas station and refuel, there was never any thought though about how much gas to put in – insert the nozzle, set the hold function on the lever, and wait for the auto-shutoff to kick in when the tank was full. Why would I consider anything other than a full tank?
The same held true in my experiences in recreational boating. After heading back to the marina to refuel, I left with nothing short of a full tank. I used the same logic as when fueling my car – I could run the engine a longer time with less visits to the gas station. There was nothing else to consider.
When I learned to fly an airplane though I quickly learned that I needed to throw that logic out the window. Airplanes are more sensitive to weight and loading, and more often than not can’t be operated with the tanks full of fuel on every flight. Every airplane has a limiting maximum takeoff weight specified by the manufacturer, and you’re legally obligated to follow it (common sense should tell you it’s a good idea too). Flying over a manufacturer’s maximum weight leads to degraded performance in flight, and that’s assuming you’re able to get the aircraft safely off the ground in the first place.
Payload in training aircraft varies a good deal between different models. A Cessna 172R Skyhawk, for example, can carry around 450 lbs of passengers and bags with a full load of 53 gallons in the tanks, yielding nearly 5 hours of flying time. That’s pretty generous, considering it would be a challenge for a pilot, training gear and flight instructor to exceed this limit (that might help explain why the Skyhawk is one of the most popular training aircraft ever built). What if you want to take more gear, or another passenger on the flight though? The simple answer is to depart with less than full tanks. If you need to take along an extra 120 pounds, have the tanks filled up to only 30 gallons — this still provides over 2 ½ hours of flying time with reserves.
As you move up to larger aircraft, you’ll find the same principles apply. While you might think that a high-performance jet can carry a full passenger load and still fly with full fuel, that’s not the case. In fact many jets filled to the brim with jet fuel can only carry 2 pilot crewmembers and maybe a passenger or two before reaching the weight limit. Even if there isn’t a full passenger or cargo load, it’s still not efficient for larger transport aircraft to carry more fuel than needed for each flight segment. The extra weight decreases performance and will increase the amount of fuel needed to complete flight. One exception here is when there is a considerable price difference between the airports of intended use (right now AvGas & Jet fuel range from $5 to $9 per gallon in the U.S. depending on location – do the math).
Take fuel planning seriously throughout your flight training. Even if you’re flying a C172 loaded full with 5 hours of fuel for every lesson, pay attention to how you manage the fuel. Lean properly on the ground and in the air according to the guidance in the POH, and mentally note the fuel burned for each flight during shutdown. That way when it’s time to maximize the performance of the airplane for longer trips or taking additional passengers, you’ll be very knowledgeable about the expected fuel burn, and can confidently plan to arrive with your required fuel minimums. You’ll also have the right mindset for flying other aircraft that don’t offer the luxury of providing a large payload with the tanks topped off.
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We all want to be safe pilots–that’s emphasized from day one of flight training, and for good reason. But after we’ve completed our first solo and gained some confidence, it’s time to raise the standard beyond just safe flying. Some day soon, you’ll be carrying passengers and sharing the excitement of aviation. Those passengers assume you will be safe–they wouldn’t have boarded the airplane if they didn’t believe that. What they will judge you on is how smooth you are.
Smooth flying doesn’t mean you sacrifice safety–after all, you can’t be smooth if you’re unsafe. But it does mean you care about not just what you do, but how you do it. Things that pilots may not notice can be very uncomfortable for passengers. Focusing on these finer points will make you a better pilot and a better advocate for general aviation.
So how do you fly like a pro and impress your passengers?
Taxi carefully. Smooth flying starts before you ever leave the ground. If you’ve ever ridden in an airplane with a pilot who’s constantly stomping on the brakes, you know how unsettling it can be. So be gentle as you pull out of the chocks and avoid sharp turns. Use power and brakes sparingly–the less of one you use, the less of the other you’ll need. A good goal is to use as little braking as you can, so the whole trip from ramp to runway is hardly noticed.
Focus on level-offs. As you approach your cruise altitude, don’t jab the yoke forward to capture the planned altitude. This can create a momentary weightless condition, and scare nervous flyers. Instead, plan ahead. As you get within 500 feet of your desired altitude, start gently nosing over and reducing the rate of climb–400 ft/min when you’re 400 ft away, 300 ft/min when you’re 300 ft away, etc. The goal is to level off without your passengers ever knowing you stopped climbing. You can practice this on every training flight to learn the feel for it.
Plan descents. There’s nothing worse than a 2000 ft/min descent rate, especially if your passengers have a cold. Rapid changes in altitude are uncomfortable and unnecessary in most cases. Plan ahead so you can make a gentle 500 ft/min descent, and know when you need to start your descent.
Throttle control. Have you ever been on an airline flight when the autothrottle system was engaged? This is usually obvious on final approach, as the computers constantly increase and decrease power to maintain speed and glidepath. It works fine, but it’s not ideal for passengers. Great pilots set the power once on approach and leave it there until crossing the fence, so passengers never hear the engines change. This same technique works in a Cessna as well as a Boeing. Learn your profiles (for example, 1500 rpm and 80 knots on base) and then leave the throttle alone.
Be conscious of weather. Part of weather flying is staying safe–avoiding thunderstorms, low visibility and high winds. But the other, more subtle part, of weather flying is passenger comfort. If it’s a hot summer day and you’re on a cross country, climb up above the haze layer to smoother air. You might not mind bumping along at 500 ft, but most passengers do. If it’s going to be gusty later in the day, plan your takeoff for earlier to avoid the turbulence.
Of course, safety always comes first, so never be afraid to make your passengers uncomfortable if the situation demands it. But when you can, a little extra effort will lead to a much more enjoyable flight. Beyond passenger comfort, all of these habits are very desirable for professional pilots. If you plan to make a career out of flying, get started now.
What tips do you have for smoother flying? Any pet peeves you wish pilots would avoid?
https://media.flighttrainingcentral.com/wp-content/uploads/2013/02/05183250/twilight-zone.jpg249351studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2013-02-27 10:00:562021-06-08 19:23:48Safe isn’t enough–focus on smooth flying
As I’m sure you’re aware, your pilot certification is a multi-step process that will include a written testing component – similar to earning your driver’s license. The purpose of the written test is to establish that you’ve obtained a satisfactory base level of knowledge before you can embark on a practical exam (oral and flight exam) required for certification. Other purposes of the knowledge test are to identify deficient knowledge areas requiring additional training and so that the FAA has the opportunity to communicate what is most important via the test.
While FAA appears to be taking much needed steps in correcting significant short-comings of the written test, an unfortunate development in written testing, due to substantial budget constraints (among other reasons), is a written test that is disconnected from how we fly and train.
Exaggerating the apparent disconnect is an inflexible written test delivery vehicle that only allows for one type of multiple choice question and the lack of a written testing standard. The sad reality being that you may very well be asked to answer questions on a written test that reference outdated or incorrect information or tests information in a confusing and/or illogical manner. Some questions may require you to regurgitate obscure or trivial knowledge. And some performance-based questions may require impractical interpolations. While we can hope that the future will bring a better correlation between airman testing and training, we’re not there yet. So right or wrong, you’ll need to be prepared – and proper preparation should include a dedicated written testing component.
While not recommended as a stand-alone resource, a quality, written-test preparation program, as you’ll find in Sporty’s Learn to Fly Course, has great educational value and helps round-out your training arsenal. It allows you to digest information from a multitude of sources down to what is most important for your certifying exam. Complete and accurate explanations to accompany written test questions are also a vital component that will help make for a powerful learning experience.
Sporty’s Learn to Fly Course, available in DVD, online or as a dedicated app for iPad/iPhone, features a robust, customizable test preparation tool with three Modes of operation. Learning Mode is used to select specific areas of study or to study a random mix of questions. Test Mode will provide a random mix of question to provide a simulated exam. Finally, Flashcard Mode will allow you to answer questions without seeing any answer choices in a self-graded environment.
First time users would be wise to utilize Learning Mode first which will allow you to study the knowledge test questions by topic and identify your weaker areas. Once a question is answered, it is graded immediately. The correct answer is noted in green and incorrect answers in red for a quick visual cue of your progress. Explanations are displayed with all answer choices and it’s wise to read and understand each explanation to help reinforce important concepts. You can begin this study following the completion of your core video training or after completing specific training segments or volumes on related topics.
Once you’ve self-identified your weaker areas of knowledge, you can now build Learning Mode sessions to focus only on those areas for more efficient preparation. Your progress is continuously tracked with your number of correctly answered questions and a score relative to the number of answered questions. Once you’ve completed the study session, use the “Grade Session” feature for a score and the “Review Explanations” feature to review why questions were missed.
Flashcard Mode is similar to Learning Mode in that it allows you to study the knowledge test questions by topic and identify your weaker areas, but does not show answer choices to your questions. As with flashcards, the goal is to answer the question mentally and then display the answer to determine whether you’ve answered the question correctly. Depending on your learning style, you may choose to utilize Flashcard Mode as an alternative to Learning Mode and ONLY focus on correct responses or you may choose to graduate to Flashcard Mode to further test and correct weaker knowledge areas.
Regardless of your first experience with Flashcard Mode, it’s also beneficial as a cumulative check just prior to your actual FAA written exam by choosing a random mix of questions and focusing on correct responses. Just as in Learning Mode, your progress is continuously tracked. Once you have completed the study session, also grade your session and review explanations.
As you might expect, Test Mode functions just like a real exam. There is a time limit imposed that matches the actual FAA exam and you are given a random mix of questions for that also mimics the real exam. Once you have completed a test session, use the “Grade Test” button for a score and to “Review Explanations.” The Review Explanations option will return you to your same test session. Each test session is recorded in a separate Progress Reports tab so that you can always reference your progress or share your progress with an instructor.
As I hope is evident, a dedicated test preparation tool utilized correctly and responsibly has tremendous learning value and the more customization options, the better.
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Flight training, as you might expect, is a highly regulated activity. Flight instructors must be trained and certificated to a specific level. Flight schools can fall under further regulatory requirements. Most airport personnel having contact with students and the students themselves fall under regulations defined by the Transportation Security Administration (TSA).
As a budding student pilot, it is highly recommended that you check out a number of local flight schools and interview potential flight instructors. Some areas of the country will have more options than others. As you talk to flight school operators and instructors, some regulatory terms may be brought up in an effort to sway your decision. Be forewarned and forearmed by understanding the basics.
Part 61 vs Part 141
When a flight school talks about training under Part 61 or being a Part 141 approved school, they are talking about the Federal regulations (14 CFR) under which they have the authority to train pilots. Both sets of regulations define minimum requirements for pilot training and certification.
Of the entry level certificates, you can obtain a Recreational or a Private certificate under either set of regulations. Part 141 does not provide provisions for the Sport pilot certificate, therefore, training for this certificate is done under Part 61.
Any FAA approved flight instructor, whether associated with a flight school or not, may train a student under Part 61 regulations.
Part 141 regulations are related to the structure and approval of flight schools. Training under Part 141 regulations is only permitted by instructors associated with an FAA approved flight school. In order to become approved, a flight school must meet certain requirements and submit each curriculum it wishes to have approved to the FAA for review. Part 141 approved schools are subject to regular surveillance audits by the FAA and must meet minimum pass rates for the practical exams.
Both methods of flight training require the student to meet the same standard of performance in order to obtain a pilot certificate. Where the methods differ is in rigidity and in some minimum requirements.
Ultimately, the way a student learns and his or her long term goals may be the best criteria for deciding the regulations under which to train. After making that determination, the student needs to find the best fit amongst the choices within the preferred regulations. Both excellent and inferior flight instruction may be found under both sets of regulations.
The table below describes some of the potential advantages and disadvantages for the training regulations. It may be noted that some criteria can be both, depending on the student’s training goals.
Regulation
Potential Advantages
Potential Disadvantages
Part 61
More flexible training environment. This may allow the instructor to modify his or her program to meet the student’s desires and goals.
Better for part-time students pursuing flight training on a less regular schedule.
Student can interview and choose the flight instructor that fits best.
Less structured training environment.
May require more flight training hours.
May be fewer instructors to choose from at a given airport.
Truly “independent” flight instructors may be difficult to find for a new student unless they have a referral.
Part 141
More structured training environment.
Better for full time, career oriented students.
Good students may be able to complete certificates in fewer hours if the school’s curriculum has been approved for this.
May be too rigid for students not planning to pursue an aviation career.
Faster pace may overwhelm some students.
School may not always provide the student with a choice on instructor assignment. That being said, better schools will allow an instructor change if there is a mismatch.
May not be available at local airport.
TSA’s Alien Flight Student Program
As a result of the attacks on 9/11/2001, the Department of Homeland Security and the TSA developed a set of regulations intended to decrease the chances of flight schools in the United States training would-be terrorists.
As a new flight student, these regulations will require you to prove your U.S. citizenship prior to starting flight training. You can do this with an unexpired U.S. passport or the combination of your birth certificate and an approved government issued photo ID like your driver’s license. As long as you are a U.S. citizen and can prove it, this regulation requires little additional from you.
“Alien” students must submit to finger printing and a background check prior to beginning flight training. A good place for non-U.S. citizens to start is with a review of the TSA’s www.flightschoolcandidates.gov. You can also find a clearer explanation on the Aircraft Owners and Pilots Association (AOPA) website at www.aopa.org/tsa_rule/.
Conclusion
As a bird’s eye view, these regulations should get you through the selection of you flight training provider. Once you get into your training, your instructor will have broader and more detailed regulations for you to learn.
If you would like to review more details on the regulations, you can check them out online.
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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.
Choosing a Flight School
/in Get Started/by StudentpltnewsFirst impressions when visiting or calling a prospective flight school are important. Was your call answered or promptly returned? Is the representative you are speaking with interested in your unique situation (interests)? Or are they just rattling off numbers trying to get through their sales pitch? Did you feel like you were important to them, instead of just another person calling? These ‘little’ things or feelings that you get will most likely have a much larger implication when it comes time to being their routine customer. All too often in the flight training business, customer service is thrown out the window because you are considered a student, not a customer. Although you will be a student of their school, you are foremost their customer, and how they interact with you says volumes about their business practices.
Although choosing an instructor can sometimes be a discussion unto itself, if you have found a quality flight school, they will have many different instructors to choose from, ranging in different experience levels, different backgrounds, and a willingness to change instructors during training if you (the customer!) aren’t getting the most out of your student – instructor relationship. Be sure to ask about background, experience, pass rates, and personality type of instructors when looking at flight schools.
I cannot express how important it is to have a flight school that schedules around your needs. One of the many things that discourage students from continuing training is scheduling difficulties. We are all busy people, and finding time in our schedules to fly can be a challenge (some more than others), but making sure that the school is willing to work around your schedule, and having availability to meet your scheduling needs is an important logistical consideration that cannot be overlooked. If you find yourself always wanting to fly, and your school being unable to meet your requests, it may be time to find another flight school.
I don’t consider these to be the only things to consider when choosing a flight school, but they are questions that are often missed when a prospective customer calls me. A good flight school will point these items out (whether asked or not) and many other items when you call or visit. You should spend a good deal of time investigating the prospective school, including a through tour of their facilities. Remember, your impression of their entire operation may speak to many other aspects of their business and instructional quality.
Happy flying
Top off the airplane fuel tanks? Maybe…
/in Tips and technique/by StudentpltnewsThe same held true in my experiences in recreational boating. After heading back to the marina to refuel, I left with nothing short of a full tank. I used the same logic as when fueling my car – I could run the engine a longer time with less visits to the gas station. There was nothing else to consider.
When I learned to fly an airplane though I quickly learned that I needed to throw that logic out the window. Airplanes are more sensitive to weight and loading, and more often than not can’t be operated with the tanks full of fuel on every flight. Every airplane has a limiting maximum takeoff weight specified by the manufacturer, and you’re legally obligated to follow it (common sense should tell you it’s a good idea too). Flying over a manufacturer’s maximum weight leads to degraded performance in flight, and that’s assuming you’re able to get the aircraft safely off the ground in the first place.
Payload in training aircraft varies a good deal between different models. A Cessna 172R Skyhawk, for example, can carry around 450 lbs of passengers and bags with a full load of 53 gallons in the tanks, yielding nearly 5 hours of flying time. That’s pretty generous, considering it would be a challenge for a pilot, training gear and flight instructor to exceed this limit (that might help explain why the Skyhawk is one of the most popular training aircraft ever built). What if you want to take more gear, or another passenger on the flight though? The simple answer is to depart with less than full tanks. If you need to take along an extra 120 pounds, have the tanks filled up to only 30 gallons — this still provides over 2 ½ hours of flying time with reserves.
As you move up to larger aircraft, you’ll find the same principles apply. While you might think that a high-performance jet can carry a full passenger load and still fly with full fuel, that’s not the case. In fact many jets filled to the brim with jet fuel can only carry 2 pilot crewmembers and maybe a passenger or two before reaching the weight limit. Even if there isn’t a full passenger or cargo load, it’s still not efficient for larger transport aircraft to carry more fuel than needed for each flight segment. The extra weight decreases performance and will increase the amount of fuel needed to complete flight. One exception here is when there is a considerable price difference between the airports of intended use (right now AvGas & Jet fuel range from $5 to $9 per gallon in the U.S. depending on location – do the math).
Take fuel planning seriously throughout your flight training. Even if you’re flying a C172 loaded full with 5 hours of fuel for every lesson, pay attention to how you manage the fuel. Lean properly on the ground and in the air according to the guidance in the POH, and mentally note the fuel burned for each flight during shutdown. That way when it’s time to maximize the performance of the airplane for longer trips or taking additional passengers, you’ll be very knowledgeable about the expected fuel burn, and can confidently plan to arrive with your required fuel minimums. You’ll also have the right mindset for flying other aircraft that don’t offer the luxury of providing a large payload with the tanks topped off.
Safe isn’t enough–focus on smooth flying
/in Tips and technique/by StudentpltnewsWe all want to be safe pilots–that’s emphasized from day one of flight training, and for good reason. But after we’ve completed our first solo and gained some confidence, it’s time to raise the standard beyond just safe flying. Some day soon, you’ll be carrying passengers and sharing the excitement of aviation. Those passengers assume you will be safe–they wouldn’t have boarded the airplane if they didn’t believe that. What they will judge you on is how smooth you are.
Smooth flying doesn’t mean you sacrifice safety–after all, you can’t be smooth if you’re unsafe. But it does mean you care about not just what you do, but how you do it. Things that pilots may not notice can be very uncomfortable for passengers. Focusing on these finer points will make you a better pilot and a better advocate for general aviation.
So how do you fly like a pro and impress your passengers?
Of course, safety always comes first, so never be afraid to make your passengers uncomfortable if the situation demands it. But when you can, a little extra effort will lead to a much more enjoyable flight. Beyond passenger comfort, all of these habits are very desirable for professional pilots. If you plan to make a career out of flying, get started now.
What tips do you have for smoother flying? Any pet peeves you wish pilots would avoid?
Integrating Written Test Prep in Your Flight Training
/in Uncategorized/by StudentpltnewsWhile FAA appears to be taking much needed steps in correcting significant short-comings of the written test, an unfortunate development in written testing, due to substantial budget constraints (among other reasons), is a written test that is disconnected from how we fly and train.
Exaggerating the apparent disconnect is an inflexible written test delivery vehicle that only allows for one type of multiple choice question and the lack of a written testing standard. The sad reality being that you may very well be asked to answer questions on a written test that reference outdated or incorrect information or tests information in a confusing and/or illogical manner. Some questions may require you to regurgitate obscure or trivial knowledge. And some performance-based questions may require impractical interpolations. While we can hope that the future will bring a better correlation between airman testing and training, we’re not there yet. So right or wrong, you’ll need to be prepared – and proper preparation should include a dedicated written testing component.
While not recommended as a stand-alone resource, a quality, written-test preparation program, as you’ll find in Sporty’s Learn to Fly Course, has great educational value and helps round-out your training arsenal. It allows you to digest information from a multitude of sources down to what is most important for your certifying exam. Complete and accurate explanations to accompany written test questions are also a vital component that will help make for a powerful learning experience.
Sporty’s Learn to Fly Course, available in DVD, online or as a dedicated app for iPad/iPhone, features a robust, customizable test preparation tool with three Modes of operation. Learning Mode is used to select specific areas of study or to study a random mix of questions. Test Mode will provide a random mix of question to provide a simulated exam. Finally, Flashcard Mode will allow you to answer questions without seeing any answer choices in a self-graded environment.
First time users would be wise to utilize Learning Mode first which will allow you to study the knowledge test questions by topic and identify your weaker areas. Once a question is answered, it is graded immediately. The correct answer is noted in green and incorrect answers in red for a quick visual cue of your progress. Explanations are displayed with all answer choices and it’s wise to read and understand each explanation to help reinforce important concepts. You can begin this study following the completion of your core video training or after completing specific training segments or volumes on related topics.
Once you’ve self-identified your weaker areas of knowledge, you can now build Learning Mode sessions to focus only on those areas for more efficient preparation. Your progress is continuously tracked with your number of correctly answered questions and a score relative to the number of answered questions. Once you’ve completed the study session, use the “Grade Session” feature for a score and the “Review Explanations” feature to review why questions were missed.
Flashcard Mode is similar to Learning Mode in that it allows you to study the knowledge test questions by topic and identify your weaker areas, but does not show answer choices to your questions. As with flashcards, the goal is to answer the question mentally and then display the answer to determine whether you’ve answered the question correctly. Depending on your learning style, you may choose to utilize Flashcard Mode as an alternative to Learning Mode and ONLY focus on correct responses or you may choose to graduate to Flashcard Mode to further test and correct weaker knowledge areas.
Regardless of your first experience with Flashcard Mode, it’s also beneficial as a cumulative check just prior to your actual FAA written exam by choosing a random mix of questions and focusing on correct responses. Just as in Learning Mode, your progress is continuously tracked. Once you have completed the study session, also grade your session and review explanations.
As you might expect, Test Mode functions just like a real exam. There is a time limit imposed that matches the actual FAA exam and you are given a random mix of questions for that also mimics the real exam. Once you have completed a test session, use the “Grade Test” button for a score and to “Review Explanations.” The Review Explanations option will return you to your same test session. Each test session is recorded in a separate Progress Reports tab so that you can always reference your progress or share your progress with an instructor.
As I hope is evident, a dedicated test preparation tool utilized correctly and responsibly has tremendous learning value and the more customization options, the better.
Flight Training Regulations
/in Regulations/by StudentpltnewsAs a budding student pilot, it is highly recommended that you check out a number of local flight schools and interview potential flight instructors. Some areas of the country will have more options than others. As you talk to flight school operators and instructors, some regulatory terms may be brought up in an effort to sway your decision. Be forewarned and forearmed by understanding the basics.
Part 61 vs Part 141
When a flight school talks about training under Part 61 or being a Part 141 approved school, they are talking about the Federal regulations (14 CFR) under which they have the authority to train pilots. Both sets of regulations define minimum requirements for pilot training and certification.
Of the entry level certificates, you can obtain a Recreational or a Private certificate under either set of regulations. Part 141 does not provide provisions for the Sport pilot certificate, therefore, training for this certificate is done under Part 61.
Part 141 regulations are related to the structure and approval of flight schools. Training under Part 141 regulations is only permitted by instructors associated with an FAA approved flight school. In order to become approved, a flight school must meet certain requirements and submit each curriculum it wishes to have approved to the FAA for review. Part 141 approved schools are subject to regular surveillance audits by the FAA and must meet minimum pass rates for the practical exams.
Both methods of flight training require the student to meet the same standard of performance in order to obtain a pilot certificate. Where the methods differ is in rigidity and in some minimum requirements.
The table below describes some of the potential advantages and disadvantages for the training regulations. It may be noted that some criteria can be both, depending on the student’s training goals.
TSA’s Alien Flight Student Program
As a new flight student, these regulations will require you to prove your U.S. citizenship prior to starting flight training. You can do this with an unexpired U.S. passport or the combination of your birth certificate and an approved government issued photo ID like your driver’s license. As long as you are a U.S. citizen and can prove it, this regulation requires little additional from you.
“Alien” students must submit to finger printing and a background check prior to beginning flight training. A good place for non-U.S. citizens to start is with a review of the TSA’s www.flightschoolcandidates.gov. You can also find a clearer explanation on the Aircraft Owners and Pilots Association (AOPA) website at www.aopa.org/tsa_rule/.
Conclusion
As a bird’s eye view, these regulations should get you through the selection of you flight training provider. Once you get into your training, your instructor will have broader and more detailed regulations for you to learn.
If you would like to review more details on the regulations, you can check them out online.
Happy flight training!
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.