All posts tagged 'general aviation'

Nailing Your Glide Slope on Final

Flying - Nailing the Glide Slope on Final

If you're anything like me when I was working on my private pilot certificate and struggling to hold a proper glide slope, then here's some tips for learning how to adjust and making your descent more consistent.

First things first, if there is a PAPI or VASI on the runway (like the one pictured above) then use it! Make yourself create what's called PAPI discipline. Don't accept seeing 4 white and stay being too high, and FOR SURE don't accept 4 red. "4 red you're dead" is an old saying, and it's a saying for a reason.

This isn't to say that every time you see 4 red you're in critical danger, but don't create a habit of accepting that and still continuing a descent or you may find out the hard way that you're far too low. Here's 2 pictures to help illustrate both a PAPI and VASI lighting system:

PAPI

VASI

When it comes to actually flying the plane, the trick is always airspeed. Transition from your final approach speed to touchdown speed and you'll grease the landing every time too. 

You'll always hear that there is 3 things a pilot controls: heading, airspeed and altitude. Heading is more simple in this case, use the ailerons and rudder hold runway centerline as you descend down. Have a crosswind? Use more! 

We then control airspeed with pitch, and altitude with power.

So let's say you're getting a reading of 4 white on the lights and you're 10 knots faster than what you should be. What do you do? Take out some power! Bring the throttle back a bit and let the altitude slowly start to decrease and bring the nose up slightly as well. When you're back on the glide path bring some power back in and keep watching that airspeed because it is so so important, especially as you move up to larger and faster planes.

Remember too to keep it smooth, normally it only takes small corrections to come back to where you need to be. In that previous example, if you immediately take out full power and abruptly jerk the nose up you'll descend quick and lose airspeed too fast and will go past what you were needing to correct. From going to being too high and fast, now you might be too low and too slow. Being too low and too slow kills good pilots, because you can stall the plane with little to no altitude to recover. 

It's always good to know how to conduct a proper forward slip too, especially when you're way too high and close to the runway. Take it from me, you won't turn on final and be exactly where you want to be every time so it's best to know how to correct. 

Make sure you have no flaps, take out power, keep your eye on a spot on the runway to touchdown down on, then get that rudder and ailerons in and start going down! Once you're coming up to where you want to be smoothly add the power back in as you take out rudder and ailerons. Then work with airspeed and power to grease that landing!

A good landing is all about knowing how to work the plane. You're always watching heading, airspeed and altitude and applying the proper corrections. If there is a PAPI/VASI there, use discipline and work to stay on the right glide path. 

Wondering where you can go practice some good landings at? Head over to our website and use the Airport Search Link to find an airport near you with an adequate runway. Be sure to comment any tips and tricks you have too or some good landing stories and stay tuned for the next post! 

 

 

 

It’s Not You, It’s Your Instructor: Are You a Victim of Bad Flight Instruction?


Did you start flight training and not finish? Or maybe you started, took a long hiatus, and then returned to it in a better place at a better time.

There are many reasons people quit flight training. They get busy, start families, run out of money. Life happens. These are acceptable setbacks. But there are many other setbacks and challenges during flight training that, in my opinion, are unacceptable, and the most frustrating of these is poor instruction.

I recently had a conversation with a medical professional about flying. The conversation started out like many of them often do - we discussed our respective professions, and he mentioned that he began flight training when he was younger but never finished. When I asked him why, he described a myriad of flight training problems and challenges not uncommon to new students, but that he accepted as his own problems. He just wasn’t a good pilot, he said.

At first, it would seem that this particular person might have given up too quickly or too easily, but further into our discussion, I began to see a bigger story - a relatively common story that as a flight instructor, I really despise hearing.

Here’s a perfectly capable person- a medical professional and a seemingly well-respected business owner in the community - who is led to believe he can’t fly. "Some people just have the natural ability to fly, I guess, and I’m not one of them," he said. In discussing the topic further, though, it was clear that whatever instruction he had accomplished with his instructors in the first few hours wasn’t productive, wasn’t positive, and gave him a bad perception of flying.

Throughout our conversation, I discovered that he had been physically uncomfortable in the airplane (an airplane not really ideal for flight training, to begin with). I learned that he was unable to reach the rudder pedals, that he was all but reprimanded when he lost sight of the airport and was unable to navigate back to it on the first lesson. He said he wasn’t offered ground training and didn’t feel like he progressed.

Have you heard similar complaints before? Me, too. Is it possible that he was a student who showed up unprepared or didn’t make his instructor aware of his inability to reach the rudder pedals? Sure. But a bad pilot after only a few hours? Nah. There are outliers, to be sure, but the majority of flight students who walk into a flight school are eager to learn and capable of learning. We need to do better.

In a short conversation, I couldn’t convince him that he’s wrong, that he was likely (and unfortunately) the product of terrible instruction, and that it’s not like that everywhere. But I tried. I tried to reassure him that there are more professional instructors out there, more comfortable aircraft, simpler aircraft, and something called ground school, all of which would help alleviate many of his challenges, misconceptions and insecurities.

It might be too late for this person - I hope not - but if we’re serious about saving general aviation, if we want flight training to be a robust and successful industry within general aviation, we have to do better. Flight training is a serious venture, and one we need to approach cautiously, with safety in mind. But after ensuring safety - rather, along with the assurance of safety - flying should be fun. As instructors, we should be teaching students, encouraging students, and making aviation safe and enjoyable for students.

When it’s not fun, students quit. When they’re belittled, students quit. When they don’t feel safe, students quit.

I wonder how many other prospective pilots are out there with similar stories about initial flight training? How many of you started flight training and were faced with similar challenges and problems? How many of you quit and maybe found your way back somehow, eventually, after moving to a new flight school or befriending a new instructor? How many of you haven’t yet found your way back?

If you’ve had a bad experience with initial flight training, I urge you to find a new place to fly, or a new instructor to fly with. It’s not like that everywhere.

Oshkosh: It's Not About the Airplanes


Okay, so maybe it's a little bit about the airplanes. (Did you see the Mosquito? The GoodYear Blimp?!) But for most people, Oshkosh is about so much more than airplanes. If you follow Oshkosh on social media then you've heard the buzz of engines during the airshow and you've seen your friends posting selfies in front of amazing airplanes. But what you can't see from the photos is something else that's deeper, more elusive, that only exists at Oshkosh. Maybe it's a feeling, or maybe it's just something in the air. It's probably different for everyone, but whatever it is, it's general aviation at its absolute best. Airplanes are just the backdrop. A friend (who I happened to meet at Oshkosh) said it best in this video when he said, "It feels like coming home."

So what is it that makes Oshkosh special? What is it that keeps thousands of aviation fanatics returning each year to a place that's not even easy to get to? It's about the people, the encouragement, the mentorship, the conversation and the camaraderie. It's about an industry that welcomes you into it without pause and allows you to consider it your home without even a hint of reservation. It's an immediate family where every single one of your sisters and brothers just "gets" you.

Over fifteen years ago, I entered the world of aviation by walking into a sleepy airport terminal in my hometown, completely on my own. I had been on a single plane ride before, and I knew I wanted to fly. There was just one problem: I didn't know how. I didn't have a mentor. I didn't have a family member to show me the ropes. I didn't know anyone in aviation. I didn't know where to go or what it would take to become a pilot.

I remember walking into that terminal, a nervous teenage girl, to ask about flight lessons. With a comforting smile and a gleam in his eye, the airport manager sent me across the field to the sleepy little flight school. The owner of the flight school, without asking me why a girl like me would possibly want to fly, without hesitating or commenting on my five-foot-nothing height, hired me on the spot as a secretary. I could answer the phones, he said, and he'd pay me six dollars per hour and let me sit in on the ground school for free. "It's a deal," I said.

What I didn't realize was that this deal would go far beyond six dollars per hour and free ground school. I didn't realize I was gaining an instant family. The flight instructors took me seriously, treated me with respect, and introduced me to the world of flying with enthusiasm and encouragement. Beyond that, each one of them shared their worlds with me outside of our flight lessons. They told me about air shows and scholarships and what airline life would be like. They taught me about the bigger, Part 135 aircraft they flew during their off time. On their days off, they came to the airport with their wives and kids. It felt like home.

Fast forward a few years, and I made another solo trek, this time to EAA AirVenture in Oshkosh, Wisconsin. I'd heard the stories, but wondered how it could be more than just another air show with expensive food. I'd seen enough air shows. I'd seen Tora! Tora! Tora! and P-51s and Sean Tucker and Kirby Chambliss. What would be different about AirVenture? I had to find out. I showed up at my room that year - a small bedroom in a lady's house that I booked on a referral from a journalist friend - and found a group of people who had been coming to Oshkosh for years together. But instead of sticking to their own group, they immediately took me in, inviting me to ride the bus with them and inviting me to their nightly dinners. And then I showed up to the media tent, once again by myself, and immediately found friendly faces there, too. I walked the grounds, and while running into old friends, I made even more new friends. One introduction led to another and before I knew it, I had new aviation family members all over the place. It felt like a family reunion - with a pretty spectacular air show on the side.

Last year, I made a few friends at Camp Scholler who have been camping together as a group for years. This year, I was invited to camp alongside them at what they lovingly refer to as "Camp Bacon." I showed up with my kids, but otherwise alone, without really knowing any of these folks beyond social media. As if on cue, they welcomed me - and my children - into their aviation family immediately. They offered good conversation, interesting aviation stories, hot coffee, and even wine. They invited me to the nightly campfire, and to join them during their yearly "Dawn Patrol" walk to the warbirds at five a.m. They shared their stories with me and I learned about their aviation work. By the end of the trip, there were hugs, with the sound of P-51 Merlin engines in the background. It felt like coming home.

This is my family.

This is Oshkosh.

Top 9 Things to do at AirVenture in 2015

  1. Test your drone flying skills with Embry-Riddle Aeronautical University's Small Unmanned Aerospace System (sUAS) Challenge. The drone challenge will feature a 30-foot drone cage at Aviation Gateway Park, and will include both obstacle and speed courses designed for unmanned aerial vehicles. The competition will be held daily from 3 to 5 p.m. and is open to anyone age 10 and up. Or, for those who intend to bring a drone with them, a field next to Pioneer Airport will be designated for drone use. Small RC model aircraft (less than five pounds) may be used in the designated area from 7 to 9 p.m. every night.
  2. Visit the widely praised EAA AirVenture Museum to see more than 200 historic aircraft that are available for viewing. From the classic Piper Cub to the Spirit of St. Louis, EAA's AirVenture Museum has all of the best airplanes. From the museum, you can take a ride in a 1929 Ford Tri-Motor or a 1929 Travel Air E-4000. The museum also has four theaters and a special hands-on KidVenture area, and from May to October, you can take a short tram ride to Pioneer Airport and walk back in time through seven hangars that explore the 20s and 30s, aviation's Golden Age.
  3. Take your kids to Pioneer Airport, which is the place to be this year. From airplane and helicopter rides to drone flying to KidVenture, Pioneer Airport mixes old with new by introducing the next generation of aviation buffs to the aviation world in a variety of ways. Kids can complete a Future A&P course by visiting various booths and learning how to accomplish maintenance tasks like riveting or prop shaping. At the Young Eagles flight education area, future pilots can learn about airspace, lift and fly a flight simulator. Pedal planes are available for the youngest pilots, and older ones will enjoy a bit of history walking through the AirVenture Museum hangars.
  4. Watch the Valdez STOL aircraft show each other up. Each May, specially modified short takeoff and land (STOL) aircraft compete in a competition in Valdez, Alaska. More than a dozen of them will be at Oshkosh this year, and the competition is not to be missed. You can find them at the afternoon air shows, at the ultralight air strip and a final competition will happen prior to the night air show.
  5. If low-key is more your style, visit the Oshkosh Seaplane Base located at Lake Winnebago. Buses run from AirVenture to the Seaplane Base regularly, and beyond the weekly Watermelon Social event, it's a quiet respite from the crowds and heat.
  6. Celebrate the great moments of World War II. This is the 75th anniversary of the Battle of Britain, the successful air war to defend England in the summer and autumn of 1940, forestall a planned invasion of the island by Germany, and the first major turning point of the war. This is the moment that Winston Churchill famously predicted, should it be successful, would be known as England’s "finest hour." Airshow themes celebrating this turning point in the European war throughout the week will include many of the 300 warbirds expected to attend Oshkosh, including a rare flying example of the de Havilland Mosquito fighter/bomber.
  7. Take a seat in a classic aircraft. In addition to the Ford Tri-Motor making its accustomed flights above the AirVenture Grounds, this year you can take a ride from nearby Appleton in the B-17 Flying Fortress Aluminum Overcast, one of the rare surviving examples of this heavy bomber that dropped more ordnance than any other Allied Bomber of World War II. The flights depart from nearby Appleton and a shuttle bus will depart the AirVenture grounds an hour before the flight.
  8. Join Burt Rutan for a week-long recognition of the 40th anniversary of his iconic early aircraft design, the VariEze. For four decades Burt Rutan has continuously broken the mold, creating one unusual aircraft design after another and popularizing concepts such as canard wings and composite construction, culminating for many with his design of SpaceShipOne, the first commercial space flight vehicle. Rutan will be at Oshkosh to share this celebration of his unparalleled history of innovation. His designs will be included in the Homebuilts in Review each morning at 10 and Rutan will be interviewed following at 1PM.
  9. Stop by the Globalair.com booth! Have we met before? Stop by and meet your hard-working GlobalAir team! We'll be in Hangar D, Booth 4028.

Pilots Bill of Rights 2: Medical Exemptions, Due Process & NOTAMs

Photo © Robert Couse-Baker/Flickr

In a move that is being applauded by the general aviation community, Senator James Inhofe (R-Okla.) last week introduced two new GA-friendly bills. The new laws– the General Aviation Pilot Protection Act and the Pilots Bill of Rights 2 (PBOR-2) - could have a significant impact on general aviation operations if they move through congress.

Sen. Inhofe successfully led the first Pilot’s Bill of Rights through Congress in 2012. PBOR-2 expands upon the pilot protections offered by the initial PBOR.

"The first Pilot’s Bill of Rights was a victory for the aviation community and made possible by the support of pilots and industry leaders across the nation," Inhofe said. "Since being signed into law, more issues facing the general aviation (GA) community have surfaced. The Pilot’s Bill of Rights 2 addresses these concerns and builds on the success of my previous legislation."

Twelve sponsors, including Sen. Joe Manchin (D-W.V.), House General Aviation Caucus co-chair Sam Graves (R-Mo.), and a variety of industry stakeholders, such as AOPA, EAA, and GAMA, supported Sen. Inhofe’s Pilot Bill of Rights.

Mark Barker, President of AOPA, released this statement: "The introduction of the Pilot’s Bill of Rights 2 is great news for the general aviation community and we are grateful to Sen. Inhofe for putting forward this legislation that would do so much to help grow and support general aviation activity. Pilots have already waited too long for medical reform, so we’re particularly pleased to see it included in this important measure. We will actively work with Congress to build support for this legislation that is so vital to the future of GA and the 1.1 million jobs that depend on it."

The General Aviation Pilot Protection Act was first introduced in 2013. The 2015 version intends to expand the medical exemption requirement for pilots, and the PBOR-2 addresses the same medical exemption requirements, along with a handful of other issues.

According to Sen. Inhofe’s website, highlights of the new bill will include the following:

  • Medical Certificate Exemption:
    Allows more pilots to operate without obtaining an aviation medical certificate. Under the new law, private pilots would be able to fly VFR or IFR in aircraft under 6,000 pounds, below 14,000 feet MSL, and under 250 knots.
  • Due Process:
    PBOR-2 will maintain the rights set forth in the first PBOR from 2012, and will extend those rights to all FAA certificate holders instead of just pilots. This means that maintainers, dispatchers and other certificate holders will also be granted due process rights along with the right to appeal an FAA decision through a merit-based trial in Federal Court.
  • Violation Transparency:
    The new bill will require the FAA to notify pilots of any pending enforcement action, as well as provide specific documentation.
  • Flight Data Accessibility:
    Under the new bill, pilots will be able to access data from contractors, including flight service stations, contract controllers and controller training programs in order to defend themselves from enforcement action.
  • Protection for Volunteer Pilots:
    PBOR-2 will establish a Good Samaritan Law to protect volunteer pilots from liability.
  • Protection for individuals performing federal tasks:
    PBOR-2 will establish liability protections for individuals performing federal tasks, such as designated examiners, medical examiners and airworthiness inspectors.
  • NOTAMs:
    PBOR-2 will require the FAA to develop a better NOTAM (Notice to Airman) system, and maintains that the FAA will not be allowed to bring about enforcement action on pilots until they complete the NOTAM Improvement Program

The FAA has 180 days to weigh in on the regulations. If the organization doesn’t respond, the bills will automatically become laws.

End of content

No more pages to load