Updated categories include: 

• Airline Transport Pilot and Type Rating for Airplane: ACS-11A
• Aircraft Dispatcher PTS: 8081-10E
• Commercial Pilot, Airplane: ACS-7B
• Commercial Pilot, Rotorcraft Helicopter: ACS-16
• Flight Instructor, Airplane: ACS-25
• Flight Instructor, Instrument Airplane and Helicopter PTS: 8081-9E
• Flight Instructor, Rotorcraft Helicopter: ACS-29
• Instrument Rating, Airplane: ACS-8C
• Instrument Rating, Helicopter: ACS-14
• Private Pilot, Airplane: ACS-6C
• Private Pilot, Rotorcraft Category Helicopter: ACS-15

The individual documents are linked above to the FAA site for ease of reference. There are updates for the ATP type rating for powered lift, and the powered lift instrument, private, commercial, and instructor ratings. There is also an updated ACS Companion Guide for Pilots. 

The post New ACS for Nearly Every Pilot Category in Effect May 31 appeared first on Plane & Pilot Magazine.

Still, the U.S. is one of the friendliest countries for learning to fly. Knowing which questions to ask is half the battle, and among a long list of decisions you’ll be faced with as you begin your pilot journey is whether you will train under a Part 141 vs Part 61 flight school. 

The biggest difference between Part 61 vs Part 141 flight schools is that Part 141 flight schools are more highly regulated and regimented. At the end of the day, both lead to the same FAA certifications, but given your particular situation, one may provide more benefits than the other.

Before we go further, though, a quick note: Do not let confusion stand in your way of starting! No matter which path you choose, one of the most beneficial ways to get started is to enroll in ground school. Online ground schools are an excellent way to get a head start in your training. 

Here are some reputable and respected online ground schools to look into:

• ASA
• Pilot Institute 
• Gold Seal 
• Angle of Attack
• King Schools
• Rod Machado

Now, let’s take a look at some of the benefits and potential drawbacks of Part 61 vs. Part 141 flight training. 

What Is Part 141 in Aviation?

First, let’s talk about what a “Part” is. When you see this term, we’re talking about a Part (like a section or chapter) in the Federal Aviation Regulations. The FARs are actually Title 14 of the Code of Federal Regulations (CFR), the same document that codifies regulations for highways, agriculture, elections, and pretty much every other function of the U.S. government. 

So, Part 141 and Part 61 are simply sections in the FAR that regulate the requirements for the certification of flight schools and pilots. You’ll learn more about FARs in ground school. 

Part 141 is more focused on regulating the requirements of a flight school, as opposed to those of the individual pilot. A flight school certified under Part 141 adheres to stricter requirements. They are flight schools with structured, FAA-approved curricula that follow a regimented schedule for a series of courses and accompanying stage checks. These stricter requirements provide a number of benefits, but may not be the right fit for every aspiring pilot.

Pros:

• Lower minimum hour requirement: This is probably the biggest benefit of FAA Part 141 flight training, particularly for the budget-conscious student. Thanks to the regimented schedule and curriculum, the FAA private pilot requirements for Part 141 students conduct their private pilot certification check ride with just 35 hours (vs the 40 hours for private pilots in Part 61 flight training). Fewer hours mean lower cost. 

These hour differences add up quickly, especially if you pursue advanced certificates like commercial and airline transport pilot ratings. To be clear, however, these are minimums — the actual hours required will vary by pilot and performance.  

• Predictability: The required curriculum means you’ll know what to expect, and when to expect it. Thanks to the schedule, you will also have a better idea of how quickly you will complete your training than you would in a Part 161 flight school. 
• More streamlined:  Part 141 schools cater to the aspiring professional pilot. Most have better resources, facilities, and planes due to periodic, no-notice audits by the FAA. Part 141 flight schools integrate ground school lessons into their structured curriculum, often aligning them to the practical flight lessons and providing more materials so that theory meets practice. 

Some even partner with some of the online providers already mentioned above thanks to their quality.

Cons:

• Less flexibility: While many students benefit from a set curriculum, it also reduces flexibility. Most Part 141 flight schools require you conduct all training at their school once you start, and they expect you to stick to their often fast paced schedule.
• Assigned flight instructor: Part 141 schools typically assign flight instructors with little to no input from the student. While the good ones will arrange for an instructor swap if there are personality conflicts in the cockpit, you might end up flying with someone you despise for weeks at a time.
• More selective: Many Part 141 schools are part of universities and likely require admissions applications. If your resume or transcripts are weak, perhaps a Part 61 school is a better option. 
• Costly if you fall behind: The stage checks integrated into the curriculum at Part 141 programs mean that if you fail a stage check, you are forced to repeat much of the training leading up to that check ride, resulting in costly additional hours in the plane. 

So while Part 141 can be cheaper if you breeze through all of the stage checks, costs begin adding up if you fall behind. That’s why it’s so important to stay engaged, especially in ground school, so that you do not waste time in the air. 

Examples of Reputable Part 141 Flight Schools

• Embry-Riddle Aeronautical University
• John D. Odefard School of Aerospace Sciences, University of North Dakota
• ATP Flight School

What Is Part 61 in Aviation?

While Part 141 flight schools offer a more institutional approach to training and are often tailored to those pilots who want to make a career of flying, Part 61 flight schools provide a more flexible option for those unable to commit to training full time or simply looking for a new (expensive) hobby. 

Any CFI can conduct Part 61 training. Part 61 flight schools are what you are likely to find at an aero club at the nearby regional airport and may consist of instructors who teach on the weekends or evenings between a regular 9 to 5 job. Don’t be fooled, though; you can find some world class instruction and huge benefits under a Part 61 training program. 

Pros:

• Greater flexibility: free of the Part 141 curriculum requirements, Part 61 instructors are free to teach however they please (though the good ones follow some sort of curriculum). This means that the student is not beholden to a set schedule, providing much more flexibility. 

For example, I conducted my training under Part 61 on the weekends while in college, and even took a two-month break for my wedding, spreading out my training over 15 months. While many would argue it’s better to fly 2-3 times a week so you stay fresh, that simply did not work for my schedule at the time. The flexibility was exactly what I needed. 

• Choice of flight instructor: Your flight instructor can be the difference between invigorating your love of flying or causing you to avoid embarking on another flight. Under Part 61, if you realize you don’t get along with or are struggling to learn from a certain flight instructor, you are totally free to switch to a new one. 

This is also important if you plan to move soon but want to start your training now. While your next instructor will likely want to review a few maneuvers to assess your skills and knowledge, you won’t be forced to start over. 

• Individualized training: Everyone learns differently. While the structure of a Part 141 curriculum is beneficial to many students, Part 61 training offers a more one-on-one approach. Because instructors do not have to follow a set syllabus, they can tailor the training (including lessons, flight time, and schedule) to your individual needs. 
• Local: If you visit your local airfield, you’re likely to find a Part 61 flight school or affiliated CFI. This means you can train locally and do not have to move across the country. 

Cons:

• Typically costs more: Private pilot requirements for Part 61 schools are slightly higher than Part 141 schools, mandating a minimum of 40 flight hours prior to the final check ride. Beyond the minimum, though, the lack of set schedule and curriculum under Part 61 can result in significantly more flight time overall to master the maneuvers, especially for when working towards your commercial and Instruments ratings. As you will quickly learn in your training, flight time equals money. 
• Requires more self-study: The best way to minimize any additional instruction is to stay in the books, especially when it comes to ground school. While some Part 61 schools offer in-person ground school, you might be on your own. Thankfully there are plenty of quality online ground school options that will prepare you well for the Private Pilot Written Test (check out ASA, Pilot Institute, Gold Seal, Angle of Attack, King School, Rod Machado). If you aren’t a self-starter, the structure of Part 141 may be better for you. 
• Less quality assurance: While Part 61 schools still need to meet safety standards from the FAA, the lack of Part 141 accreditation and oversight from a formal institution means the quality of instruction comes down to the individual flight instructors. Quality will vary. Still, it is possible to find instructors and aero clubs that take great pride in the high quality instruction they offer. Just do your due diligence.  
• Fewer resources: Part 61 operations are typically smaller operations with fewer planes and maintenance personnel. This can lead to airplane availability and scheduling issues that negate the typical flexibility of Part 61 operations. When looking into a Part 61 school, ask about the student to aircraft ratio and typical availability.  

Finding Reputable Part 61 Flight Schools

Unlike Part 141 schools located at universities and institutions around the country, you can find Part 61 flight schools at local regional airports near you. This can be a huge benefit for those who can’t uproot their lives for training. 

Look into the following points to assess how well these schools will fit your needs:

• Instructor and plane availability
• Schedule flexibility (after all, this is one of the greatest benefits of Part 61 training)
• Hourly fees for ground instruction, flight instruction, and aircraft rental
• The school’s curriculum
• Instructor motivation (if they’re simply trying to build time for airlines, for example, they may not be the best fit)
• Reputation among student pilots, length of time in business

Part 141 Vs. Part 61 Flight Schools: Factors To Consider

Cost

Knocking out your training quickly is the best way to minimize cost. Part 141 flight schools are your best option to help you progress quickly. However, if you stay disciplined, attaining your private pilot certification under a Part 61 training program can be affordable.

Training Timeline and Flexibility

For a shorter, more predictable training schedule, turn to Part 141 programs. However, Part 61 programs provide greater flexibility that may better suit your situation.

Curriculum Structure

Generally, if you did well in school under a structured curriculum or find that you need assigned study material to thrive, you will likely prefer a Part 141 flight school. A Part 61 flight school, on the other hand, can be more tailored to the individual and provides more one-on-one attention.

Quality Control

Part 141 programs adhere to strict FAA requirements and undergo periodic audits, so you can expect a baseline standard of quality. Still, their instructors are human and quality may vary. Part 61 instruction quality really comes down to the individual CFI. Asking around and even conducting an interview is good practice. After all, you are hiring them for a service. 

Training Environment

Most Part 141 schools may have better facilities and resources than a Part 61 operation, but it may vary greatly. If you are interested in Part 61, head to a few local airports and ask to tour their facilities and get briefed on their maintenance programs.

Admission Requirements

Almost anyone can enroll in Part 61 flight schools, as long as you meet certain medical and English proficiency requirements. The more popular Part 141 programs, however, may have competitive application processes for admission.

School/instructor Changes

Once you start at a Part 141 flight school, it is difficult and costly to switch. They will assign you an instructor, and it may be hard to swap. If you train under Part 61, however, you are free to shop around until you find an instructor that matches your personality and learning needs.

Funding Options

Since Part 141 schools are often attached to larger institutions and universities, they typically provide easier financing options or even scholarships. If you happen to be a veteran, you may even be able to use the GI Bill. Part 61 training is often paid for out of pocket, but if you do your research, you can find many organizations and clubs offering grants for qualified, motivated students. 

Career Paths

If your dream is to fly for a legacy airline, a Part 141 flight school will provide the structured, professional, streamlined training to get you through your private, commercial and airline transport pilot certificates quickly and more affordably than a Part 61 operation. If you simply want to fly on the weekends for that $100 hamburger, Part 61 is likely a better fit. Still, both Part 141 and Part 61 flight schools result in the same certification. 

Are Part 141 or Part 61 Schools Better for Your Needs?

There are pros and cons to both Part 61 vs Part 141 flight schools. The path you choose really comes down to your individual circumstances. 

Are you looking to jump full time into a structured program to get you from zero time to the airlines as quickly as possible? Then look to Part 141 schools. Do you require a flexible schedule and need to stay local? Then you’re probably looking at Part 61 training. Either way, rest assured that both options can provide access to high quality instructors and the same FAA pilot certifications. 

FAQ

What is the difference between Part 61 and 141 flight school?

Part 141 flight schools are more highly regulated and have more requirements (e.g. standard curriculum) than Part 61 flight schools. Because of those higher standards, students training under more structured Part 141 accredited flight schools have lower minimum hour requirements than those training under Part 61 flight schools, but they also have less flexibility in their training.

Can you become an airline pilot through Part 61?

Yes. Both Part 141 and Part 61 flight schools can help students earn their private pilot, commercial pilot, and airline transport pilot certifications. Part 141 flight schools, however, are designed to help streamline this process.

What is the hardest license to get as a pilot?

This will vary by pilot. On paper, the Airline Transport Pilot certificate requires the most experience and knowledge. Many in the industry compare this to a pilot’s doctorate and it is necessary to fly for flagged carriers (e.g. Southwest, Delta, Frontier, Skywest, etc.). However, since most pilots have a minimum 1,500 hours before they conduct an ATP check ride, they may not consider it difficult, but rather costly and tedious. The commercial pilot certificate, on the other hand, requires a higher level of understanding than a private pilot certificate for marginally more time. It really comes down to the pilot… experiences will vary. 

The post Pros and Cons: Part 141 vs. Part 61 Flight Schools appeared first on Plane & Pilot Magazine.

However, as a new student pilot embarking on your aviation journey, it may feel overwhelming trying to pinpoint exactly which books will fit your specific needs. Let us provide you with a curated list of the best aviation books to kickstart your aviation journey and library.

Quicklook: 9 Top Aviation Books for Student Pilots

• Best pilot training manual: Pilot’s Handbook of Aeronautical Knowledge
• Best flying handbook: Airplane Flying Handbook
• Best aviation weather book: Aviation Weather Handbook
• Best FAA publication: Federal Aviation Regulations and Aeronautical Information Manual (FAR/AIM)
• Best knowledge exam guide: Private Pilot Test Prep
• Best oral exam guide: Private Pilot Oral Exam Guide
• Best airman certification standards book: Private Pilot Airplane Airman Certification Standards
• Best logbook: Jeppesen Professional Pilot Logbook
• Best next step book: The Killing Zone: How and Why Pilots Die

The Best Books for Aviation Students

Although there are ample resources available to student pilots, the ones listed herein are a great start to your next step of becoming a certified pilot. 

Pilot’s Handbook of Aeronautical Knowledge

Best for: Pilot training knowledge

This FAA published handbook, FAA-H-8083-25 (as revised), is an invaluable learning tool for any pilot in training. It includes principles of flight, airplanes and engines, performance, weather, navigation, and more. The latest edition reflects the newest aviation industry procedures, equipment, techniques, regulations, and National Transportation Safety Board (NTSB) recommendations. It’s also a key reference in the FAA Airman Certification Standards (ACS), and available free online in an electronic format.

Airplane Flying Handbook

Best for: Flying knowledge

The Airplane Flying Handbook, FAA-H-8083-3C (as revised), introduces the basic pilot skills and knowledge essential for piloting airplanes, including all the information required by the FAA for inflight operations. The latest edition expands and updates the material that is a key reference in FAA testing and ACS, and incorporates new areas of safety concerns and technical information, such as loss-of-control upset prevention. This handbook is available online for free in an electronic format.

Aviation Weather Handbook

Best for: Aviation weather knowledge

This FAA published handbook, FAA-H-8083-28 (as revised), is the key reference for meteorology and weather services pertinent to FAA Knowledge Exams and airman certification. Subjects covered include the U.S. aviation weather service program, weather briefings, weather theory and aviation hazards, meteorology, mountain, tropical, arctic, and space weather, observations, weather charts, advisories, forecasts, online weather resources and flight planning tools, and much more. The electronic format of this handbook is also available at no cost online.

Federal Aviation Regulations and Aeronautical Information Manual (FAR/AIM)

Best for: Federal aviation regulation knowledge

This manual of FAA regulations and procedures is an easy-to-use document containing information pertinent to pilots, flight crews, and aviation maintenance technicians. FAR/AIM books have been the standard regulatory reference of the industry since 1940, and continue to be a staple in every aviator’s library. Electronic versions of both FARs and AIM can be found online for free.

Private Pilot Test Prep

Best for: Private pilot knowledge test preparation

This ASA published book includes study questions for the private pilot FAA knowledge exam, along with answers and explanations. It includes figures, legends, and full-color charts from the FAA Airman Knowledge Testing Supplement, so you familiarize yourself with topics that will come up at the testing center. You can count on this book to provide you with the latest changes in the FAA Knowledge Exams through a free email subscription service and updates. ASA’s Private Pilot Test Prep is the pilot’s best resource for successful test-taking.

Private Pilot Oral Exam Guide

Best for: Private pilot oral exam preparation

The Private Pilot Oral Exam Guide complies with FAA ACS, rules, and procedures. It contains the questions most frequently asked by FAA examiners during the airplane checkride, along with the appropriate responses. FAA references are provided throughout for further study. 

The latest edition of this guide has been updated to further align with the ACS, with new information added or expanded upon regarding weather services, regulations, airport operations, airspace, and flight planning. This book is the complete resource to prepare applicants for the Private Pilot Airplane checkride.

Private Pilot Airplane Airman Certification Standards

Best for: Private pilot certification standards

This FAA published book, FAA-S-ACS-6 (as revised), outlines what pilot applicants must know, do, and consider for their Private Pilot Airplane FAA Knowledge Exam and practical/checkride. It includes the aeronautical knowledge, risk management, and flight proficiency standards necessary for certification, along with ACS codes and Companion Guide. This document is available online for free in an electronic format.

Jeppesen Professional Pilot Logbook

Best for: Logbook selection

Although we’ve highlighted many free electronic resources in this article, a pilot logbook is not where you want to cut corners. You’re spending a lot of time and money on your flight training and your logbook is the legal document that proves you have the necessary experience and endorsements to meet your certification requirements. 

The Jeppesen Professional Pilot Logbook will follow you throughout your aviation career and is one of the most important pieces of documentation you’ll ever own. There are many flight logbooks available on the market, but this high-quality one includes many pages and is customizable to meet any pilot’s needs. (And if you intend to co-pilot with a furry companion, you may consider investing in a fun —  but unrequired — “Doggy Log” as well!)

The Killing Zone: How and Why Pilots Die

Best for: The next step in your aviation journey

The term “killing zone” refers to the period from 50 to 350 flight hours when pilots leave their instructors’ tutelage and fly independently for the first time. This book is a survival guide for these pilots, helping them identify the potentially deadly pitfalls faced by unseasoned aviators. 

In addition, with today’s emphasis on mental health, The Killing Zone does an excellent job of focusing on the psychological and emotional challenges that pilots face. The author explains how these challenges can impact performance and decision making, while providing valuable insight into how pilots can overcome them.

Additional Resources for Student Pilots

There are many resources available to student pilots beyond the books covered on our list. As you’re expanding your aviation library, feel free to explore some other helpful, and often free, resources available to new aviators:

• Aircraft specific manuals, checklists, flight deck posters: Each aircraft has normal and nonnormal procedures associated with its operations. As a pilot, you must be familiar with the equipment you’re flying to manage it effectively. Flight deck posters are a great tool to help you chair fly on your own time so you can build up your flight deck familiarity.
• FAA regulations and policies: The FAA offers an ample number of free resources, including Advisory Circulars, MMELs, Aircraft Safety Alerts, handbooks, and other documents to help you expand your aviation library further.
• FAA Aeronautical Information Services (AIS): AIS is the authoritative government source for collecting, storing, maintaining, and disseminating aeronautical data for the U.S. and its territories. It contains a catalog of digital products, including planning charts, VFR/IFR charts, supplemental charts/pubs, and more to provide you with the foundations for flight in the national airspace system.
• LiveATC: Effectively communicating over the radio is a critical part of every aviator’s career. LiveATC allows you to listen to live ATC coverage so you can learn proper communication skills and radio abilities.
• Online simulators: Online simulators provide access to a variety of tools, from e6B calculators to interactive basic navigation simulators. Simulators are great tools to help you develop proficiency with certain flight tasks on your own time and at a reduced cost.
• WINGS pilot proficiency program – This proficiency program developed by the FAA encourages ongoing training that provides you an opportunity to fly on a regular basis with an authorized flight instructor. Reviewing and refreshing your knowledge is just as important as actual flying. To meet this goal, the FAA provides you with many opportunities to complete online courses, attend seminars and other events, and participate in webinars. Many third-party activities, such as those offered by ASA and Sporty’s, qualify for WINGS credit and indicate such credit on their websites.

Start Your Aviation Library Today

Change is a constant in the aviation industry, and it’s essential that your knowledge, skills, and aviation library remain current to keep up. We encourage you to start building your aviation library with these book recommendations, and continue to expand it as your knowledge and skills develop. Remember, when you stop learning, you stop growing — amounting to an existential danger in the aviation industry.

FAQ

Can you be a self taught pilot?

No, flight training must be completed under the supervision of an FAA certified flight school or independent flight instructor.

What is the easiest pilot to become?

Sport pilot; this certificate is simpler, faster, and less expensive than a private pilot certificate. No medical certificate is required for this rating, and it is perfect for someone who wants to fly smaller, lighter aircraft.

What age is too late to become a pilot?

There is no age limit to become a pilot, however, most ratings require pilots to obtain and maintain an FAA medical certificate to exercise their privileges. Keep in mind, if your goal is to fly for an airline, you must retire by the age of 65.

The post 9 Best Pilot Books for Student Aviators appeared first on Plane & Pilot Magazine.

• READ MORE: Tecnam Brings the P-Mentor to North America

About the P-Mentor

The post Tecnam Earns Part 23 Cert for P-Mentor appeared first on Plane & Pilot Magazine.

“Ed,” I said, “ya gotta take smaller cuts at this carving you’re trying to make. Two-hundred foot deviations won’t satisfy the check ride requirements.” The problem was, we were flying in continuous light, occasionally moderate, turbulence, and the airplane wouldn’t stay still for more than a second or two.

With well-earned empathy, I could recall many times being in his seat, struggling to keep an airplane in bounds. I knew what he was going through, the frustration of feeling “I’m never going to get this.” Flying with precision is tough enough when you’re your own worst enemy, overcontrolling in an attempt to drive the airplane down a straight path. Add in turbulent air and the frustration triples.

We know what perfect performance is supposed to look like, but we can’t make it happen.

I took the controls and demonstrated how to dampen out some of the bumps, explaining as I went. “Let’s just bracket the entry altitude for now, keeping it within 50 feet plus or minus. But don’t focus on the altimeter reading; by the time you see a deviation happening, the airplane’s already on its way to further deflection. You see, the pitch attitude is where the first change takes place, then the altimeter reading moves, and finally the rate-of-climb goes up or down.”

Precision results from making small, early corrections, not easy to do when you’re bouncing like a leaf in the gale. Nevertheless, the basic theorem of flying still holds true: Power Plus Attitude Equals Performance. Set the power needed for the maneuver, place, and hold, the aircraft’s attitude where it should be, and you’ll stabilize on the desired result. Until, that is, unstable air upsets your applecart.

Chasing needles, or glass-panel tape presentations, won’t work. Following a course deviation indicator that refuses to stay centered in rough air doesn’t mean watching CDI movement and reacting; it’s the heading indicator that brings the course reading into alignment, and the heading is held steady by rock-solid wings-level flight.

Okay, bouncing air takes you off your heading; put it back, using minimal bank and a brief jab of rudder. Small, constant corrections, done early, yield better results than a swinging swordfight.

Airspeed control, particularly during approach and departure phases of flight, similarly requires attitude and, in some cases, power adjustment, if the air isn’t stable. Airplanes with fixed-pitch propellers are particularly vulnerable to rough-air upset; when sucked earthward by a downdraft, the pilot will naturally yank the nose up, and shove forward when boosted by an updraft. But rpm will sag and surge as a result, so both pitch and power need adjustment. Just don’t forget where the neutral parameters are, when the air turns smooth, so you don’t destabilize.

Much of the time, in light turbulence, the airplane just needs a little help from actively-participating hands and feet on the controls. I brace my feet on the rudder pedals to hold the nose from swinging, and if a wing goes up or down, some use of opposite rudder will help it come back to level on its own. Roll control should be reserved for big deviations.

Ed finally got the performance he wanted, by watching the horizon in his windshield and keeping it steady, in spite of the pounding from the turbulence. I used the checklist to cover up his horizon and altitude indicators, forcing him to concentrate on basic outside attitude, and he was amazed that it could be done that way. The performance instruments, I said, are tools for grading our flying.

Even when the air isn’t nice.

The post Flying Precise When It Isn’t Nice appeared first on Plane & Pilot Magazine.

Ahead of us some 1,000 feet down the runway there was a bald eagle standing on the centerline, scarfing down the carcass of what looked like a large white rabbit. We brought the aircraft to a stop as the bird stopped its feeding frenzy and hopped toward us, spreading its wings and obviously saying, “Come at me, bro!” in eagle.  

We had three choices: We could try to scare the bird away by heading toward it and run over the carcass in the process, go off the runway to the side and take our chances in the grass area that needed mowing, or we could do a 180-degree turn and taxi back. I chose door number three and in taking the aircraft demonstrated the pivot turn to the learner.   

As he taxied us back to the ramp, I got on the unicom and reported that there was an eagle parked on the runway. That brought out the airport manager with his truck and big shovel. He scared off the bird by waving the tool, then picked up the remains of the white rabbit and flung it into the woods on the east side of the airport. The eagle flew after the carcass. Within 10 minutes there was a warning on the one-minute weather about wildlife in the vicinity of the airport.   

The airport manager later told me that as it was May and the carcass was that of a white domesticated rabbit and figured it was a pet Easter bunny that had been dumped. Sadly, this happens a lot and pretty much condemns the animal to death. He also noted that there is no such thing as one rabbit, suggesting the abandoned pet was pregnant when it was left and likely mixed with the wild population, resulting in more rabbits. Their presence attracts the higher predators such as coyotes and eagles—two animals you definitely don’t want to hit with an aircraft. He was right. In the following weeks, there was an uptick in coyote and eagle encounters at the airport.  

One of the most frequently asked questions is how much trouble would a pilot be in if they accidentally hit a bald eagle—or any animal for that matter. The answer is none. However, the FAA has provided us with guidance with Advisory Circular (AC) 150/5200-32B.   

According to the AC, pilots are asked to report encounters with all birds, bats, and terrestrial mammals larger than 2.2 pounds. That means if you hit a rabbit, muskrat, armadillo, fox, coyote, domestic animal, deer or something else with hooves, the FAA wants to know about it because it helps the agency create wildlife management plans to make airports safer.   

Additionally, biologists want to know about these things because it can help them track migratory patterns.  

An increase in animal activity at an airport can also be a clue that there is something else happening on the property.  

For example, when deer and elk started appearing en masse on the north end of the airport, the manager realized there was likely a hole in the fence against the tree line. There were thick trees on both sides of the fence, so getting to it involved making your way through a lot of slash and uneven terrain. But someone did it and had cut the chain-link fence intentionally.  

Based on the tire tracks that appeared to be from ATVs—and the number of hangars that were broken into—it was suggested that someone was accessing the airport to steal tools and anything else they could sell for scrap metal. 

If You Hit an Animal

The AC has instructions on how to file a report and with whom. Pilots are asked to do this when “bird or other wildlife remains, whether in whole or in part, are found: (1) Within 250 feet of a runway centerline or within 1,000 feet of a runway end unless another reason for the animal’s death is identified or suspected.”  

In addition, the FAA wants to know about it if “the presence of birds or other wildlife on or off the airport had a significant negative effect on a flight,” such as forcing the pilot to abort takeoff or the aircraft leaving the pavement to avoid a collision.   

You can report the event online at the Airport Wildlife Hazard Mitigation website or via mobile devices.

The Worst Thing to Hit

According to the AC, the animal encounters that are likely to result in the most damage are  white-tailed deer, snow goose, turkey vultures and Canada geese.   

I have encountered all of these, fortunately from a distance. Mostly we have geese in the Pacific Northwest, and airports invest a lot of time and money into methods to deter the birds from roosting there. This includes noise cannons, using an airport dog to chase them away, or having someone drive around in a golf cart to chase them away.  

There are some airports that disguise ponds on their property by filling them with black or gray plastic balls (think the ball pit at a kid’s amusement center). From the air the birds see the black and gray and assume that it is cement, not water, so they do not land.  

If you see a gaggle of geese near the runway, notify airport personnel before you take off or land. The staff will likely chase them off before you take the runway. Bonus note: If you land at an airport and see plywood dogs mounted on revolving poles in the airport grass infield, that’s a good indication they have bird issues. Birds see the faux dogs moving in the wind and avoid the area.  

Avoiding Birds

You can decrease your chances of having a bird strike by avoiding places they congregate, such as bird sanctuaries. Pay attention to the altitude restrictions noted on the VFR sectional and terminal charts, especially along coastlines.   

Most birds fly at 2,500 feet or less, so flying higher than that can mitigate your risk. Be careful with flocks of starlings and seagulls as their numbers can create serious issues if you fly through them. If you see them on the ground, don’t buzz them. They will likely launch in a panic with disastrous results.  

Unfortunately, most of our knowledge about bird strike avoidance is theoretical and anecdotal. Some pilots believe that turning on the landing light will deter birds because they will see and avoid the aircraft.  

If you see a bird approaching head-on, pull up, being careful not to stall the aircraft. The birds often dive to avoid aircraft—so do bats. But sometimes you just don’t have the time to react. I speak from experience.  

I was flying with a learner on downwind at an altitude of 1,000 feet agl when we saw a red-tailed hawk heading right for us. It had descended into the pattern, and it was going the opposite direction. It had its belly toward us, and it was flapping wildly. There was a thump, followed by a shudder in the airframe, and we felt and heard something roll over the top of the aircraft. I took the controls and gingerly tested the rudder and elevator while my learner looked outside for damage. We didn’t see any, and the landing was normal. After landing we discovered a small dent, and some blood and feathers stuck to the top wing next to the air vent.  

We had noted where the strike took place, including the altitude and our airspeed at the time of impact. This information was used to fill out the FAA Bird/Wildlife Strike Report.   

We were lucky because we were not going too fast, and the bird did not hit the windscreen. The higher the speed, the greater risk of structural damage. GA aircraft windscreens are definitely not designed to withstand bird strikes.  

The most important thing to remember if you encounter a bird strike is to fly the airplane. Pilots who have experienced bird strikes that resulted in significant damage tell stories of the aircraft “flying a little wonky” because of a big dent in the wing or tail and having trouble maintaining altitude if the windscreen is compromised.  

But they lived to tell the story. That’s what’s important.

The post Avoiding and Surviving Bird Strikes appeared first on Plane & Pilot Magazine.

That said, you have lots of opportunities for making “first solo” flights, including ones taken not by choice but by necessity. Some are the ones we make in single-seat airplanes. Taking off in an airplane with no way to “get some dual,” or even to ride along to observe, is an awesome experience. It can not be undertaken without preparation, because you have to get it right the first time. Once you’re in the air, there’s no way to get help.

I well remember my first experience in this regard. The airplane was a Stits Playboy, a sporty low-wing homebuilt with an O-290 Lycoming up front. Before I took off, the previous pilot leaned over the side of the canopied cockpit and pointed out the relevant controls and switches, told me a safe speed to use on final, and turned me loose to learn on my own. I had plenty of experience with control sticks and tailwheels, so I just filled in the new blanks presented by the little Stits.

• READ MORE: Are Touch-and-Goes Good Practice?

During World War II the 200-hour wonders who strapped themselves into single-seat fighters were prepared about as well as they could be. They were products of a system that saw them begin with plenty of dual in tandem primary trainers, followed by advancing into more powerful basic trainers and then progressing into challenging advanced trainers. All of these machines had the student sitting in the center of a cockpit set up for one person, with a joystick in the right hand and throttle in the left, a tailwheel rolling along behind. The one-seat P-40s they eventually flew on their own were just more of the same.

Key to the process was adherence to procedures, worked out to minimize hazardous unknowns, and lots of study and classroom work, so the transitioning pilots would thoroughly understand the progressively more complex systems they were tackling. Experienced individuals would stand on the wingwalk and work the novices through their checklists until it became second nature, perhaps even blindfolded to prove they could find the required items quickly.

Getting as Close as You Can

As I flew other single-seat airplanes, I always tried to avail myself of as much knowledge as I could in advance by reading the flight manual and limitations, asking questions of my predecessors, and just sitting in the cockpit to become familiar with the setup. Sometimes it’s possible to get time in a similar two-seat airplane, which is how I approached the Cessna AGwagon spray plane. The Cessna 185 is a close approximation, and even though I had considerable previous time in Cessna 180s and 170s, I first went up in the Skywagon with an ag pilot for a little review.

Most spray planes have familial resemblance to two-place siblings, like Piper’s Pawnee and the Super Cub. On the other hand, Dean Wilson’s long-winged Eagle ag plane had no two-seat approximation, but I had flown other biplanes and had no problem adjusting to its size and seating. The DW-1 was built to be work-all-day friendly, so it held no surprises other than the spoiler-assisted method of making tight turnarounds.

The ultimate in getting prepared was being checked out in the Bede BD-5 homebuilt. The Bede folks had a “Truck-a-Plane” engineless BD-5 at the factory, rigged up on an articulated frame attached to the front of a hot rod pickup truck. Pushed down the runway in it at flying speed, one could practice liftoffs and touchdowns, and feel out the ailerons and rudder response. To learn how the landing gear operated, they just picked up a BD-5 and sat it on sawhorses shoved under the wings. You could then climb aboard and find out how to work the gear lever without jiggling the joystick in your other hand.

The point is, if you’re compelled to fly a single-seater, get as much knowledge as possible and work up to it through flying dual in similar aircraft. Of the couple of dozen one-holers I’ve flown, all were approached with careful progression through close approximations.

Solo Without a Checkout

In a similar vein, there may be times when you will be called upon to fly an aircraft with multiple seats but without the benefit of a formal checkout flight. That can be about as much of a “solo flight” as those single-seat experiences. As a ferry pilot, a lot of the planes I’ve picked up were simply left sitting in a hangar or tie-down, waiting for me to deliver it elsewhere. One quickly learns to rely on nothing in the way of installed equipment, despite assurances that “it’s ready to go.” In the first hour or two of the trip, you verify what you have and don’t have.

I once was engaged to ferry an aged Cessna 170A, and I soon learned it had no generator output. Eager to get it home, I obtained a NAPA battery charger and plugged it in at every fuel stop, juicing up the battery so I would have a starter and radios for the departure. In the middle of my final leg, I finally found a hidden unmarked switch under the dash that, when actuated, turned on the generator. Lesson learned.

Labels, even when installed, don’t always mean what they say. Tasked with taking an imported German motor glider out to the West Coast, I received a telephone checkout from the pilot who had brought it partway, mostly describing the quirks of its VW-based Limbach engine and three-position propeller pitch. When I tried to start it, the engine refused to fire. It turned out the fuel cock said “auf” when the gas was on, which turned out to be German for “on.” The label was correct—it was the pilot who was deficient.

• READ MORE: Effective Braking Techniques

When alone in the cockpit, it is doubly important to take every precaution to learn how to operate the systems because your only resource is what you bring to the party. Never assume “it’s just another airplane.” That may be true, but operating characteristics vary from one model to another. Late one afternoon, I arrived via a delayed airline flight to pick up a Piper Arrow that needed to be repositioned across the state. I had planned on being home well before sundown, but by the time I was finally deposited onto the Arrow’s ramp, the day was far advanced. With no RON (remain overnight) kit or flashlight, I fired up in the waning twilight and blasted off. Once underway, it occurred to me I really needed to turn on the panel lights, and none of my fumbling with the switch panel found success. Cell phone flashlights hadn’t been invented yet.

Finally, I recalled the stylish panel of 1970s-era Pipers utilized rolling rheostat switches beside the rocker switches, one of which turns on the instrument lighting. Panic subsided when I brought the darkened cockpit to well-lit life. The issue was my mission-focused urgency to get into the air without taking time to review the flight manual’s operating details of an airplane type I hadn’t flown in years.

Whether flying in a single-seat aircraft or alone in a multiseat cockpit, the responsibility of being pilot in command is the same. You are making a solo flight, and it’s up to you to do all the CRM (crew resource management) required to assure safety of the flight. Free of the distraction posed by having company, you should be able to do an even better job of single-pilot CRM. Instead, we often take the freedom of flying solo as a chance to ignore our duties.

There’s Always a First Time

There will be many first solo flights in your career beyond that one at the beginning of your life as a pilot. It may be the first time you climb into a cloud deck after attaining your instrument rating or the first time you bring up the landing gear of a retractable-gear airplane. Pushing the throttles of a twin-engine airplane forward on takeoff for the first time as the captain is never to be forgotten. Doing your first aileron roll or loop with no aerobatic instructor on board is a satisfying first solo as well. I will never forget that first tow release when being turned loose to fly solo in the club’s glider. Getting it back to the gliderport after hunting lift was now my responsibility entirely. Docking a seaplane on my own, without banging a float or missing the right spot to cut the engine, was another first that went into the favorite memory storehouse.

The point is, there will be plenty of first solos for us to remember as we pursue our aviation dreams. Treasure them all—big and small. 

Editor’s Note: This story originally appeared in the November/December 2023 issue of Plane & Pilot magazine. 

The post Multiple ‘First Solo’ Flights appeared first on Plane & Pilot Magazine.

The concept of performing “circuits and bumps,” aka touch-and-goes, was developed to save time during landing practice by eliminating the taxiing portion of a full landing-and-takeoff regimen. In the case of the Boeing, the brakes would be hot at the end of a full-stop landing, perhaps leaving the aircraft unable to handle a rejected takeoff if necessary.

Many flight schools at busy airports are forced to teach with touch-and-goes because exiting the runway means joining the queue and waiting for a break in traffic to take off again. The only full-stop landing comes at the end of the training session unless a trip is made to a nearby quiet airport.

It’s probably better to teach primary students full-stop landings, leaving touch-and-goes for advanced and recurrent training with pilots who have already learned the basics of flying. By experiencing the entire sequence of decelerating to taxi speed, then starting out from a dead stop to experience a complete takeoff, a beginning student becomes more familiar with transitioning between taxiing and flying, requiring fewer landings to acquire proficiency. As long as the taxi-back and departure takes only a minute or two, the time on the ground gives the instructor a moment to critique and teach while the student is less occupied with controlling the airplane.

• READ MORE: In Defense of Young Instructors

Thus, touch-and-goes are necessary but less desirable for initial learning if it’s possible to avoid them. In the cases of commercial pilot training, instrument approach practice, multiengine transition, or checkouts in a new type of plane, there’s no reason not to do touch-and-goes if done properly.

The decision to make the landing a touch-and-go should come in advance, unless required to avoid a hazard. Planning for the touch-and-go means allowing plenty of remaining runway for the run to liftoff and obstacle clearance. Don’t do touch-and-goes on a runway offering less than twice the distance needed for normal operations. Be prepared to make a full-stop landing in case the flaps fail to retract or an engine doesn’t respond.

The mental setup is to expect to have the wheels planted on the pavement within the first 500 feet, then retract flaps (not the landing gear!) to the normal takeoff setting. The nosewheel can be kept airborne or allowed to touch down in a normal manner, depending on the airplane’s proclivities. Apply takeoff power as soon as the flaps are confirmed in motion, establish liftoff attitude at the airspeed used for normal takeoffs, and retrim to a takeoff setting without taking your eyes off the runway. Climb out following the usual departure profile. If at a nontowered airport, make an advisory call like “going around on Runway 6, staying in the pattern” after establishing a stable climb. Saying “on the go” is a little Top-Gunnish.

There’s nothing wrong with a touch-and-go if done correctly and in the right place. Eventually, of course, we’ll always do a full stop.

The post Are Touch-and-Goes Good Practice? appeared first on Plane & Pilot Magazine.

Is it really all that bad? Are most flight instructors wet behind the ears, riding with student pilots to build hours on a fast track to an airline seat?

Are we truly in a cycle of the blind leading the blind, staffed by beginner CFIs now training students after they were themselves taught by young instructors with limited experience? 

I don’t necessarily agree with all the woe-is-us, doom-and-gloom assessments. I started teaching primary flying when I’d been a pilot for only a bit over four years. In that time, I’d accumulated a few hundred hours of flying time, made some venturesome trips, flown a dozen different planes and picked up some wisdom from older aviators. I knew quite a bit more than the ab initio beginners I introduced to flying, and I was willing to share it with them. I think I did a decent job.

It’s unfair to apply a coat of tar to all young CFIs with the broad brush of exalted experience. The fact is, their youth, in the sense of only recently becoming rated, can bequeath certain advantages. Such an instructor can still remember what it was like to enter a cockpit filled with unfamiliar gadgetry titled by strange names, and how fear and physical discomfort sometimes interfered with the wonderment of flight. Such empathy lends itself to reassuring “I know what you’re thinking” conversations.

The just-trained CFI is more likely to be up to date on the latest procedures and requirements, having just taken several check rides in recent memory. Compared with an old set-in-his-ways senior instructor,  that youngster is more likely to know how it’s supposed to be done. Without the hampering of irrelevant experience, such a fresh-face instructor can focus on the way things have to be done today.

Certainly, it’s highly worthwhile to have an experienced instructor evaluate the tyro CFI’s product now and then. That doesn’t mean all the training done by less-experienced CFIs is of lesser quality; a second opinion simply reinforces those hours. After all, to teach, I was once told, the teacher just has to be one chapter ahead of the student.

The important ingredient that’s often missing in today’s mixture is a desire by the CFI to do the best job they can, while they have that opportunity to instill knowledge. If their main motivation is to watch the hour-meter click over, advancing their hire-ability, there will indeed be nothing but box-checking accomplished. Throughout my several careers, I’ve always tried to be the best I could be at whatever I was hired to do, even if that was nothing more than showing up on time. As a CFI, I wanted to advance each student’s knowledge to match my own, sharing what I already knew.

So, if the young CFI has a sincere desire to help someone achieve their dream of flight, and is willing to learn from older instructors and pilots, he or she will produce as good a pilot graduate as an older CFI. It’s not fair to write them off as incompetent just because haven’t logged the first thousand hours.

The post In Defense of Young Instructors appeared first on Plane & Pilot Magazine.

The conference highlights included briefings from FAA staff on upcoming regulatory changes that may affect flight training, from TSA staff regarding the health and volume of training for international students, and specifically from FAA reps in the aero medical focal area. The FAA is working to modernize how it manages behavioral health reporting, approvals for return to flight for pilots who report and seek appropriate treatment, and safety concerns related to behavioral trends in the pilot community.

Discussions also included consideration of future technology integration into the entire aviation sector but also specifically the aviation training landscape. With exciting and unique technologies on the near horizon, some of the speakers and discussions hinted at what may be coming soon to implement technologies in aviation training.

“We are excited to continue the growth of this conference, the communication it drives between all participants, and the importance of sharing of information it facilitates to improve flight training services in the entire system,” said FSANA CEO and president Robert Rockmaker.

FSANA is already beginning to plan for the 2025 conference that will take place in Orlando, Florida, next February. If you are a participant in the flight training sector, keep an eye out for more information on the next event.

The post FSANA Conducts Annual Flight School Operators Conference appeared first on Plane & Pilot Magazine.