One way student pilots demonstrate the subject matter expertise required to hold a private pilot license (PPL) is by taking and passing a written exam. Some of the topics on this exam are particularly challenging, and certain questions tend to be answered incorrectly more than others.

What Is the Private Pilot Knowledge Exam?

The written exam, known as the PAR (private pilot airplane) or PPL written, is a multiple-choice timed knowledge test. Student pilots take this test after completing ground school. The written test is taken at a computer testing center and requires an endorsement from a CFI stating the student is ready to take the test.

How Many Questions Are on the Private Pilot Written Test?

The multiple-choice computer-based test includes 60 questions with three answer choices per question. Test takers are given 120 minutes to complete the exam. Once the exam is complete or the clock runs out, the test is automatically scored and results are printed at the testing center.

How to Pass the Private Pilot Written Test

You must answer at least 70 percent of FAA private pilot written exam questions correctly to pass. Since the PPL test includes 60 questions, at least 42 of your answers need to be right. Although the test is challenging, the PAR (Private Pilot Airplane) written exam has a 90 percent pass rate with an average score of 82 percent, according to the FAA’s 2023 statistics report.

How to Prepare for the Private Pilot Written Test

One of the best ways to get ready for the FAA PPL written exam is to complete a ground school course. Depending on where you do your flight training, your flight school or flight instructor may provide ground instruction as part of your training syllabus.

If ground school isn’t included in your training program, it’s a great idea to go through a reputable online program on your own. There are many self-paced online courses that teach all the basic concepts needed to pass your written test and be a safe pilot.

10 Hardest Questions on the PPL Written Test

While everyone will have their own unique challenges with ground and flight training, some training topics are more universally misunderstood than others. Also, some test questions are more complicated than others. They may involve charts or data, which can be time-consuming to work through, leaving more room for error.

The actual questions found on the exam and in private pilot written test prep materials are copyrighted. Consequently, while the following example questions are emblematic of those most frequently missed, they are not the exact ones you should expect to find on your PPL written exam. Regardless, if you’re looking for information on how to pass the private pilot written exam, our advice is to pay extra attention to these areas. 

1. Weather Report Interpretation

Weather interpretation is an important skill all pilots must develop to make safe and smart decisions. Decoding and interpreting weather reports can be tough in the beginning, but it’s best to start getting comfortable with the language now. There will likely be at least one or two coded reports on your written exam.

The best way to learn how to decode a meteorological aerodrome (or meteorological terminal air) report (METAR) is to pull up a decoder tool and work through sample reports section by section. You can also use the Weather Center METAR finder to generate real-time reports. 

First, give it your best attempt at decoding unassisted, but if you get really stumped, you can use the decoder for clarity. Obviously, you won’t be able to use a decoder in the exam, so it’s important not to become overly reliant on this tool. 

For extra support with METARs and weather interpretation, King Schools offers an 80-minute training workshop, exclusively on this topic. Check out more King Schools training programs here.

Example question: The remarks section of a METAR report reads RAB28. What does this mean?

2. Airspace Identification and Required Equipment

Written test questions about airspace and sectional charts are designed to test your ability to navigate safely and legally through the skies. Different classes of airspace have different rules, and it’s important to be familiar with the requirements for all airspace types.

To practice for these types of questions, pick an airport on a sectional chart and identify all layers of airspace from the surface to the top of the atmosphere. Check your work with a digital sectional like SkyVector or ForeFlight, or ask a CFI if you’re not sure.

Example question: Identify the airspace over X airport. (A reference image will be provided during the test.)

3. Center of Gravity Graphs and Tables

Weight and balance questions are a test of a pilot’s ability to load their aircraft correctly. Airplanes have a weight limit, and limitations on where weight is placed.

One step that can sometimes get missed on these types of questions is scanning the given chart or graph for all available information. For example, you’ll usually need to reference the chart to find the empty weight of the airplane, and add that to the weights provided in the question. If you add only the given weights (usually weights are defined for pilot, passengers, fuel, and cargo), the total will be far too low and your answer won’t make sense.

Another mistake that is often made here is forgetting to convert the fuel amount from gallons to pounds. Aviation fuel weighs six pounds per gallon. In the example below, the given fuel amount is 50 gallons, but you’ll need to know the weight. The weight (gallons x six pounds. = Weight) is 50 x six, or 350 pounds.

Platforms like Gold Seal and ASA offer some great resources within their ground school program to help students understand and practice weight and balance questions.

Example question: Find the location of the center of gravity on an airplane loaded with the following weights: 

Pilot = 200 pounds 

Passengers in the aft position = 300 pounds 

Baggage = 100 pounds

Fuel = 50 gallons 

(A chart or graph will be provided to plot this information.)

4. Density Altitude

Questions about density altitude range from computing the effects of changes in air temperature to evaluating the best response in a given flight scenario. The important thing to remember with these questions is that density altitude changes inversely with altitude. As altitude increases, density altitude decreases.

Make sure to bring an E6B flight computer into your exam in case you need to calculate density altitude or find a temperature conversion. Sporty’s electronic E6B is an approved tool you can take into the exam and is faster and easier than the classic sliding E6B.

Example question: How does an increase in temperature from 30 degrees Fahrenheit (F) to 45 F affect the density altitude if the pressure altitude remains at 4,000 feet msl?

5. VFR Weather Minimums

It can be tough to keep all of the different requirements straight when it comes to visual flight rules (VFR) weather minimums. Each class of airspace has its own rules, and sometimes the rules change for night vs. day flying. 

A great visual aid to study is Rod Machado’s VFR triangle, check out his training programs! It can be particularly helpful if you’re a visual learner and would like to see the information rather than just reading it out of a textbook.

Example question: What is the minimum distance from clouds required in VFR flight at night in uncontrolled airspace at 9,500 feet msl?

6. Time En Route Calculations

Similar to density altitude calculations, time en route calculations can be done on an E6B flight computer. These questions are easy to miss if you aren’t careful with the many variables and conversions that go into solving the problem. 

Some questions will also intentionally include additional information that isn’t necessary to solve the problem. Don’t let this confuse you. If information doesn’t seem relevant to a question, it may have been added as a distraction.

Example question: How long will it take to travel 35 nautical miles at a ground speed of 105 knots?

7. Landing and Takeoff Distance Calculations

Questions about takeoff and landing distance will almost always be paired with a relevant performance graph. These graphs will look very similar to graphs found in your aircraft’s pilot operating handbook that are used for flight planning. You’ll need to know how to calculate and plot information on these charts accurately to understand how much space you actually need to land and takeoff.

As with other chart- and graph-based questions, overlooking information is a common mistake. There are usually prescribed conditions that are important for an accurate result.

Example question: What is the total distance required for takeoff? (A graph will be provided, and the question will offer details about weather and the aircraft.)

8. VOR Indications

Some VHF omnidirectional range (VOR)-related questions ask you to identify your position on a map based on the indication on the instrument. A great way to better understand these types of questions is to see the VOR in action, either in the airplane, or via simulation. 

You don’t need a full sim to practice using VORs, though. Download a desktop or mobile app, and change up the variables in a controlled environment.

Example question: When using a VOR test signal, if the course deviation indicator is centered, what should the to/from indicator display?

9. Stall Speed

If aerodynamics have your head spinning, you’re not alone. Questions about load factor, stall speed, and center of gravity can appear in the form of charts, graphs, and scenarios.

Visualizing how aerodynamic forces are working on an aircraft can be a powerful way to wrap your head around these types of problems. Courses like those offered by Angle of Attack provide visual examples and explanations of basic aerodynamic principles and more advanced concepts.

It’s helpful to get the same information in multiple ways to create a more well-rounded picture. If staring at the load factor chart just isn’t making it all come together, try watching some videos about wind tunnels, Bernoulli’s principle, and the critical angle of attack.

Example question: What happens to the stall speed of an aircraft when its weight increases?

10. Aircraft Systems and Flight Instruments

If you are taking the written exam before starting any kind of flight training, you might find instrument and system questions particularly challenging. They do become easier with time and experience, but when you’re brand new to flying, the information can be hard to grasp. 

Fly 8MA has a free introductory ground school course full of informative videos, some of which explain and show actual flight instruments and systems. Watching instruments and systems in action will help you understand how they function.

Example question: Which instruments would be affected if the static port became blocked?

Plan to Pass the Private Pilot Written Exam

The best way to prepare for this test is to set a date, ideally no more than two to four weeks after finishing ground school while the material is fresh in your mind. Once you’ve set that date, devote regular time to study and run through practice questions to make the certification process that much smoother, and your flying that much safer.

And keep in mind that regardless of whether you’ve already started flight training, going through an approved ground school will set you up for success— both in the airplane and on your PPL exams. 

FAQ

How much is a PPL written test?

The PPL written exam costs $175 for both first-time tests and retakes. If a passing score of at least 70 percent isn’t reached on the first try, it will cost $175 to retake it.

Is the PPL exam hard?

The written exam is challenging and requires a lot of study and preparation ahead of time. Still, if you take your studies seriously, you have a good chance of passing on the first try. The FAA reports a 90 percent pass rate on the PPL written exam.

Where can I take the FAA written exam?

To sign up to take the written exam, first create an account with FAA PSI Exams. Once your account is set up, you can select the exam type (the three-letter code for private pilot certification is PAR) and choose a testing location near you. Exam slots only open up to two weeks in advance, so it’s best to wait until you’re ready to take the exam before scheduling a time.

The post What Are the 10 Hardest FAA Private Pilot Written Exam Questions? 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.

The way pilots access their flight documents has changed with rapid advancements in technology over the past couple of decades. Although paper is still very much a reliable way to view your charts and checklists, many pilots have transitioned to electronic resources. As a result, the accessories to keep pilots organized have changed as well. Let’s explore some of the best pilot kneeboards on the market to meet your unique needs.

Quick Look: Top Pilot Kneeboard Options

• Best student pilot kneeboard: Sporty’s Classic Kneeboard
• Best VFR kneeboard: ASA VFR Tri-Fold Kneeboard
• Best IFR kneeboard: ASA IFR Tri-Fold Kneeboard
• Best iPad kneeboard: MyGoFlight iPad Folio C Kneeboard
• Best iPad mini kneeboard: Flight Outfitters Centerline Kneeboard
• Best rotating kneeboard: iPad Slimline Rotating Kneeboard
• Best bi-fold kneeboard: Flight Gear iPad Bi-Fold Kneeboard
• Best tri-fold kneeboard: Flight Gear Tri-Fold Kneeboard
• Best military pilot kneeboard: FlyBoys Classic Kneeboard

9 Best Kneeboards for Pilots

No pilot is the same and no kneeboard is equal. Let’s explore the nine best kneeboards on the market to meet nine unique flight deck needs.

Sporty’s Classic Kneeboard

The simple and durable Sporty’s Classic Kneeboard provides an easy-to-use platform for student pilots as well as experienced aviators who value simplicity. A single metal clip can hold checklists, charts, notes, and even a tablet, while an adjustable elastic strap with hook and loop closure ensures a comfortable fit. This is an affordable option for student pilots and a great starting kneeboard for those who are just beginning to explore the kneeboard market.

Best for: Student pilots and pilots desiring simplicity in the flight deck

Pros:

• Simple and durable aluminum design with two foam backings provide stability when mounting the kneeboard to the leg.
• Supports paper and electronic flight documents with a single clip mounted to the top of the kneeboard.
• Includes a VFR/IFR reference placard, which provides essential flight information such as flight plan sequence, mandatory reporting points, cruising altitudes, etc.

Cons:

• While some pilots appreciate the simplicity and durability of this classic kneeboard, others may prefer more modern designs with additional functionality.
• The minimal functionality also lacks some basic features such as a writing utensil holder.
• The kneeboard strap adjustability is limited, and the strap stitching and elasticity lack durability.

Price: $16.95 

ASA VFR Tri-Fold Kneeboard

Best for: Pilots conducting VFR operations

This versatile ASA VFR Tri-Fold Kneeboard is designed as the next step in the flight training journey. Its three-panel design provides maximum storage space for pilots who need to carry more items during their flights. It encourages flight deck organization and serves as the pilot’s desk during flight.

Pros:

• Wide elastic leg band’s hook and loop fasteners fit any leg size comfortably.
• Supports paper and electronic flight documents with a single clip mounted to the top of the kneeboard.
• Brushed aluminum clipboard offers quick access to VFR reference information such as weather and flight planning, VFR ceilings, visibility, cloud clearance, cruising altitudes, pilot weather reports, light gun signals, a crosswind component graph, and more.

Cons:

• Unable to fit FAA charts in the clear vinyl panel without additional folding of the documents, however, see ASA Long Tri-Fold Kneeboard – $45.04 for an alternative option.
• Accessories other than the clipboard are not included, however, E6B flight computer – $49.95 and other accessories can be purchased separately.
• Bulky design may get in the way of flight controls, while the Cordura-like fabric may cause sweating during extensive flight operations.

Price: $49.95

ASA IFR Tri-Fold Kneeboard

Best for: Pilots conducting IFR operations

Like the ASA VFR Tri-Fold Kneeboard, the IFR version has a three-panel design, providing maximum storage space for pilots who need to carry more items during their flights. The left panel has ample room for small books, papers, and a flight computer. The center panel holds the clipboard under clear plastic with a writing utensil holder and buttonholes on either side, allowing a pilot to fold back one or both panels with the legend. The right panel contains a clear pocket for easy chart viewing.

Pros:

• Wide elastic leg band’s hook and loop fasteners fit any leg size comfortably.
• Supports paper and electronic flight documents with a single wide and sturdy clip mounted to the top of the aviation kneeboard.
• Brushed aluminum clipboard offers quick access to IFR reference information such as flight plan equipment qualifiers, IFR alternate minimums, required reports, lost communications and more.

Cons:

• Accessories other than the clipboard are not included, however, the E6B flight computer – $49.95 and other accessories can be purchased separately.
• Bulky design may get in the way of flight controls, while the Cordura-like fabric may cause sweating during extensive flight operations.
• Due to its tri-fold design, the side wings of the kneeboard may not lie flat across every lap size.

Price: $49.95

MyGoFlight iPad Folio C Kneeboard

Best for: Pilots conducting operations with iPads

This MyGoFlight iPad Folio C Kneeboard is the perfect high-quality leather, rotating kneeboard for any 9-11″ iPad or tablet. The iPad is held by four adjustable clips that are attached to a rotating cradle. All ports and controls remain accessible, so the iPad can be charged, synced, and controlled.

Pros:

• The rotating cradle provides solid rotation of the device, allowing the viewing angle to be easily adjusted.
• Two aluminum rails on the underside of the case frame the leg and hold the wide elastic strap to hold the case securely and comfortably to the leg.
• Includes a magnetic clipboard for notes, checklists, or other important information to ensure all documents stay in place even during turbulence.
• Beyond aviation use, the kneeboard serves as an everyday case for the iPad, providing protection and functionality to the device.

Cons:

• This is one of the priciest kneeboard options available on the market.
• Its chunky and heavy design can be an inconvenience during certain flight operations.
• Functions such as the power button and camera are not easily accessible, making it difficult to quickly turn the iPad on/off or take a picture.
• The clipboard feature can be awkward when the case is closed and there is nowhere to store writing utensils, which can be inconvenient for note taking.

Price: $179.00

Flight Outfitters Centerline Kneeboard

Best for: Pilots conducting operations with iPad minis

With so many iPad mini kneeboards available on the market, this Flight Outfitters Centerline Kneeboard has been test flown and proven to be one of the best and most reliable. This kneeboard has a silicone attachment mechanism allowing pilots to see more of the screen while taking up the minimal amount of space in their flight deck. The flexible holder is mounted to a firm surface that also provides rotational capabilities.

Pros:

• The versatile and user-friendly design offers a silicone iPad holder, ensuring secure placement of the device during flights. It includes a fold-down platform on the side, perfect for holding an iPhone, sunglasses, or notepad. The custom-molded platform is rigid enough for writing, yet soft enough to tuck away when not in use.
• The kneeboard uses high-friction fabric to keep the kneeboard from sliding around the leg. Two padded strips help contour the flat board to the round leg, while an elastic strap holds it firmly in place.
• For pilots who switch between landscape and portrait modes, the kneeboard easily rotates around the center-of-mass for the iPad, allowing pilots to adjust the screen orientation as needed.
• This kneeboard strikes a balance between functionality and affordability, making it a great choice for pilots who want a reliable kneeboard without breaking the bank.

Cons:

• Leg strap does not adjust well to various leg sizes.

Price: $69.95

iPad Slimline Rotating Kneeboard

Best for: Pilots conducting operations with iPads in varying orientations, while desiring simplicity in the flight deck

The iPad Slimline Rotating Kneeboard is a practical solution for using an iPad in the flight deck. It is designed to be simple and functional, without any unnecessary bells and whistles. The integrated rotating mechanism allows for effortless switching between portrait and landscape orientation.

Pros:

• Simple, functional, and low-price kneeboard.
• Rotating mechanism allows for easy switching from portrait to landscape orientation.
• Universal design is compatible with a variety of iPad and tablet sizes and cases.

Cons:

• The simple size of the kneeboard means there’s limited space for additional items, such as other accessories or flight documents.
• Users have reported the elastic straps can wear out over time.
• The kneeboard does not offer extra storage space for writing utensils or other small items.

Price: $22.95

Flight Gear iPad Bi-Fold Kneeboard

Best for: Pilots using bi-fold kneeboards for flight operations

This Flight Gear iPad Bi-Fold Kneeboard is a versatile accessory for pilots who want to keep their iPad/tablet handy during flights, while keeping their flight deck workspace organized.

Pros:

• The universal design incorporates two movable brackets that fit most iPads/tablets with almost any case.
• The back side of the mounting surface features an integrated kickstand to allow for adjustable viewing angles, while reducing the glare from the flight deck windows.
• Thoughtful organizational features include two flat pockets, which can be further customized with Sporty’s Gear Mods to meet each pilot’s unique needs.

Cons:

• The bi-fold design, while versatile, can make the kneeboard bulkier than simpler options available on the market.
• While the adjustable brackets provide flexibility, some pilots may find them tricky to set up initially.
• Although the integrated kickstand is a useful feature, its stability can vary based on the surface it rests on.

Price: $39.95

Flight Gear Tri-Fold Kneeboard

Best for: Pilots using tri-fold kneeboards for flight operations

This Flight Gear Tri-Fold Kneeboard is an essential tool for pilots seeking maximum organization during flights, while enjoying ample storage. It provides a solid writing surface and space for commonly used items, like checklists, nav logs, and sectional charts. Plus, elastic straps are attached at the corners and are perfectly spaced for holding iPads/tablets.

Pros:

• The universal design fits 9.7” to 11” iPads and most other tablet sizes with or without a case.
• The tri-fold design has a spot for everything, helping pilots stay organized with a zippered storage compartment, two flat pockets, and space for Sporty’s Gear Mods.
• The solid clipboard is great for copying clearances or managing charts, while doubling as a quick reference tool for VFR and IFR information.

Cons:

• The tri-fold design, while versatile, can make the kneeboard bulkier than simpler options available on the market.
• Due to its tri-fold design, the side wings of the kneeboard may not lie flat across every lap size.

Price: $34.95

FlyBoys Classic Kneeboard

Best for: Military pilots and pilots seeking durability and flexibility in the flight deck

This FlyBoys Classic Kneeboard has been the kneeboard of choice for military aviators for decades. It features seven eyelets for securing checklists, plastic checklist pages, in-flight guides, and more. The clipboard is also perfect for securing notes, low level charts, lineup cards, attack cards, target photos, standard approach plates, or an iPad mini.

Pros:

• Durable construction allows the kneeboard to withstand tough environments, making it suitable for a wide range of flying operations.
• Supports paper and electronic flight documents with flexible design features.
• The plastic clipboard provides an excellent writing surface while conforming to the pilot’s leg for maximum comfort.

Cons:

• Although the eyelets provide secure storage for various items, the kneeboard itself does not have built-in pockets or compartments.
• Although the eyelets align with Jeppesen approach plates and chart protectors, they are not an exact match.
• While the included flexible plastic clipboard is a nice feature, some pilots may prefer a more rigid writing surface.

Price: $39.95

Factors to Consider When Choosing a Kneeboard

With paper documents still being used in the flight deck, and so many iPads and tablets available on the market, it can be difficult to choose the right kneeboard for your needs and skill level. Let’s dive into some key considerations when choosing a kneeboard.

Type of Flying

Consider the type of flight operations you are conducting. IFR flights typically require more planning and chart work, so a kneeboard with more storage space might be beneficial. If you frequently fly at night, consider a kneeboard that’s compatible with an attachable light.

Personal Preferences and Ergonomics

Consider the design and fit of the kneeboard; some pilots prefer padded kneeboards, while others may prefer a more sturdy, minimalistic design. Think about the amount of storage space you need; some kneeboards have added pockets for maps, pens, and other essentials.

Budget

Kneeboards come in a wide range of prices. Set a budget and look for options within that range. Keep in mind that higher-priced kneeboards may offer additional features or better durability.

Durability and quality

Look for kneeboards made from durable materials. Check reviews and ratings to ensure the kneeboard is of good quality and will withstand wear and tear.

Find the Perfect Kneeboard for Your Unique Needs

A kneeboard is an essential tool to keep you organized in the flight deck. Whether you’re just starting out on your aviation journey or have been flying for a while, there is a kneeboard out there that will meet your unique needs. Don’t put off buying this accessory any longer, as it is sure to equip you to fly safely and comfortably every time.

FAQ

Do fighter pilots use kneeboards?

Yes, the government still heavily utilizes paper resources, making a kneeboard an essential accessory in a fighter jet flight deck.

What do pilots use kneeboards for?

Kneeboards serve as a convenient platform for pilots to keep essential materials organized and within reach during flight.

Do airline pilots use kneeboards?

Yes, however, most airliners have designated mounts in their flight decks for flight paperwork and iPads/tables, so the use of pilot kneeboards is not as common.

The post Best Pilot Kneeboard Options in 2024 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.

The headlines on October 23, 2009, read, “Airline Pilots Miss Airport by 150 Miles.” As it turned out, the pilots of an Airbus A 320 heading to Minneapolis accidentally flew right past its scheduled destination. When it was finally contacted by ATC, it sheepishly turned around and landed. As you might expect, this garnered the attention of the TSA, the federal and local authorities, and the international news media. By all counts, it was not the pilots’ best day. 

The investigation revealed that they had their laptops out and the wifi on, and were having a heated discussion about the opportunities and pitfalls of bidding their airline work schedule during an impending airline merger. But, you say, isn’t the Airbus heavily automated, and shouldn’t that have saved these two aviators? Well, yes and no. The automation is only as helpful as how well the pilot understands and programs it. So, how does all this apply to me, the private pilot? Let’s take a look.

Aviation legend Antoine de Saint-Exupery, author of “Wind, Sand and Stars,” puts it this way: “I fly because it releases my mind from the tyranny of petty things.” Put another way, pilots need to put aside the daily distractions and focus on making good decisions before and during the flight. However, in general aviation, the distinction between the personal and professional may be less clear. 

We may be flying home after a long business day or flying family and friends who are in a hurry, and, of course, we are the lone decision-maker. We shake our heads when we hear of a VFR pilot pressing on into IFR conditions, violating a TFR or running out of fuel. Yet, in each of these cases, a little time spent thoughtfully analyzing the flight parameters might have produced a better outcome. So how do we put aside these “petty things” and focus on our flying? 

Evaluate the Risks

One approach is to make sure that before every flight, pilots take a moment to consider the flight risks involved and make a well-thought-out go/no-go decision. You might use one of the readily available internet-based risk assessment tools or simply take the time to review the risks and alternatives objectively. If you are rushing to the airport from work an hour later than planned into a moonless night in the mountains, is this still the best decision? If your passengers’ get-there-itis exceeds your capabilities, take a step back, survey all the data and make a sound decision based on the forecast conditions and your capabilities. A few minutes of quiet risk analysis may bring things into sharper focus, help you make a better decision, and keep you ahead of the airplane! 

Have a Set Preflight Routine and Stick to It

Step two is simple. Set a thorough and complete preflight routine and stick to it, especially if you are in a hurry. Make sure it checks all the common sense and legality boxes, and includes time for flight planning, proper aircraft servicing and the myriad of little details that make up a safe flight. Then be aware when others break your chain of preflight events or when you begin to take shortcuts. Since you are the de-facto gate agent for the flight, consider how your passengers fit into your routine but make sure they do not interrupt it. Your aircraft walk-around, preflight checklists, and review of the taxi and takeoff are often your last opportunity to avoid serious problems and stay ahead of the airplane. 

There is No Such Thing as an Emergency Takeoff

Go/no-go decisions are a part of every commercial, military or private pilot’s life, and in most cases, they are “go.” However, down here in general aviation land, the phrase “when you have time to spare, go by air” was written specifically for us single-engine jockeys. Our little birds, even with the amazing electronic gadgets we have today, are limited in the type and severity of weather in which we can fly. Each pilot should have a set of personal weather minimums and stick to them. Just because we have that crisp new instrument ticket in our pocket does not mean it is time to launch into a dreadfully low ceiling or shoot an approach to a 200-foot ceiling and a half-mile visibility.

And while we are talking about minimum standards, this is a good time to put a plug in for the IMSAFE checklist. In addition to our weather decisions, our physical and mental readiness for the flight is a go/no-go item. Oh, and how about those pesky passengers. If we want to put their minds at ease, we might let them know that we have a backup plan. It might include a rental car on standby, backup airline tickets or a multi-day travel window. All are good methods of managing risk, avoiding the last-minute rush, and staying ahead of the airplane. 

 “We shake our heads when we hear of a VFR pilot pressing on into IFR conditions, violating a TFR or running out of fuel. Yet, in each of these cases, a little time spent thoughtfully analyzing the flight parameters might have produced a better outcome.”

Compartmentalized Attention

A few years ago, airshow legend Patty Wagstaff wrote an excellent article in this magazine about compartmentalization of attention. Simply put, good pilots learn to separate their flying from the ups and downs and distractions of everyday life. In the movie “For the Love of the Game,” Kevin Costner plays an aging baseball player who finds that he is no longer able to shut out the crowd noise, the catcalls and his personal life. Pilots, just like professional athletes, need to be able to leave these kinds of stressors behind and focus on the task at hand. One way the professionals mandate compartmentalization is the sterile cockpit rule. Airlines require only flight-related conversations below 10,000 feet. So, setting some ground rules on what everyone’s role is during the takeoff, departure, arrival and landing is a good start. 

Don’t Let the Automation Catch You Napping

So, let’s circle back to that unfortunate airline crew who managed to miss the Minneapolis-St. Paul International Airport. Why didn’t the automation save them? As it turns out, these pilots had not programmed the published arrival and instrument approach into their flight management system. So, when the Airbus arrived at the end of the magenta line, it simply held the last known heading. No blaring horns or flashing lights, just a small change in indication and the computer doing exactly what it had been told to do. 

Okay, so down here well below the flight levels, that amazing new flat panel cockpit display and shiny new multi-function autopilot we just wedged into the panel most likely will do exactly what you tell it to, and nothing more. And worse, since we usually have touchscreens rather than tactile keyboards, these little electronic rascals can soak up all of our attention during programming, especially in turbulence. Overreliance on the automation to save the day can be a significant impediment to staying ahead of the airplane. 

Clear Your Mind and Stay Ahead of the Airplane

As pilots, we are at our best when we focus on the simple act of flight, master the basic tasks at hand, and spend our time thinking a hundred miles or more in front of the airplane. We need to build a firewall between the hustle and bustle of the day’s events, turn off the email and text messages, and focus on the decisions needed to ensure a safe flight. Good preflight planning requires reliable habit patterns, discipline and sound decisions made with flight safety in mind. And while we are at it, let’s not get too comfortable with the automation. It is a great thing, but we are still the pilot in command! Staying ahead of the airplane in this modern age requires us to shut out the “tyranny of petty things” and focus on flying the aircraft. Fly safe! 

Do you want to read more Pro Tips For Private Pilots columns? Check out “How to Fly in Formation Safely” here.

The post Staying Ahead of the Airplane in the Modern Age appeared first on Plane & Pilot Magazine.

After all, seatbelts put the “S” in SAFETY for the preflight passenger briefing. In the early days of aviation, many pilots died when ejected from their planes or from impact against the cabin interior. 

It’s hard to believe that the lowly seatbelt—a routine checklist item for every takeoff and landing—was once the subject of tremendous controversy. How much do you really know about this life-saving device?

Because we take for granted that they will always be there, seatbelts are often overlooked, even neglected. Taking the extra time to inspect periodically and use your seatbelts and harnesses correctly can protect you from serious injury in turbulence or make the difference between life and death in an emergency. 

Don’t forget to properly brief your passengers about the correct operation of seatbelts, as well as when they must wear them, on every flight. You never know when you are going to need them. As Bette Davis famously warned in the 1950 film All About Eve: “Fasten your seatbelts. It’s going to be a bumpy night.” 

First pilot to wear a seatbelt: Lt. Benjamin Foulois, U.S. Signal Corps

When: 1910

Motivation: Survived one crash and almost thrown from the plane on another flight

First aircraft to have a seatbelt installed: Wright Model A Military Flyer, Signal Corps No. 1

First seatbelt material: 4-foot-long leather cinch acquired from the cavalry 

Requirement for seatbelt use and passenger briefing: 14 CFR 91.107

When to wear: Passengers—taxi, takeoff, landing

When to wear: Pilots—whenever at crewmember stations

Exceptions: 

Parachutists on floor berth

Children under age 2 seated on adult’s lap

Free balloon gondolas

Airships (type certificated before Nov. 2, 1987)

Buckle types: Lift lever, rotary, push button

Seatbelt webbing materials: Nylon or polyester 

Types: Two-point (lap belt), three-point, four-point and five-point harnesses

Harness straps: Lap belt, shoulder belt, crotch belt

Inertia reel: Ratchet gear and centrifugal clutch lock belt when force applied

Hugh DeHaven, aviation safety pioneer: Survived midair collision in 1917; inventor of three-point safety belt

1951: Glenn Curtiss advocates for seatbelts to prevent ejection

1920: Seatbelts appear in civilian aircraft

1929: Optional use at airlines

1940 and 1950s: Improved safety or increased danger debate

1972: Required use by FAR

1986: Shoulder harnesses required in all new small aircraft

Controversial accident: British European Airways, Paris to London 

Date: Oct. 31, 1950

Location: London Heathrow Airport

Aircraft type: Vickers VC-1 

Scenario: Overshot landing in bad weather

Fatalities: 28

Investigation: Celebrity medical examiner Dr. Donald Teare published report that seatbelts caused fatal injuries

Vindication: Dr. Eugene DuBois, on behalf of Crash Institute Research program, debunked Teare’s flawed conclusions, vindicating seatbelt safety

Notable accident: Aloha Airlines 243

Date: April 28, 1988

Aircraft: Boeing 737-297

Damage: Top section of fuselage torn off

Survivors: Passengers buckled in their seats 

Sole fatality: Flight attendant C.B. Lansing, who was standing in the aisle

Notable death: Harriet Quimby (first U.S. female pilot and first woman to fly across the English Channel) died in 1912 when she was thrown from her aircraft during an airshow

Reduction of major injuries in general aviation accidents: 88%

Reduction of fatalities in GA accidents: 20%

Priority checklist item: Preflight, landing and emergency

Required inspection: Annual and 100-hour 

Do you want to read more Plane Facts columns? Check out “How Far Can Airplanes Fly?” here.

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Born on July 13, 1942, in Chicago, Illinois, Ford is one of the highest-earning box office A-listers in film history. Even in aviation, his adventures have made headlines. While it is easy to think of Ford now as the man who has a hangar any pilot would envy, aviation wasn’t always an easy path for Ford. He initially began learning to fly in the 1960s but was forced to quit when training became too expensive. Yet his love for aviation never waned and, after his big break in Hollywood, Ford again turned his eyes to the sky. 

Ford started flying once more in the 1990s, learning from one of his corporate pilots in a Cessna 182. Ford soon traded out the 182 for a Cessna 206, the airplane that would take him airborne for his first solo flight. Ford received his private pilot’s certificate at the age of 53. 

Not one to stop there, Ford went on to earn his helicopter ratings, although this, too, had a rocky start. While he practiced autorotations with an instructor in 1999, the helicopter was unable to recover power after the quick drop in altitude. Yet Ford and his instructor were able to avoid serious injury. Ford went on to achieve his helicopter rating and purchased a Bell 407GX helicopter in 2013. Ford additionally earned his Private Pilot Single Engine Sea, Multi Engine Land and Instrument Airplane ratings while adding on two type ratings. 

Yet it’s what he has done with those ratings that’s most impressive. Ford has participated in several mountain rescues with his Bell 407, working in conjunction with Teton County Search and Rescue. One rescue involved recovering a lost hiker. The hiker, upon boarding Ford’s helicopter, promptly vomited, later saying, “I can’t believe I barfed in Harrison Ford’s helicopter!” Additionally, Ford has volunteered with his helicopter amid the California wildfires. 

Ford has continually used his Hollywood fame to help further aviation. In 2004, Ford accepted the position as the Young Eagles volunteer chairman. He served in the position until 2009, personally flying more than 300 Young Eagles flights himself. Ford also flew the 2 millionth Young Eagle flight in 2016 at EAA Oshkosh, taking a 16-year-old young woman for a ride in his de Havilland DHC-2 Beaver. 

Yet while Ford’s fame fills his hangar nicely, it comes at a cost. When you’re one of the most famous people in the world, no mistake (or even feat of pilot skill) goes unnoticed. In 2015, Ford skillfully landed his Ryan PT-22 on a golf course in Venice, California, immediately making headlines. The public perception that Ford, as an actor, shouldn’t have crashed at all is certainly unfair. In reality, Ford landed an aircraft that has notoriously aggressive stall-spin tendencies following an engine failure shortly after takeoff. He was injured but recovered to fly again. 

Again, in two separate incidents in 2017 and 2020, Ford made headlines, once for accidentally landing on a taxiway and once for crossing a runway without permission. For most other pilots, neither would have produced the resulting media frenzy, but for Ford, both incidents resulted in a news cycle. Ford admirably owned up to his mistakes in both instances and has continued flying. 

Ford continues to use his fame for the betterment of the aviation community, having made several trips to Washington, D.C., to advocate for the general aviation community as well as serving as a board member of the humanitarian aviation organization Wings of Hope. Furthermore, Ford has also donated funds to The Bob Hoover Academy, a charitable organization that teaches at-risk teens in California to fly. Ford himself continues to fly to this day. 

Do you want to read about another Incredible Pilot? Check out “Tex Johnston: The Pilot that Rolled a Boeing 707” here.

The post Harrison Ford: A Pilot Who Gives Back To Aviation appeared first on Plane & Pilot Magazine.

The grainy video shows something that, to today’s eyes, looks impossible. Surely, it looked just as impossible then. A red-and-white Boeing 707 airliner approaching the crowd and then commencing to do a roll, something that even many pilots would find incomprehensible. But on Aug. 7, 1955, in front of an audience, that’s just what Alvin M. “Tex” Johnston did. 

Born in 1914 to farmers, Johnston turned his eyes to the sky at an early age. When he was only 11 years old, Johnston received his very first airplane ride from a barnstormer who had landed near his family farm. He was hooked. By the age of 15, Johnston had saved his money from his newspaper route to purchase a damaged Cessna Glider. After restoring the glider to flying condition, Tex would climb aboard while his father pulled the glider behind his car. Johnston would then release the tow cable and glide to a landing in nearby farm fields. 

Upon his graduation from high school, Johnston knew he would do anything and everything to stay in the air. He turned to the Spartan School of Aeronautics in Tulsa, Oklahoma, where he received his aviation mechanic’s certification. This allowed him to fund his own flight training, and he soon joined a traveling aviation show, known then as a flying circus, working as both a pilot and mechanic until he was able to save up enough money to purchase his own biplane. 

But World War II was on the horizon, and Johnston transferred his skills to the U.S. Army Air Corps Ferry Command, ferrying planes around the country. This was short-lived. In December of 1942, Johnston’s skills had gotten him noticed by Bell Aircraft chief test pilot Robert Stanley, who soon offered Johnston a job. This job earned Johnston his now-legendary nickname “Tex” for his insistence on wearing a Stetson and cowboy boots on the flight line. 

Johnston loved working as a test pilot, regardless of how dangerous it truly was. Test pilots had a fatality rate similar to those of combat pilots. Yet Johnston remained undeterred, even when tragedy struck close to home. In 1946, Johnston convinced Larry Bell, founder of Bell Aircraft Corporation, to purchase two surplus P-39 Airacobras, modify them and race them in the National Air Races as a publicity stunt. Yet the day before the race, one of them, Cobra I, crashed, killing pilot Jack Woolams. Bell executives debated whether to allow Johnston in Cobra II to race. Johnston insisted he should, citing it as what Woolams would have wanted. Johnston went on to win the Thompson Trophy at the National Air Races, setting a speed record of 373 miles per hour. 

Johnston was still a test pilot, though, not a race pilot, and he went on to work on the Bell X-1. His work both designing and flying the X-1 would later help Chuck Yeager become the first man to break the sound barrier. But after the success of the Bell X-1, Bell Aircraft chose to pursue helicopters. Johnston learned to fly the helicopters, but his love remained with airplanes, and in July 1948, Johnston became a test pilot for Boeing. 

His time with Boeing is certainly notable. He flew the B-47 Stratojet and went on to pilot the very first flight of the B-52 prototype. Yet these remarkable feats are not what Johnston’s time at Boeing is remembered for. 

In 1955, on a flight to demonstrate the new Boeing 707 Airliner to aerospace and airline executives aboard Boeing President Bill Allen’s yacht, Johnston decided to give them a demonstration to remember. The two rolls that Johnston performed, captured on grainy video, were certainly unforgettable. The following Monday, Allen called Johnston into his office, asking, “What did you think you were doing?” Johnston replied, “Selling airplanes.” 

Johnston passed away in 1998 of Alzheimer’s in Washington state. Yet his legacy lives on in his book, “Tex Johnston: Jet-Age Test Pilot,” and his 1993 induction into the National Aviation Hall of Fame. And, of course, as the man confident enough in his flying skills to roll a 707. 

Do you want to read about another Incredible Pilot? Check out “Cornelia Fort: First Female Pilot To Perish In Service To The U.S. Military” here.

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The second group is composed of the rest of us. When we head west, we often fly hundreds of miles out of the way through New Mexico and Northern Arizona to avoid the high peaks, only to discover that this route is strewn with rugged peaks, high deserts and even higher elevation airports. Back east, the Appalachians can contain some high-elevation surprises as well. Our friends in the U.S. Air Force encountered some of these issues more than 50 years ago, so let’s start with what they learned. 

Flight Without A Fin

Back in 1964, the U.S. Air Force found itself in a quandary. The high-flying B-52 Stratofortress was being asked to fly well below 1,000 feet to evade radar detection. Soon, B-52 crews began to report concerning turbulence encounters. So, the Boeing Company “borrowed” a B-52H from the active fleet, outfitted it with sensors, and began looking for turbulence. 

It did not take them long to find it. The flight crew started its day in Kansas flying at 500 feet. Entering Colorado, they eventually turned north and began climbing from the 6,500-foot local elevation to 14,000 feet, about 1,000 feet higher than nearby East Spanish peak. There, they encountered a strong mountain wave-induced rotor caused by 60-knot winds. In a matter of seconds, the vertical stabilizer was torn from the aircraft. Only the quick thinking of the crew saved the aircraft, which landed in Arkansas. 

This incident, and the research that followed, helped the entire pilot community understand the challenges posed by mountain ridges and strong winds. So, what can we learn from their experience? 

Mountain Waves 

Many believe that mountain wave formation is a Rocky Mountain phenomenon, thanks to the tall and rugged peaks. However, some of the strongest wave formation is encountered in the Appalachians along the Virginia/North Carolina border in the vicinity of Mount Rogers. Pilots flying through this region in late fall through early spring routinely report powerful up and downdrafts. Head out to the West Coast, and the Los Angeles basin is another prime wave zone. Strong winds off the Pacific Ocean are not uncommon. They make for clear days in the greater Los Angeles area, at the same time creating powerful wave turbulence over the mountain ranges and passes that separate Los Angeles and the Empire from the deserts to the north and east and the coastal valleys to the north. So, what might this look like? 

Consider a Cessna 172 pilot flying eastbound out of San Diego at 8,000 feet. The pilot notes the sky is clear and the groundspeed on the GPS shows a 50-knot tailwind. So far, so good. As our pilot approaches the first set of 5,000-foot peaks, the aircraft begins to be pushed upward by the wave action. At this point, our savvy pilot, knowing what goes up will eventually come down, calls to ATC to ask for clearance to ride the wave up to 9,000 feet. Once on the lee side of the peak, the wave pulls the aircraft back down to 8,000 feet. Thankfully, the ATC controllers in these regions are aware of the effects and are usually eager to help. However, every pilot must be aware that this kind of passage can result in an encounter with strong up and downdrafts, complete with severe turbulence and high structural loads. 

Now, how about flying westbound into the wind? For that, let’s go a bit further north to the Tehachapi Pass area that divides the central valley of California from the high desert, which begins just west of Edwards Air Force Base. Crossing the pass from east to west in strong winds, the unsuspecting pilot may encounter robust downdrafts, stronger than the maximum climb rate of their airplane. If these winds are encountered, a 180-degree turn back toward lower terrain is likely the best medicine. In any case, always have a way out! 

While Tehachapi and the Los Angeles Basin are places where mountain wave formation is common, they are by no means the only places where these conditions occur. Anywhere where the winds are over 20 knots and the peaks extend to within a thousand feet of your aircraft, especially in areas where lenticular or rotor clouds are present, should be approached with extreme caution or avoided. 

A Word About Autopilots And Wave Action

Before we leave the subject of mountain wave turbulence, let’s review the behavior, or misbehavior, of many two-axis autopilots. If a pilot is approaching a ridgeline and encounters a strong updraft, the autopilot will attempt to maintain altitude. This dogged persistence to hold the altitude steady can increase the indicated airspeed well past turbulent air penetration speed. 

It also reduces the altitude cushion available when the inevitable downdraft appears on the far side of the peak. Conversely, if the airplane is approaching a ridgeline into a strong headwind, the autopilot will try to maintain altitude by increasing pitch (thereby reducing airspeed). This loss of energy can mask the severity of the encounter until it is too late to turn around. So, when in doubt, take charge and turn around. 

Density Altitude

The airport in Sedona, Arizona, is nestled in the stunningly beautiful red rocks that dominate the northern part of the state. The airport sits on a butte approximately 5,000 feet above sea level in the western terminus of the Mogollon Rim. This is Zane Gray country, for all you western novel fans, and is a popular destination for pilots from the greater Phoenix area, 85 miles to the south and nearly 4,000 feet below. Sedona Airport has awesome views of the red rocks, an amazing airport restaurant, and more than its share of general aviation accidents. 

In the summer, locals who know the area fly in and out in the early mornings or late afternoon, when the air is denser, the winds lighter, and all is right with the world. However, by mid-afternoon on a summer day, the density altitude can easily exceed 8,000 feet, and the wind gusts can be quite strong. Pilots normally land on either Runway 3 or 21, but, if the winds permit, they often depart to the southwest on Runway 21 due to the high terrain to the north. However, strong winds can flow down from the San Francisco peaks in nearby Flagstaff and create strong downdrafts at the immediate southern edge of the airport. These downdrafts and the high-density altitudes can exceed the rate of climb of arriving or departing general aviation aircraft. So, enjoy the amazing views of Sedona, but plan your trip carefully to avoid the pitfalls. 

It Gets Real Dark In The Mountains!

Night flying in the foothills of the east and the ridgelines of the southwest presents its own set of problems. While it is very tempting to sample the cool night air and light winds typical of evening hours, there are a few hazards to be reckoned with. In the Appalachians, airports are fewer and farther apart and are usually nestled in a deep valley between two parallel forested ridgelines. 

In the daytime, this is a feast for the eyes. At night, it may be a bit more challenging. In the southwest, the airports are located 50 to 75 miles apart, separated by 5,000 to 6,000-foot ridges, and often unattended at night. On moonless nights, the sparse desert ground lights and the starlight above can merge, making it difficult to figure out which way is up. And if the pilot sees a large dark area ahead, it is usually a mountain. 

So, if our pilot is descending toward a nearby city, and it suddenly disappears, it is time to climb immediately to avoid the granite peak just ahead. In fact, on dark nights, it is often best to remain at altitude until you’re over the last mountain range and then descend when over the lights of the destination. It makes great sense, in fact, to fly the airways even when VFR and flying direct and maintain their recommended minimum altitudes. 

So, What Is A Pilot To Do?

Some basic rules of thumb might be helpful. First, if the winds are forecast to be over 20 knots within 1,000 feet of the ridgelines, prepare for the presence of mountain wave activity and always have a plan B. Second, if we see those uniquely shaped lenticular clouds on top of the ridges, suspicions confirmed—it’s time to consider and execute an alternate plan. Third, in the high desert, consider flying in the early mornings and later afternoon, when the temperatures are cooler, the winds are lighter, and our airplanes have more pep and vigor. 

Oh, and if a night flight is on the agenda, consider the risks it presents in high terrain or sparsely populated mountain regions. And finally, when in doubt, check with the local CFI or the destination airport to see if there are any peculiarities, preferred routes or hazards. We have the best seat in the house for some of the most beautiful terrain in the world. With a little preparation, we can make it a safer journey. Fly safe! 

Do you want more pro tips? Check out “Deadly Attitudes: Know How To Spot Risky Thinking.“

Read more about flying in high terrain with “Flying in the High Country” and “Flying Across The Rocky Mountains At Night.”

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