Produced between 2009 and 2013, some 275 Skycatchers were built, and 171 examples remain on the FAA registry today. Designed as a lightweight, sporty evolution of Cessna’s past two-seat offerings, the 162 has a distinctly different feel.

In addition to generally lacking the tired, worn-out appearance of so many legacy models, the design itself is a breath of fresh air. The cabin is significantly wider and roomier than old 150s and 152s, with larger windows and doors. A technical bedliner-like material protects the cabin floor and walls, with a look and feel far nicer than the cracked plastics and faded carpet of yesteryear.

The sportiness extends to the flight controls in the form of dual “stokes” – combination sticks and yokes. Attached to the underside of the panel, these cleverly provide the feel of a stick without taking up valuable floor space. This provides larger pilots and pilots with limited mobility with easier cabin access compared to traditional side-by-side stick arrangements.

The panel is correspondingly modern. Rather than gyros, vacuum systems, and clunky radios dating back to the Nixon administration, the Skycatcher features modern Garmin avionics and a clean, intuitive panel layout. The right side of the panel tapers downward to provide more forward visibility to the passenger.

This particular Skycatcher comes with a new exhaust, ADS-B out, and new tires. It has only 1,352 hours on the airframe since new, with the same number of hours on the engine. With a 2000-hour TBO, the engine will likely provide years of reliable service before requiring an overhaul. Learn more about Skycatcher ownership here.

You can arrange financing of the aircraft through FLYING Finance and quickly calculate your monthly payment using the airplane finance calculator. For more information, email info@flyingfinance.com. 

The post Bargain Buys on AircraftForSale: 2012 Cessna 162 Skycatcher appeared first on Plane & Pilot Magazine.

A staple of the general aviation fleet, the Piper PA-28 series is among the easiest types to own. Plentiful spare parts, widespread qualified maintenance, and do-it-all flight characteristics make it a true Jack of all trades. Accordingly, it comes as no surprise that some 33,000 examples have been produced – and continue to be produced – since its introduction in 1960.

Over the years, the PA-28 has morphed into many subtypes and derivations. From the two-seat, 140-horsepower Cherokee 140 to the big six-seat, 300-horsepower Cherokee Six, the basic design spans a wide range of performance and capability. 

• READ MORE: Plane Facts: Piper PA-28s

This particular example is one of the most highly regarded engine/airframe pairings. With four seats and the 180-horsepower Lycoming O-360, it provides a fantastic blend of performance and economy. With only 2,465 hours on the airframe and 464 hours since major overhaul of the engine, it’s likely to provide its next owner with trouble-free flying for years to come.

While there are less expensive Cherokees out there, few combine a low-time airframe with such a nice interior and modern panel. With clean, neutral colors and intact trim pieces, the cabin presents well, particularly for a 58-year-old airplane. 

The panel has been modernized with some of the latest Garmin avionics. A GNX 375 provides GPS and transponder duties, as well as ADS-B in and out. This feeds data to a GI 275 HSI, and a GTR 200 provides primary radio duties. 

With this panel setup, the new owner could add a single GI 275 attitude indicator to completely eliminate the airplane’s vacuum system. This would add functionality, increase reliability, and save significant weight in one shot. 

Well maintained with current IFR certification and complete logbooks, this Cherokee provides a well-balanced set of strengths with well-known and well-liked flying qualities to boot.

• READ MORE: Flying Over An Egyptian Air Base

You can arrange financing of the aircraft through FLYING Finance and quickly calculate your monthly payment using the airplane finance calculator. For more information, email info@flyingfinance.com.

The post Bargain Buys on AircraftForSale:1966 Piper PA-28-180 Cherokee/Archer appeared first on Plane & Pilot Magazine.

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.

Since its introduction in 1958, it has been a main staple of the flight training fleet, and nearly 24,000 examples were built until it was discontinued in 1977. Accordingly, parts availability and easily sourced maintenance expertise are virtually unmatched in the general aviation fleet. To owners of less common types, these benefits are not insignificant.

Among the various 150 subtypes produced over the years, this late-model example is visually defined by its modern-looking swept vertical stabilizer and large rear windows. This compares to earlier models that had large, straight vertical stabilizers and a “fastback” design that provided no rearward visibility. Early 150s also offered less volume in the storage area behind the two seats.

While relatively modern touches abound here, most of the features for which 150s are known and loved remain. Massive Fowler-style flaps with a maximum setting of 40 degrees enable short, steep approaches, the flight controls are fingertip-light and precise, and the published 122 MPH cruising speed comes at the cost of less than 6 gallons per hour.

This particular 150 has 5,860 hours on the airframe and 964 hours on the engine since major overhaul. The modern paint job is said to be in good condition and is sharper than much of the 150 fleet. The included wheel pants offer a few additional knots of cruise speed along with good looks.

The seller has not hesitated to invest in the maintenance of this 150. A new exhaust, flap motor, tires, and battery have been installed, and both the magnetos and carburetor have been overhauled. It includes complete logs, and has been owned by the same family for the past 33 years.

Inside, the interior has also been well maintained. The plastic interior trim is in decent shape, and the seats have a nice, retro look that is well-matched to the exterior paint. While it lacks some of the more advanced avionics available today, the panel is clean and intact – far nicer than the sloppy, crudely modified panels found in many 150s.

For an economical, easy-to-own airplane that works well as a trainer or as a fun escape to fly-ins and $100 hamburgers, this 150 will likely provide its next caretaker with many years of great flying.

• READ MORE: Bargain Buys on AircraftForSale: 1946 Erco 415-C Ercoupe

You can arrange financing of the aircraft through FLYING Finance and quickly calculate your monthly payment using the airplane finance calculator. For more information, email info@flyingfinance.com. 

The post Bargain Buys on AircraftForSale: 1975 Cessna 150M appeared first on Plane & Pilot Magazine.

If you plan to go to AirVenture this year, you can find our “Oshkosh LIVE” Redbird Studio on-site at Redbird Exhibit space 301, adjacent to Hangar A and facing Knapp Street. If you have never been to AirVenture, we hope tuning in to our daily coverage will inspire you to make the trip to Oshkosh one day.

If you’re simply unable to join this year, our goal is to ensure you don’t miss out on all of the excitement by bringing the experience to you live across several of our websites and social media channels.

What to Expect

Daily live segments hosted by editors from FLYING, KITPLANES, Plane & Pilot, AVweb, The Aviation Consumer, and AirlineGeeks will host daily live segments featuring interviews with the world’s top airshow performers, a look at some of the most rare aircraft in the world, tips for how to build your own aircraft or pursue a career in aviation, and features on the rich history that has shaped AirVenture.

When and Where to Watch

Our live broadcast will run daily, Monday through Thursday, July 22-July 25, from 8:30 a.m. to 12:30 p.m. CDT (9:30 a.m. to 1:30 p.m. EDT).

On Friday, July 26, we will livestream additional original content from the week throughout the day. You will find us broadcasting and streaming live across all of our brand websites—on the FLYING and AVweb YouTube Channels, as well as FLYING and Plane & Pilot Facebook pages.

Follow us on Facebook or click subscribe to one of our YouTube channels and you’ll receive alerts that we are live!

We hope to see you in Oshkosh or that you’ll tune in to see all the exciting news and activity from this year’s EAA AirVenture.

The post Watch for ‘Oshkosh Live’ During AirVenture appeared first on Plane & Pilot Magazine.

With a design dating back to the late 1930s, the Ercoupe was designed with fun, safety, and economy in mind. The unique H-tail reduces the left-turning tendencies during takeoff while also minimizing the weathervaning effect prevalent in crosswinds. While the original Ercoupes lacked a rudder and rudder pedals entirely, this example has had them installed as an aftermarket kit, making the airplane a bit more familiar for newcomers to fly.

Despite its age, this is an airplane with plenty of life left. With only 2,264 hours on the airframe and 785 hours on the Continental C75 since major overhaul, the new owner can expect many years of trouble-free enjoyment – enjoyment that’s multiplied when the canopy windows are lowered for an open-cockpit flying experience. The original fabric wing covering has been replaced with metal, eliminating the need for costly $10,000+ fabric replacement in the future.

Remarkably, this Ercoupe includes all logs since new. So, in addition to receiving a well-maintained airplane with new windows, brakes, exhaust, fuel tank, and battery, the new owner will also have nearly 80 years of documented history to reference. The presence of every logbook is as much a testament to the fastidiousness of all the previous owners as it is a source of documentation. 

Inside, this Ercoupe has been refreshed with a new floorboard, new interior, and even a new, minimalist panel. The panel was designed to provide a clean, uncluttered look that compliments the airplane’s art-deco aesthetic while providing all the instrumentation necessary for fun VFR flight. The layout even provides ample space in the center for a tablet to be mounted in either a vertical or horizontal orientation.

It’s not every day that a classic icon of aviation’s golden age becomes available at a price less than that of many Harley-Davidson motorcycles. And it’s even rarer for such an icon to come in such meticulously maintained condition. But this Ercoupe checks all of the boxes and is ready to provide its next caretaker with an economical and uniquely vintage flying experience. Learn more about Ercoupe ownership here.

• READ MORE: Bargain Buys on AircraftForSale: 2000 Micco SP-20 

You can arrange financing of the aircraft through FLYING Finance and quickly calculate your monthly payment using the airplane finance calculator. For more information, email info@flyingfinance.com. 

The post Bargain Buys on AircraftForSale: 1946 Erco 415-C Ercoupe appeared first on Plane & Pilot Magazine.

In adding these 14,000-plus events to ForeFlight, Ren Scott, EAA’s director of business development, underscores the benefits to ForeFlight users and tells the press [that adding these events] “makes the ForeFlight database even more comprehensive for the thousands of pilots who rely on it for flight information.”

Scott goes on to say that “ForeFlight has always been an excellent source of flight planning and safety, but with EAA’s information, it will add more reasons to fly and destinations to discover.” And, of course, most of us pilots will take almost any reason to fly. $100 hamburger anyone?

And just in time for AirVenture, this cooperative effort between EAA and ForeFlight is now officially live and available to users. As far as local EAA chapters are concerned, this integration of EAA events with ForeFlight will also provide a mechanism for those chapters to update their upcoming activities first on the EAA calendar of events, thereby allowing local events to get uploaded into the ForeFlight database on a regular, automated basis, creating a seamless experience for users and EAA chapters alike.

• READ MORE: Lessons Learned: ADM to the Rescue

The post EAA Events Added to ForeFlight appeared first on Plane & Pilot Magazine.

An icon of general aviation, the legendary Beechcraft Bonanza was introduced in 1947 – the very same year this particular example was manufactured. Sporting a gleaming polished aluminum and bright red exterior that will turn heads everywhere it goes and the early Bonanza’s trademark V-tail, the classic aesthetics are unmistakable and legendary.

• READ MORE: Garmin Introduces Budget-Conscious Nav/Com Radios for Light Planes

While priced toward the upper end of the expected price range for early Bonanzas, this one justifies the premium with a long list of upgrades, inspections, overhauls, and STCs that demonstrate the current owner’s meticulous attention to detail regarding maintenance and care. From a new exhaust system to an overhauled landing gear motor and gearbox to a fully disassembled and inspected engine, virtually every component of this Bonanza has been gone through and refreshed, setting the new owner up for years of worry-free flying.

Inside, the new owner is welcomed by classic, art-deco style in the form of polished aluminum “piano key” switches and a throwover yoke that creates ample space for the front passenger. The current owner wisely modernized the panel with round gauges and instruments that maintain the original aesthetic. The GPS, radios, and transponder are positioned up high on the panel, making them easy to read and reach.

Photos reveal an engine compartment clean and sorted enough to win awards at virtually any airshow or fly-in, with the seller accurately describing it as “Oshkosh ready.” For any buyer interested in avoiding the restoration and sorting process entirely and skipping right to the part where they enjoy a museum-quality machine, this Bonanza provides a one-way ticket to vintage fun.

• READ MORE: Bargain Buys on AircraftForSale: 2000 Micco SP-20

You can arrange financing of the aircraft through FLYING Finance and quickly calculate your monthly payment using the airplane finance calculator. For more information, email info@flyingfinance.com

The post Bargain Buys on AircraftForSale: 1947 Beechcraft 35 Bonanza appeared first on Plane & Pilot Magazine.

The same concepts we use in defensive driving apply to flight operations to help us mitigate risks of violations, incidents, or accidents. A little attention to flying defensively may convert those thoughts into mitigation of potential risks in our flight operations.

If you maintain constant situational awareness and utilize all available resources, that’s conducive to safe general aviation operations. Unlike commercial flights with robust support systems, GA pilots rely on their skills and instruments. Vigilance, monitoring traffic, and staying attuned to changing weather conditions contribute significantly to safety.

Avoiding Distractions During Flight Operations

A distracted pilot turns into one that misses critical checklist items, ATC communications, or loses situational awareness. Any of these lead a pilot down a path that could result in further complications—or worse. Keep interaction with passengers, other tasks you might want to perform during your flight, or even management of the resources used in the flight deck—such as an electronic flight bag (EFB) device—to periods where the workload is minimal and you don’t sacrifice attention necessary to complete more critical tasks.

Keeping distractions to a minimum is especially important during critical phases of flight. Setting up for an approach, taxiing at a busy airfield with complicated diagrams, during the actual takeoff and landing, or receiving an updated weather briefing in flight are a few examples of this.

The sooner you can ascertain a risk is present, the earlier you can make a defensive flying decision and avoid…undesired conditions.

Predicting Risk Ahead and Mitigating It Sooner

More than ever before in aviation, we have the ability to try to predict potential hazards and mitigate them at earlier points in our flight operations. A key example is having onboard weather information continuously feeding us updates. We can use it to look further ahead for weather along our route or see updated climate conditions for our destinations that might hint at our need to initiate an alternate plan if minimums are becoming a concern for us in IFR or VFR conditions. When you do this, you can make a decision hundreds of miles away instead of just getting 20 to 30 miles from your destination and being surprised by an AWOS/ASOS/ATIS broadcast that now shows the weather has degraded significantly. The sooner you can ascertain a risk is present, the earlier you can make a defensive flying decision and avoid proceeding into undesired conditions.

Traffic information systems in our panels—or fed to our EFB—help us predict other traffic that may be nearby through awareness of its position. Taking this into consideration, we can receive clues regarding other traffic sequencing to fly the same approach we plan or help us avoid encountering traffic conflicts that might otherwise result in aircraft coming too close together.

Communication and Coordination

ATC services are generally available to IFR and VFR flight operations throughout most of the country—so use them for most flights. Certainly, most pilots understand they are using ATC services when operating in IFR or VFR conditions while on an IFR flight plan, and they must talk to ATC within certain airspace, typically Class A, B, C, and D. But too few pilots leverage air traffic control when outside of these requirement areas, though its services are broadly available.

• READ MORE: Communicate Like a Pro Pilot

A short cross-country in Class E or G airspace might not require the use of ATC services, but a quick request for flight following along the route can help them communicate with you and potentially other aircraft—and perhaps help you avoid other aircraft sharing the frequency. With ADS-B and transponder service over much of the airspace, it is a good practice to fly with a second layer of protection, helping you enhance awareness of potential risks.

I have a few flight training operations at which I provide tests regularly that will get flight following from local ATC when pilots head out to a practice area to train or test. A training flight introduces the risk of the instructor and pilot becoming distracted from their overall situational awareness while briefing and conducting specific maneuvers. Having ATC communication established can give you the chance to be warned about traffic in the area or if another aircraft is flying into the same practice area. You can then adjust position and altitude or even discontinue a maneuver and reposition if the traffic is going to provide a conflict.

If you are operating near an airport, monitor the local CTAF frequency for an idea of what other traffic is doing, including aircraft flying in or out of that airport. This is especially true if you’ll be flying in the traffic pattern and practicing takeoffs or landings. A good habit is to listen to the local frequency about 10 miles out as you approach so as to have enough time to hear other aircraft sequencing into the pattern. You may fly a few miles to the side of the airport to delay your approach instead of having two aircraft enter the downwind at the same time.

• READ MORE: Pro Tips: Situational Awareness For Private Pilots

Listen while on the ground also. Many times I will be listening to the CTAF, or at a towered field, the ground and tower frequencies as I do a run-up, while waiting in sequence, or as I approach a runway for takeoff. This can help build a mental picture of who might be in the pattern, whether they are likely to be ahead or behind you, or if there are other factors that might cause you to avoid unnecessary communications at a particular time.

For example, I was flying recently and listening to the tower frequency while we were doing our run-up and on the ground-control frequency. While monitoring, I overheard that the tower had an inbound aircraft that was having a gear indicator malfunction and that they were going to “roll services” for the aircraft in case it was needed on the landing. It was a great tip for me to just hang tight for a minute in our run-up area and let the situation play out instead of getting on tower frequency and asking for a takeoff clearance with a potential emergency developing.

The good news was that the aircraft landed without incident, and we were only hanging out for a few extra minutes. By listening in proactively, we avoided adding extra radio communications to the mix and allowed ATC to effectively manage its challenges without extra distraction.

Defensive Flying and Safety Culture

Thinking proactively and defensively—and acting as such—is part of a personal safety culture. It is a mindset for our operations that serves to help us identify, avoid, and mitigate risks before they cause problems. It is also one that we can espouse and allow to serve as an example for other pilots.

This is especially relevant when we are trying to foster a safety-centric environment within flying clubs, flight training operations, corporate flight operations, or even just among peers. The goal is to encourage open discussions, share experiences, and learn from each other’s mistakes to collectively enhance safety standards. We can all share ways we can be more proactive and defensive in our flying activities.

Developing the ability to recognize potential risks and being adaptable in handling unforeseen situations are essential traits of a defensive general aviation pilot.

• READ MORE: Best Pilot Kneeboard Options in 2024

Embracing and implementing principles of defensive flying significantly contribute to mitigating the risks inherent to flight operations. It is part of a commitment to safety and a mindset that helps ensure each flight, regardless of scale, remains a secure and enjoyable experience for pilots, passengers, and those within the airspace. Each pilot who operates in this manner helps elevate the safety standards within the overall aviation community. Defensive flying in GA is a fusion of skills, adaptability, and a proactive approach to safety. 

The post Risk Mitigation Through Defensive Flying appeared first on Plane & Pilot Magazine.

“Know your limitations and don’t exceed them”

is common advice for aviators. That statement is all well and good, so far as it goes. It generally encourages you, as the pilot, to do a good job of preparing for each flight and keep up your stockpile of skills by regular training and practice. In doing so, you’ve made sure you’re not going to overstep your abilities. The problem is, there’s more than this one limitation involved in the average flight, beyond just the perils that can be met by our piloting ability. We need to consider the full range of hazards we’re facing, and that involves more than just assessing the pilot’s ability.

The pilot in command (PIC) of a flight certainly has to make sure that he or she’s not exceeding the capabilities they’re able to muster. Knowing when to say “no” is vital to survival, something we need to consider not just at the beginning of the flight, but throughout its progress. However, the aircraft has limitations of its own, ones established both by its design and practical performance. And the operating environment presents its own limitations on our activity, quite aside from the skills of the pilot and innate performance of the airplane.

All three sets of limitations will combine to affect the outcome of our flight. We may be the best pilot ever born, but we can’t force a tired Skyhawk to climb above its genuine absolute ceiling, undefined by any performance chart. And the finest example of a Cirrus SR22 is not going to want to lift a full load out of a backcountry strip on a warm afternoon with a density altitude reading five digits. Each of these three constraints—pilot, airplane, and environment—needs its own consideration to assure adequate safety.

There Are Pilots—Then There Are Pilots

We all like to think we have the right stuff, that we’re the proverbial “good stick” who can exercise every privilege on our certificate to the utmost perfection. On any given day, however, we can be just a little bit off our game. Remember that time you tried for a squeaker landing to impress the kids and you dropped it in with a thump? Face it, if this is your first real low-visibility takeoff into a low cloud deck in a year, you may be legal to do it, but should you?

Your piloting limitations are not a solid wall, but a fluid barrier that rises and falls with your recent experience, fatigue level, and even the amount of preparation. A hastily thrown-together trip into unfamiliar territory means raising your personal minimums for the departure. You should go only if the weather is as benign as forecast, good alternates exist, and you feel good about doing it.

There’s a country song by the late Toby Keith that goes, “I ain’t as good as I once was, but I’m as good once as I ever was.” That optimistic outlook doesn’t apply to pilots with rusty skills. Face it, you took that multiengine commercial check ride decades ago. Can you fly a zero-thrust, single-engine approach to minimums today? Probably not without some practice.

The point is, meeting the POH performance figures is a job for factory test pilots who fly every day. Establish your limitations based on needing half again or double those handbook numbers—plan to aim low and finish high. Always underpromise and overdeliver, not the other way around. You should never write checks with your mouth, or your thoughts, that your body can’t cover. Stay honest in your relationship with the airplane. You can get away with lying to other pilots, but don’t ever try lying to your aircraft about your abilities. That will come back to kill you.

• READ MORE: Pro Tips for Private Pilots: ADS-B, Are You ‘In’ or ‘Out’?

This Plane Has Always Before…

Every aircraft, even my 1946 Aeronca Champion, comes with a set of operating limitations. Beyond the ones printed on paper, there are also practical ones determined from experience. It doesn’t matter how good the pilot is, or how nice the old bird’s running, those limitations are still exactly that—limitations. Don’t ask the airplane to do more than it can. In most pilot-error accidents, the outcome was determined when the pilot made a decision to proceed outside the aircraft’s capabilities. Too many pilots have believed the brochure brag of a 700-mile range and have flight planned accordingly, to their eventual regret. Fuel is consumed in hours and minutes, not miles. Unfortunately, getting away with stretching the gas supply once or twice tends to tempt you into applying it as a matter of course.

Always ascertain which of the airplane’s bits and pieces of equipment are not available. Yes, you ought to be able to fly any procedure without the autopilot’s help, but if you’re faced with a three-hour trip in the clouds, single pilot, do you really want to do that? Sure, you might be good enough to fly an ILS down to 200 feet above the touchdown zone, but if the airplane’s glideslope needle is flagged, you’re going have to miss at the localizer-only minimums. Your superior skills aren’t the limitation; the airplane’s capability is. Be ready to work with what you have left, and that means respecting new limitations.

I have one airplane in my hangar that can only carry 500 pounds of payload with the fuel tanks topped off—that’s it, if I’m going to respect the max-takeoff-weight limit, and I will. I know better than to ask that airplane to do more than it can. We often have to work within the limitations of the aircraft we’re flying. Piloting skills have nothing to do with it. Let’s be real, part of that “pilot stuff” is making the right decision to not exceed the limitations of the equipment, whether it’s because of the engine, airframe, radios, or endurance.

This means knowing what is and isn’t possible with a given airplane’s published limitations. I once had to do a photo shoot from a Piper Cherokee Six with its rear door removed, which is allowable and safe. But then the customer wanted some shots from the other side, and he asked if we could remove the front door and shoot out that opening. No, I said, that’s not permitted by the aircraft operating limitations, and it would be an experiment I wasn’t about to conduct.

Today Is Not The Day

The operating environment often generates additional limitations over and above those of the pilot and airplane. On a recent morning, I was scheduled to test-hop an experimental plane to check rigging, a simple task well within both my own and the aircraft’s limitations. But the reported ceiling was only 400 feet at the appointed hour. So, despite the readiness of the pilot and airplane, the flight was delayed until VMC prevailed.

I often abort a flight in the old Champ for wind reasons. I’ll fly in crosswinds up to 10 mph, but no more, because I know the aged mechanical brakes aren’t able to prevent weathervaning above that figure. Taildraggers boasting more weight, better brakes, and a locking tailwheel may have higher wind limitations, but every day is different, and its conditions must be evaluated, quite aside from the pilot’s and airplane’s own limitations.

For flight in icing conditions, which should actually be called “flight avoiding icing conditions,” we need an airplane equipped for the task and a pilot who’s skilled in its use. It’s not just working boots or TKS that gives us the capability to deal with icing. It’s also important to have a fast climb rate to quickly reach nonicing airspace above the icing layer. In the absence of such performance, we’ll consider the environment to be unsuitable for flying that day.

Even the best airplane, flown by the best pilot, cannot overcome the limitations imposed by extreme operating environments. Thunderstorms, wind shear, severe icing, thick fog, strong crosswinds, and density altitude producing a negative climb rate are all factors that absolutely must be considered in the context of our ability to fly.

We have some wonderful airplanes in the marketplace, outfitted with some truly amazing avionics suites and supported by a great ground-based ATC system. Purchasers of some of those million-dollar singles have been told they can go anytime, anywhere. Not so. There are still times when the limitations of the operating environment prevail.

On Deciding

Aeronautical decision-making, or ADM, is a fashionable buzz phrase that is, in reality, as old as flight itself. Deciding to begin or continue an act of aviation requires consideration of every limitation we’re about to approach. Sometimes our total package of limitations is unbalanced by the aircraft itself, and sometimes it’s the environmental conditions of the day. And sometimes we’re just not feeling up to it. Never let someone else’s decision to fly become your own. Respect all of the limitations.

Editor’s Note: This story originally appeared in the MARCH 2024 issue of Plane & Pilot magazine.

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