It was his first airplane trip at age seven that made Eric decide to become a pilot. "While boarding the airplane, a flight attendant noticed my interest in the flight deck and urged me to go talk to the pilot. I give a lot of credit to that pilot for my career choice." Eric earned a bachelor’s degree in finance and went on to an airline career. He learned to fly at Sporty’s as part of the University of Cincinnati’s Professional Pilot Program, an initiative he later directed. Eric now manages Sporty’s media network including FlightTrainingCentral.com. In addition, Eric serves as a Captain in a Cincinnati-based corporate flight department.
Landing an aircraft is often described as a blend of precision, practice, and intuition—yet even seasoned pilots can fall victim to common landing errors. From misjudging the flare to battling crosswinds, these mistakes can challenge pilots of all experience levels. This article dives into the most prevalent landing errors, shedding light on why they occur and how they can sneak into even the most carefully executed approaches.
Scheduling your FAA knowledge test is an exciting step toward achieving your goals, but navigating the process can feel overwhelming if you’re unsure where to begin. The Federal Aviation Administration (FAA) partners with PSI Services to administer these exams, offering flexible scheduling options at numerous locations. Whether you’re taking the Private Pilot Airplane (PAR) exam […]
Descent planning is a critical yet often overlooked aspect of managing your flight. And if not planned properly, a poorly executed descent can present challenges and unnecessary risks when transitioning to an approach or the traffic pattern. Pilots must consider a variety of factors, including terrain, weather, airspace constraints, and aircraft performance, to ensure a smooth and safe descent.
If your future aviation plans include international travel, or you’re pursuing a professional aviation track, take the time to obtain your Restricted Radiotelephone Operator Permit (RR). In the U.S., the FCC issues a RR for pilots, but it is only required for international flying—it is not required while flying in the U.S. using VHF radios.
BasicMed is an alternate way for pilots to fly without holding an FAA medical certificate as long as they meet certain requirements. To fly under BasicMed, pilots must print off a FAA Form 8700-2; BasicMed Comprehensive Medical Examination Checklist (CMEC) and get your physical exam with a state-licensed physician.
Big changes are coming for certified flight instructors on December 1, 2024. While it’s been widely publicized that CFIs will no longer have an expiration date associated with their certificate under the new rules, CFIs are required to maintain recent flight instruction activity or participate in a flight instructor refresher course (FIRC) at least every 24 months. Failure to document and apply for recency will have the same effect as a CFI expiring.
The Terminal Arrival Area (TAA) approach is designed to provide a transition from the IFR enroute segment to the approach environment with little required interaction between the pilot and air traffic control (ATC). This is accomplished by publishing operationally usable altitudes in lieu of a traditional minimum safe altitude (MSA) altitude defined within a circular sector.
As a Part 107 drone pilot (commercial operator), or as a recreational drone flyer, operations in Class G (uncontrolled) airspace are allowed without air traffic control permission. Operations in Class B, C, D and E (controlled) airspace require ATC approval. Since the inception of the rules governing UAS, Authorizations for controlled airspace operations have become much simpler and can be obtained from the FAA.
FAA is making the NOTAM information more accessible and readable by adopting the ICAO standardized format. Essentially, NOTAMs will be much easier to read and interpret.
While you can be compensated to fly as a Commercial pilot, you can only do so under the common law term, private carriage, which is conducted under Part 91. The opposite of private carriage is common carriage which requires a Part 119 authorization (Air Carrier Certificate) issued under Part 135 for charter operators or Part 121 for airlines.
