It’s no secret that pilot training requires a significant investment, but thankfully there are resources to help. Sporty’s Flight Training Central has compiled a list of those resources that contain hundreds of awards worth millions of dollars that can be applied to various phases of pilot training. Please check carefully for eligibility and deadlines and remember these important tips:
Carefully review scholarship requirements to ensure eligibility before applying
Be meticulous in reviewing forms and items that must be submitted with applications and be accurate in your completion
Stand out in the crowd – include background, service and experiences that are uniquely you
Don’t procrastinate – if required to obtain a letter of reference, start early and don’t expect those who may offer recommendations to be able to deliver a polished letter on a day’s notice
Respect the deadlines – deadlines do not mean post marked. Allow enough time for your applications to arrive well ahead of deadline
Interested in learning to fly aerobatics and how it can improve your skills as a pilot? Hear from legendary aerobatics pilot, Patty Wagstaff, for a fun and educational webinar video on what it takes to get started and stay safe. Patty is one of the most famous airshow pilots in history. She’s a six-time member of the U.S. Aerobatic Team, the first woman to win the title of US National Aerobatic Champion, and one of the few people to win it three times. She’ll share her decades of experience flying aerobatics to help you get started the right way.
Topics include:
– Why learn to fly aerobatics
– Choosing a flight school and aerobatics course
– Aerobatic competitions and airshow performances
– What makes an aerobatic airplane unique
– Tips for beginner aerobatic students
While the time-honored tradition of the walk-around is vitally important so is the preflight inside the cabin.
When we consider the preflight inspection, we naturally think of the physical walk-around when we evaluate the aircraft’s physical condition. While the time-honored tradition of the walk-around is vitally important so is the preflight inside the cabin making sure the required documents are on board. These include the airworthiness certificate, registration, operating limitations, and weight and balance information. The airworthiness certificate is required to be displayed in the airplane, so be sure it’s showing and that the aircraft information is accurate including the tail number.
A standard airworthiness certificate remains valid as long as the aircraft meets its approved type design and is in a condition for safe operation. Maintenance, preventative maintenance, and alterations to the aircraft also must be performed in accordance with regulations for the airworthiness certificate to be valid.
The airworthiness certificate is transferable if the aircraft is sold, but, as the owner, you must first register the aircraft. Aircraft registrations are now valid for seven years. Prior to 2023, there was a three-year limit for registrations. All aircraft with a valid registration as of January 23, 2023 are extended to the new seven-year period regardless of what the registration certificate shows. Just remember “January 23 – 23.”
Expired registrations will need to be renewed.
The operating limitations may be found in the POH.
The operating limitations may be found in the airplane flight manual and placards.
What happens if during your preflight inspection, you determine the aircraft does not meet airworthiness requirements? Aside from having an item repaired or some other issue rectified prior to flight, the option exists to obtain a special flight permit, also known as a ferry permit.
The ferry permit is a special airworthiness certificate issued by the FAA authorizing the operation of an aircraft that does not meet airworthiness requirements, but is safe for a specific flight for a specific mission such as flying the aircraft to where repairs can be made. Ferry permits are typically issued for a limited period and may contain other limitations such as no passengers. An operator seeking a ferry permit should contact their local FAA office for guidance.
INOPERATIVE INSTRUMENTS OR EQUIPMENT
It may be possible to operate an aircraft with a piece of equipment not working without having to obtain a ferry permit if it falls within the scope of § 91.213.
It may be possible to operate an aircraft with a piece of equipment not working without having to obtain a ferry permit if it falls within the scope of § 91.213 or the aircraft is operating with a Minimum Equipment List.
§ 91.213 allows certain Part 91 operators to fly an aircraft with inoperative instruments or equipment even though it’s generally required that all equipment installed on the aircraft be in working order at the time of flight. This relief is limited to aircraft operating under Part 91 in a non-turbine powered, small airplane. A small airplane is defined as one that is has a maximum certified takeoff weight of 12,500 pounds or less.
But there are additional limitations.
The inoperative instruments and equipment cannot be part of the VFR-day type certification requirements or indicated as required on the aircraft’s Equipment List or the aircraft’s Kinds of Operations Equipment List for the type of flight being conducted.
The equipment also cannot be required by § 91.205 which describes the bare minimum for airworthiness, or any other rule of Part 91. The inoperative components also cannot be required by an airworthiness directive.
The aircraft’s equipment list or kinds of operations equipment list can be found in the POH.
Finally, a pilot or certified mechanic must determine that the inoperative instrument or equipment does not compromise safety of flight.
If it’s determined the flight can be conducted safely under the guidance of § 91.213, the inoperative instruments and equipment must be removed from the aircraft, the cockpit control placarded, and the maintenance recorded. Alternatively, the equipment can be deactivated and placarded inoperative. If deactivation of the inoperative instrument or equipment involves maintenance, it must be recorded in the aircraft maintenance records.
https://media.flighttrainingcentral.com/wp-content/uploads/2018/09/05173700/inoperative-instrument.jpg12001200Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-06-05 12:41:312023-06-05 12:41:31Required certificates and documents and flying with inoperative equipment
If you or someone you know is preparing for a career in the airline industry, the Regional Airline Association (RAA) is encouraging future generations to pursue aviation while helping to offset the financial burden placed on students during their education and training. To support that goal, RAA is awarding three (3) scholarships in the amount of $4,000 each.
The application deadline is June 9, 2023.
Scholarship Requirements:
Applicants must be officially enrolled in an accredited college or university program leading to a career in the airline industry at the time of application and award;
Applicants must possess a minimum cumulative 3.0 GPA at the time of application;
Applicants must be a U.S. Citizen or Permanent Resident of the U.S.
https://media.flighttrainingcentral.com/wp-content/uploads/2018/11/05173159/crj-900-scaled.jpg19202560Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-06-02 08:56:182023-04-24 10:41:12RAA scholarship application window now open
Sadly, many of the people who begin flight lessons are never able to see them through to earning a certificate. Much as the NCAA basketball tournament that begins with 68 teams gets whittled down to the final four, pilot candidates fall to the wayside for a plethora of reasons. But this article will discuss the four most common pitfalls and suggest strategies so you become a pilot rather than falling victim to these obstacles.
Obstacle 1 – Money
Flying is not an activity for the thin of wallet
Unfortunately, flying is not an activity for the thin of wallet. I began taking lessons when I was in college and would fly until I ran out of money, earn money, fly until broke again, earn more money, fly some more – lather, rinse, repeat. During each layoff, whether for a few weeks or a few months, I lost skills requiring more time and more money being spent than if I would have been able to complete my training in a single session.
The most affordable solution to this obstacle is to formulate a plan so your flight training will not be interrupted by a lack of funds. Start with a realistic notion of what the training will cost. Some flight schools will quote the minimum 40 hours of flight and 20 instructional hours as to what you should expect to earn a Private Pilot Certificate. I am not saying this never happens, but I will commit that few students achieve their rating with the minimum hours of training.
Figure a more common number of 60 flight hours with 2/3 of that being time with an instructor for your Private certificate. A Sport or Recreational certificate, however, can be earned in 40 hours or less. Either of these ratings will allow you to take a friend along on your aeronautical adventures! Throw in another $2,000 for incidentals such as study material, charts, headsets, plotters, flashlights and barf bags. Now we have a realistic number somewhere just north of $10,000. By starting a savings plan on the order of $500 per month, this time next year your “flying” account will be worth $6000. If it takes six months to complete the training, an additional $3000 will be added to – pocket some “flying around” money and there you have it. This savings system offers the advantages of a pilot’s license with no additional debt because of it.
Obstacle 2 – Time
Being a pilot is going to require more time and effort than most pastimes.
It takes time to become an accomplished pilot. Sure there are those whose work schedule and innate ability allows them to realize their pilot license goal in a couple of weeks, but for most of us, for a variety of reasons, the process usually takes from six months to a year or more. Most pilot candidates are smart, successful and driven. They can go to the boat dealer today and be captain of their ship tomorrow. The American Motorcycle Association conducts courses allowing a beginner to earn his motorcycle license in one weekend. Open water SCUBA certificates can be earned at a resort in less than a week.
Being a pilot is going to require more time and effort than any of the aforementioned pastimes. In addition to the physical skills of launching an airplane into the sky and returning it safely to the earth, the prospective pilot must learn to navigate, develop an understanding of the voluminous Federal Air Regulations (14CFR), be conversant in the physics of flight, let alone familiarity with the engine, fuel, electrical, and environmental systems for any airplane they intend to fly. Substandard performance is not acceptable and will likely lead to tragedy for the hapless pilot, his or her family, and perhaps unintended victims on the ground.
Great results can be achieved by devoting time for twice weekly lessons. Starting in the spring as the days are lengthening provides the extra daylight after most of us finish work which is essential for the initial training. The shorter periods of daylight as fall approaches makes it easier to get in the required night flying experience as you prepare for your check ride. Some days due to weather, maintenance or scheduling problems, you may not be able to fly. Use this time to study in preparation for the written and practical tests. The point here is to stay on schedule. It can be easy to allow one missed lesson to turn into two – then another. Soon three or four weeks have gone by and you haven’t flown. Now you may be out of the habit and find it might be easier to give up on your dream rather than completing it.
Obstacle 3 – The Reluctant Family
Talk about the benefits of general aviation with your family.
Confession time here. I learned to fly before I got married and my wife, Rose Ann, is all on board with general aviation. My mother, however, was a worrier (I think that is what mothers do) and I knew it would upset her to think I was learning to fly – so I didn’t tell her until after I earned my license. I would NOT recommend this approach with a spouse, but would suggest getting your family on board before your training begins. Talk about the benefits of general aviation. The vacations, the day and weekend trips only possible when cruising over the countryside at 120 mph rather than being stuck on a highway dodging distracted motorists and orange barrels at half that speed.
One of the best and often overlooked methods to ease your spouse’s mind is to offer them a “Pinch Hitter” course. This will usually consist of ground sessions and enough dual instruction for them to be able take control of the airplane, operate the radios, and land it in case of an emergency. They will learn how aircraft fly and why the aircraft won’t necessarily fall out of the sky with every little thing that could possibly go wrong.
Now when they are at a party, reception, or barbeque and someone exclaims, “Oh my goodness, you’re not letting YOUR NAME HERE fly in those little airplanes are you?” Your significant other will be prepared to explain why they are happy you are flying, how they learned to land the plane in an emergency, how they can help on every flight, and why they are happy you are learning to fly. In addition to easing their mind the Pinch Hitter training has the added benefit of providing you with a knowledgeable “co-pilot” when you fly together.
Obstacle 4 – Fear of the Unknown
Do I have the right stuff to fly an airplane? I hear you have to pass a medical exam, am I up to that? Ground school, I haven’t been to school in years! Written and practical tests, I hear they are tough and no one passes on the first try! I live in a metropolitan area with several flight schools how do I choose the right one? /conversely/ I live in a rural area with no advertised flight instruction how can I find someone to teach me?
These are all valid concerns. A great solution to these concerns (and others that may come up) is to seek out a mentor. You may already know someone who flies. If not, visit your local airport, hang out for a while on the weekend. Pilots as a group are eager to share their knowledge and experience. Ask around. You can probably get a ride in exchange for an offer to share in the gas bill or buy lunch. The pilot may even agree to let you take over the controls for a while so you can see how easy and comfortable it is to fly a modern airplane.
Talk to them about the medical requirements. For the rural airport lacking a flight school, your mentor may be able to point the way to a Certified Flight Instructor and a local flying club with training aircraft looking for an additional members. Where choice exists, your mentor can help you find the best flight school to accomplish you goal. Together with the instructor your mentor can coach you through the knowledge test and explain what is involved with the medical examination. AOPA.org is an excellent source of information about certain disqualifying medical conditions but remember for a Sport, Glider and Balloon Pilot certificate, no additional medical requirements than those requested for a state driver’s license are needed.
Get Started
Start saving or set aside savings for your flight instruction. Plan when you will have time over a several week period to complete your training. Get all the stake holders on board. Find a mentor. Soon – much sooner than you think – you can add the title “Pilot” to your resume. So the time to get started is now.
https://media.flighttrainingcentral.com/wp-content/uploads/2014/03/05182911/Picture4.jpg343480Charlie Mastershttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngCharlie Masters2023-05-31 08:55:332023-05-26 12:05:55Breaking the Barriers, the Final 4 Obstacles to Your Flight Training
A question that often arises with new student pilots, when there is an option, is, “Should I train in a round-dial airplane or one with a glass flight deck?”
In some cases, a flight school may only have one choice, an older round-dial airplane or a newer glass flight deck airplane. If you want to train at this flight school, your choice is made for you.
Definitions
First, I should define some terms. When I speak of round-dial airplanes, sometimes called “steam gauge airplanes” <cringe>, I am talking about an airplane with a mechanically driven “6 pack” of standard instruments. A glass flight deck airplane has the traditional instruments replaced with an LCD screen representation of the same information. Backup instruments may be mechanical or glass from a separate power source. There are also partial glass hybrids where some of the mechanical instruments have been replaced with LCD representations of individual instruments but other mechanical instruments still exist.
Partial glass hybrids where some of the mechanical instruments have been replaced with LCD representations of individual instruments.
In my experience, many of the LCD instruments in a partial glass hybrid flight deck are much like the mechanical instruments that they have replaced so I will consider them the same for the purposes of this post. There are certainly advantages of the partial glass hybrid flight decks but I won’t touch on those here.
Decision Time
When deciding between training in a traditional round-dial airplane or training in a glass flight deck airplane, the first thing you must ask yourself is the question, “What type of airplane will I be flying after I get my rating?”
If you are training to fly an airplane that you own or will be purchasing, train for the equipment installed in that airplane when possible. The same advice applies to renter pilots. If your favorite fixed base operator (FBO) only has one style of flight deck, train for that flight deck.
Traditional 6-pack.
If you are not sure about the answer to the question or your FBO has a mixed rental fleet, the flight deck type becomes more about personal preference. Your decision should be based upon the skills that you bring to the flight deck and the pros and cons of each design.
A student who is not comfortable with or struggles with computers, might want to consider going the round-dial route if available.
Modern glass flight decks typically have more to learn and may require additional study on the part of the student. This is certainly true when comparing it to the simple flight decks of older trainers without a GPS. Newer round-dial trainers with a multi-function display, a GPS, and an autopilot can be nearly as complex as their glass cousins.
For basic understanding and interpretation of the flight instruments, learning the instruments in a glass flight deck may be easier for the beginner. Digital readouts for altitude, airspeed, and heading are just simpler and require little interpretation.
The glass flight deck can also improve situational awareness with little effort.
Fully-integrated glass flight deck.
On the downside, a glass flight deck can be very pretty and it may be hard to take your eyes off of it. This is a bad thing when you are flying under visual flight rules and your eyes are supposed to be outside of the airplane.
Round-dial airplanes will be somewhat older and may have a cost advantage over the glass flight deck airplane. They and their hybrid cousins may also be more prevalent for now.
Regardless of the flight deck type you use for training, if you decide that you want to fly the other type after obtaining your rating, YOU MUST GET TRAINING on that design! I have seen transitions in both directions at our flight school and both have their difficulties and hang-ups that can only be resolved through proper training.
https://media.flighttrainingcentral.com/wp-content/uploads/2019/06/26113926/Full-panel-8K.png43207680studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2023-05-30 14:30:252023-05-26 11:45:58Round-Dial or Glass, Which Is Right for Me?
Aviation Flight Training Scholarship Listings
/in Career, Get Started, Getting Started, News/by Eric RadtkeView the scholarship listings at www.FlightTrainingCentral.com/Scholarships.
Sporty’s webinar video: Flying Aerobatics with Patty Wagstaff
/in Webinars/by Eric RadtkeInterested in learning to fly aerobatics and how it can improve your skills as a pilot? Hear from legendary aerobatics pilot, Patty Wagstaff, for a fun and educational webinar video on what it takes to get started and stay safe. Patty is one of the most famous airshow pilots in history. She’s a six-time member of the U.S. Aerobatic Team, the first woman to win the title of US National Aerobatic Champion, and one of the few people to win it three times. She’ll share her decades of experience flying aerobatics to help you get started the right way.
Topics include:
– Why learn to fly aerobatics
– Choosing a flight school and aerobatics course
– Aerobatic competitions and airshow performances
– What makes an aerobatic airplane unique
– Tips for beginner aerobatic students
Required certificates and documents and flying with inoperative equipment
/in Regulations/by Eric RadtkeWhile the time-honored tradition of the walk-around is vitally important so is the preflight inside the cabin.
When we consider the preflight inspection, we naturally think of the physical walk-around when we evaluate the aircraft’s physical condition. While the time-honored tradition of the walk-around is vitally important so is the preflight inside the cabin making sure the required documents are on board. These include the airworthiness certificate, registration, operating limitations, and weight and balance information. The airworthiness certificate is required to be displayed in the airplane, so be sure it’s showing and that the aircraft information is accurate including the tail number.
A standard airworthiness certificate remains valid as long as the aircraft meets its approved type design and is in a condition for safe operation. Maintenance, preventative maintenance, and alterations to the aircraft also must be performed in accordance with regulations for the airworthiness certificate to be valid.
The airworthiness certificate is transferable if the aircraft is sold, but, as the owner, you must first register the aircraft. Aircraft registrations are now valid for seven years. Prior to 2023, there was a three-year limit for registrations. All aircraft with a valid registration as of January 23, 2023 are extended to the new seven-year period regardless of what the registration certificate shows. Just remember “January 23 – 23.”
Expired registrations will need to be renewed.
The operating limitations may be found in the POH.
The operating limitations may be found in the airplane flight manual and placards.
What happens if during your preflight inspection, you determine the aircraft does not meet airworthiness requirements? Aside from having an item repaired or some other issue rectified prior to flight, the option exists to obtain a special flight permit, also known as a ferry permit.
The ferry permit is a special airworthiness certificate issued by the FAA authorizing the operation of an aircraft that does not meet airworthiness requirements, but is safe for a specific flight for a specific mission such as flying the aircraft to where repairs can be made. Ferry permits are typically issued for a limited period and may contain other limitations such as no passengers. An operator seeking a ferry permit should contact their local FAA office for guidance.
INOPERATIVE INSTRUMENTS OR EQUIPMENT
It may be possible to operate an aircraft with a piece of equipment not working without having to obtain a ferry permit if it falls within the scope of § 91.213.
It may be possible to operate an aircraft with a piece of equipment not working without having to obtain a ferry permit if it falls within the scope of § 91.213 or the aircraft is operating with a Minimum Equipment List.
§ 91.213 allows certain Part 91 operators to fly an aircraft with inoperative instruments or equipment even though it’s generally required that all equipment installed on the aircraft be in working order at the time of flight. This relief is limited to aircraft operating under Part 91 in a non-turbine powered, small airplane. A small airplane is defined as one that is has a maximum certified takeoff weight of 12,500 pounds or less.
But there are additional limitations.
The inoperative instruments and equipment cannot be part of the VFR-day type certification requirements or indicated as required on the aircraft’s Equipment List or the aircraft’s Kinds of Operations Equipment List for the type of flight being conducted.
The equipment also cannot be required by § 91.205 which describes the bare minimum for airworthiness, or any other rule of Part 91. The inoperative components also cannot be required by an airworthiness directive.
The aircraft’s equipment list or kinds of operations equipment list can be found in the POH.
Finally, a pilot or certified mechanic must determine that the inoperative instrument or equipment does not compromise safety of flight.
If it’s determined the flight can be conducted safely under the guidance of § 91.213, the inoperative instruments and equipment must be removed from the aircraft, the cockpit control placarded, and the maintenance recorded. Alternatively, the equipment can be deactivated and placarded inoperative. If deactivation of the inoperative instrument or equipment involves maintenance, it must be recorded in the aircraft maintenance records.
RAA scholarship application window now open
/in News/by Eric RadtkeThe application deadline is June 9, 2023.
Scholarship Requirements:
To learn more and to apply, visit RAA.org.
Breaking the Barriers, the Final 4 Obstacles to Your Flight Training
/in Get Started/by Charlie MastersSadly, many of the people who begin flight lessons are never able to see them through to earning a certificate. Much as the NCAA basketball tournament that begins with 68 teams gets whittled down to the final four, pilot candidates fall to the wayside for a plethora of reasons. But this article will discuss the four most common pitfalls and suggest strategies so you become a pilot rather than falling victim to these obstacles.
Obstacle 1 – Money
Flying is not an activity for the thin of wallet
Unfortunately, flying is not an activity for the thin of wallet. I began taking lessons when I was in college and would fly until I ran out of money, earn money, fly until broke again, earn more money, fly some more – lather, rinse, repeat. During each layoff, whether for a few weeks or a few months, I lost skills requiring more time and more money being spent than if I would have been able to complete my training in a single session.
The most affordable solution to this obstacle is to formulate a plan so your flight training will not be interrupted by a lack of funds. Start with a realistic notion of what the training will cost. Some flight schools will quote the minimum 40 hours of flight and 20 instructional hours as to what you should expect to earn a Private Pilot Certificate. I am not saying this never happens, but I will commit that few students achieve their rating with the minimum hours of training.
Figure a more common number of 60 flight hours with 2/3 of that being time with an instructor for your Private certificate. A Sport or Recreational certificate, however, can be earned in 40 hours or less. Either of these ratings will allow you to take a friend along on your aeronautical adventures! Throw in another $2,000 for incidentals such as study material, charts, headsets, plotters, flashlights and barf bags. Now we have a realistic number somewhere just north of $10,000. By starting a savings plan on the order of $500 per month, this time next year your “flying” account will be worth $6000. If it takes six months to complete the training, an additional $3000 will be added to – pocket some “flying around” money and there you have it. This savings system offers the advantages of a pilot’s license with no additional debt because of it.
Obstacle 2 – Time
Being a pilot is going to require more time and effort than most pastimes.
It takes time to become an accomplished pilot. Sure there are those whose work schedule and innate ability allows them to realize their pilot license goal in a couple of weeks, but for most of us, for a variety of reasons, the process usually takes from six months to a year or more. Most pilot candidates are smart, successful and driven. They can go to the boat dealer today and be captain of their ship tomorrow. The American Motorcycle Association conducts courses allowing a beginner to earn his motorcycle license in one weekend. Open water SCUBA certificates can be earned at a resort in less than a week.
Being a pilot is going to require more time and effort than any of the aforementioned pastimes. In addition to the physical skills of launching an airplane into the sky and returning it safely to the earth, the prospective pilot must learn to navigate, develop an understanding of the voluminous Federal Air Regulations (14CFR), be conversant in the physics of flight, let alone familiarity with the engine, fuel, electrical, and environmental systems for any airplane they intend to fly. Substandard performance is not acceptable and will likely lead to tragedy for the hapless pilot, his or her family, and perhaps unintended victims on the ground.
Great results can be achieved by devoting time for twice weekly lessons. Starting in the spring as the days are lengthening provides the extra daylight after most of us finish work which is essential for the initial training. The shorter periods of daylight as fall approaches makes it easier to get in the required night flying experience as you prepare for your check ride. Some days due to weather, maintenance or scheduling problems, you may not be able to fly. Use this time to study in preparation for the written and practical tests. The point here is to stay on schedule. It can be easy to allow one missed lesson to turn into two – then another. Soon three or four weeks have gone by and you haven’t flown. Now you may be out of the habit and find it might be easier to give up on your dream rather than completing it.
Obstacle 3 – The Reluctant Family
Talk about the benefits of general aviation with your family.
Confession time here. I learned to fly before I got married and my wife, Rose Ann, is all on board with general aviation. My mother, however, was a worrier (I think that is what mothers do) and I knew it would upset her to think I was learning to fly – so I didn’t tell her until after I earned my license. I would NOT recommend this approach with a spouse, but would suggest getting your family on board before your training begins. Talk about the benefits of general aviation. The vacations, the day and weekend trips only possible when cruising over the countryside at 120 mph rather than being stuck on a highway dodging distracted motorists and orange barrels at half that speed.
One of the best and often overlooked methods to ease your spouse’s mind is to offer them a “Pinch Hitter” course. This will usually consist of ground sessions and enough dual instruction for them to be able take control of the airplane, operate the radios, and land it in case of an emergency. They will learn how aircraft fly and why the aircraft won’t necessarily fall out of the sky with every little thing that could possibly go wrong.
Now when they are at a party, reception, or barbeque and someone exclaims, “Oh my goodness, you’re not letting YOUR NAME HERE fly in those little airplanes are you?” Your significant other will be prepared to explain why they are happy you are flying, how they learned to land the plane in an emergency, how they can help on every flight, and why they are happy you are learning to fly. In addition to easing their mind the Pinch Hitter training has the added benefit of providing you with a knowledgeable “co-pilot” when you fly together.
Obstacle 4 – Fear of the Unknown
These are all valid concerns. A great solution to these concerns (and others that may come up) is to seek out a mentor. You may already know someone who flies. If not, visit your local airport, hang out for a while on the weekend. Pilots as a group are eager to share their knowledge and experience. Ask around. You can probably get a ride in exchange for an offer to share in the gas bill or buy lunch. The pilot may even agree to let you take over the controls for a while so you can see how easy and comfortable it is to fly a modern airplane.
Talk to them about the medical requirements. For the rural airport lacking a flight school, your mentor may be able to point the way to a Certified Flight Instructor and a local flying club with training aircraft looking for an additional members. Where choice exists, your mentor can help you find the best flight school to accomplish you goal. Together with the instructor your mentor can coach you through the knowledge test and explain what is involved with the medical examination. AOPA.org is an excellent source of information about certain disqualifying medical conditions but remember for a Sport, Glider and Balloon Pilot certificate, no additional medical requirements than those requested for a state driver’s license are needed.
Get Started
Start saving or set aside savings for your flight instruction. Plan when you will have time over a several week period to complete your training. Get all the stake holders on board. Find a mentor. Soon – much sooner than you think – you can add the title “Pilot” to your resume. So the time to get started is now.
Round-Dial or Glass, Which Is Right for Me?
/in Get Started, Tips and technique/by studentpltnewsA question that often arises with new student pilots, when there is an option, is, “Should I train in a round-dial airplane or one with a glass flight deck?”
In some cases, a flight school may only have one choice, an older round-dial airplane or a newer glass flight deck airplane. If you want to train at this flight school, your choice is made for you.
Definitions
First, I should define some terms. When I speak of round-dial airplanes, sometimes called “steam gauge airplanes” <cringe>, I am talking about an airplane with a mechanically driven “6 pack” of standard instruments. A glass flight deck airplane has the traditional instruments replaced with an LCD screen representation of the same information. Backup instruments may be mechanical or glass from a separate power source. There are also partial glass hybrids where some of the mechanical instruments have been replaced with LCD representations of individual instruments but other mechanical instruments still exist.
Partial glass hybrids where some of the mechanical instruments have been replaced with LCD representations of individual instruments.
In my experience, many of the LCD instruments in a partial glass hybrid flight deck are much like the mechanical instruments that they have replaced so I will consider them the same for the purposes of this post. There are certainly advantages of the partial glass hybrid flight decks but I won’t touch on those here.
Decision Time
When deciding between training in a traditional round-dial airplane or training in a glass flight deck airplane, the first thing you must ask yourself is the question, “What type of airplane will I be flying after I get my rating?”
If you are training to fly an airplane that you own or will be purchasing, train for the equipment installed in that airplane when possible. The same advice applies to renter pilots. If your favorite fixed base operator (FBO) only has one style of flight deck, train for that flight deck.
Traditional 6-pack.
If you are not sure about the answer to the question or your FBO has a mixed rental fleet, the flight deck type becomes more about personal preference. Your decision should be based upon the skills that you bring to the flight deck and the pros and cons of each design.
A student who is not comfortable with or struggles with computers, might want to consider going the round-dial route if available.
Modern glass flight decks typically have more to learn and may require additional study on the part of the student. This is certainly true when comparing it to the simple flight decks of older trainers without a GPS. Newer round-dial trainers with a multi-function display, a GPS, and an autopilot can be nearly as complex as their glass cousins.
For basic understanding and interpretation of the flight instruments, learning the instruments in a glass flight deck may be easier for the beginner. Digital readouts for altitude, airspeed, and heading are just simpler and require little interpretation.
The glass flight deck can also improve situational awareness with little effort.
Fully-integrated glass flight deck.
On the downside, a glass flight deck can be very pretty and it may be hard to take your eyes off of it. This is a bad thing when you are flying under visual flight rules and your eyes are supposed to be outside of the airplane.
Round-dial airplanes will be somewhat older and may have a cost advantage over the glass flight deck airplane. They and their hybrid cousins may also be more prevalent for now.
Regardless of the flight deck type you use for training, if you decide that you want to fly the other type after obtaining your rating, YOU MUST GET TRAINING on that design! I have seen transitions in both directions at our flight school and both have their difficulties and hang-ups that can only be resolved through proper training.