A Podcast about Achieving Your Aviation Career Goals
The Ready For Takeoff podcast will help you transform your aviation passion into an aviation career. Every week we bring you instruction and inspiring interviews with top aviators in their field who reveal their flight path to an exciting career in the skies.
Rank #1: RFT 003: Airline Training.
We discuss airline training and tips for training success. Ready For Takeoff - Aviation and Commercial Airline Podcast - Your source for thoughts from the flight deck and beyond for Airplane Geeks looking for aviation careers. Related Podcasts:Airline pilot guyhttps://itunes.apple.com/us/podcast/apg-199-happy-holidays!/id441028270?i=359234860&mt=2 Commercial airline podcasthttps://itunes.apple.com/us/podcast/accident-analysis/id1013207395?i=358256749&mt=2 Airplane Geekshttps://itunes.apple.com/us/podcast/airplanegeeks-382-women-boeing/id282825594?i=359468941&mt=2 Thoughts from the flight deckhttps://itunes.apple.com/us/podcast/are-your-takeoffs-really-safe/id286681986?i=358500366&mt=2 Aviation Careers podcasthttps://itunes.apple.com/us/podcast/acp100-agricultural-flying/id544473518?i=358747249&mt=2
Rank #2: RFT 194: F-16/Airline Pilot Scott "Hurler" Weaver.
Scott Weaver hails from a long line of pilots, starting with his grandfather, Leo Purington, who had a 4-digit pilot certificate number. Scott was immersed in aviation from a young age, but had initially aspired to a career as a professional baseball player. Finally, the flying bug bit him, and he entered the Air Force and attended Undergraduate Pilot Training (UPT). Following UPT, he stayed in Air Training Command as a First Assignment Instructor Pilot (FAIP), instructing student pilots. Then it was time for him to get his fighter assignment, and he selected the F-16. Scott continued to fly the F-16 for the rest of his career, including his time in the DC Air Guard. He retired from the Guard as a Lieutenant Colonel. After leaving active duty, Scott hired on with a major airline, and currently flies B777's on international routes. Scott also wrote a book that chronicles the history of Thunderbird Field and his family's role in that history. As part of his research, he met Jerry Yellin, the pilot who flew the last combat mission of World War II, who trained at Thunderbird Field.
Fly Smart. Fly Safe.
Rank #1: SMAC202 Spatial Disorientation And Prevention.
We are told to trust our instruments but many times our body tells us we are descending and turning when in reality we are flying straight and level. It takes discipline to trust our instruments and also vow to never fly into IFR conditions if we are not instrument current and competent. Today we discuss […] The post SMAC202 Spatial Disorientation And Prevention appeared first on Stuck Mic AvCast - An Aviation Podcast About Learning to Fly, Living to Fly, & Loving to Fly.
Rank #2: SMAC034 – First Solos & How to Maximize Flight Training.
Thanks for joining us again on this edition of the Stuck Mic AvCast! Before we get started today an apology and best wishes to us all from co-host Carl Valeri as he was not able to be with us on today’s show. We did, however, find a stunt double to step in with our VERY […] The post SMAC034 – First Solos & How to Maximize Flight Training appeared first on Stuck Mic AvCast - An Aviation Podcast About Learning to Fly, Living to Fly, & Loving to Fly.
The Inspired Pilot Podcast is an audio podcast hosted by Marvyn Robinson. A weekly show interviewing pilots with inspiring journeys from all around the world. Each week we will highlight the life of our featured pilot, follow their aviation journey, experiences gained and lessons learned. Every episode will be packed with actionable advice and resources to INSPIRE seasoned pilots, low hour pilots, wannabe pilots and pilot enthusiasts alike. Wherever you are on your pilot journey, be prepared to be inspired!
Rank #1: 23: Colonel (ret) Richard Graham - Retired SR-71 Blackbird, USAF & Airline Pilot.
Join us as Richard Graham gives us insight into his inspiring pilot journey After his first solo flight in 1962, with his father as the instructor, Rich Graham was hooked on a flying career. After 25 years in the United States Air Force flying the T-37/T-33/T-38/F-4/SR-71/U-2/KC-135Q aircraft he retired in 1989. He flew at American Airlines for 13 years and was a Captain on the MD-80. With a total flying time of 14,437 hours, Rich is currently an instructor pilot at McKinney Airport in Texas, United States and is a member of the Dallas FAAST team. Listen to Richard's Interview Here: Episode 23: Richard Graham
Rank #2: 11: Lauren Richardson – Airshow Pilot & British Female Aerobatic Champion 2012.
Join us as Lauren Richardson gives us insight into her inspiring pilot journey. Lauren has been flying since she waved goodbye to her teens and is enjoying her fifth season of flying aerobatics along with her third as a display pilot. Self-funded, Lauren has flying in her blood as she is now living the dream her younger self conjured up. It’s clear she has talent alongside the passion as she has won many competitions including the British Female Aerobatic Champion of 2012. Lauren never stops pursuing her dream as she admits she’s still got further to go and is always finding new ways to fall in love with flying every single day.
Rank #1: APG 342 – NOTAMs are a Bunch of Garbage.
PHOTO CREDIT: PixabayNEWS [18:10] Incident: United B739 at Washington on Sep 17th 2018, rejected takeoff after ATC cleared aircraft to cross the runway [27:13] Incident: Arabia A320 at Sharjah on Sep 18th 2018, intersection line up departed in wrong direction [31:47] Two Killed When Small Jet Crashes onto Road at Downtown Airport, Breaks Apart after Landing [36:14] Volaris A320 near Los Mochis on Sep 26th 2018, turbulence injures 29 people [39:39] Incident: Canada A320 at San Francisco on Jul 7th 2017, Lined up with Taxiway for Landing [55:08] Airline Now Says 1 Missing After Pacific Lagoon Plane Crash [59:06] F-35B crashes near Marine Corps Air Station Beaufort, South Carolina [1:01:31] Air Traffic Controller Dies Ensuring Flight Gets Off the Ground - Indonesian EarthquakeFEEDBACK [1:05:31] Sean/G-Man (Glaucus) - Nose and Ears Bleeding on Flight [1:13:08] Mark - Sign for the APG Crew? [1:13:59] Capt. Steve - Runaway plane! (Video) [1:20:18] Jim - USAF Next Gen Trainer Program [1:26:06] Micah - Congress Takes Aim at Shrinking Seats, Legroom on Airplanes [1:34:39] Dave aka Bob - First feedback! [1:44:17] Plane Tales - Capt Al and the Spotty M, Part 2 [2:05:44] Matt - Pilot Error Blamed for Essendon DFO Plane Crash That Left Five People Dead [2:15:04] Fabian - His Progress, NOTAMs, and His Upcoming Trip to the US [2:32:32] Liz - Congress is all Set to Speed the Return of Supersonic Flight [2:35:50] Gus - (UPDATE) Importing Piper Arrow to Argentina [2:38:07] Richard - Mary Ellis Memorial [2:40:58] Robert - Even Small Drones, Like a DJI Phantom, Pose a Risk to Manned Aircraft (Video) [2:44:38] Liz - Surfing the Mountain WaveVIDEOAudible.com Trial Membership Offer - Get your free audio book today!Give me your review in iTunes!I'm "airlinepilotguy" on Facebook, and "airlinepilotguy" on Twitter.firstname.lastname@example.org airlinepilotguy.comATC audio from http://LiveATC.netIntro/outro Music, Coffee Fund theme music by Geoff Smith thegeoffsmith.comDr. Steph's intro music by Nevil BoundsCapt Nick's intro music by Kevin from Norway (aka Kevski)Copyright © AirlinePilotGuy 2018, All Rights ReservedAirline Pilot Guy Show by Jeff Nielsen is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 4.0 International License
Rank #2: APG 213 – Delta Pee.
The crew for this week's episode: Captain Jeff, Miami Rick, and Dr. StephAirline Pilot Guy App - Android Airline Pilot Guy App - iPhone/iPad 32R Aviation Apparel Promo code APG gets you 10 percent off!NEWS Egypt A320 near Cairo on Mar 29th 2016, hijack to Larnaca ended peacefully, hijacker arrested, no explosives Alaska Airlines cancels 20 flights Monday due to volcanic ash concerns Airline pilot charged with running 'string of brothels' American Airlines pilot charged for allegedly being drunk Delta employee arrested with more than $282,000 in backpack Anchorage air traffic controllers avert disaster by guiding low-on-fuel jet to UnalakleetFEEDBACK Matt - B-777 Pick Up Michael - How Boeing Named Their 700 Series Jets Swedish Andreas - Clarification, Gliders for Disabled Pilots, Cockpit Evacuations Taj - Triple Seven Questions Brent - Miami Hick Ross in England - Blown tires CJ the C130 Pilot - App Recommendations - Podcast 209 Jarad in Alaska - ASRS Report FO Craig - Certified FO! Nev - British Airways 777 back in the UK after Las Vegas engine fire Peter - System Wide Information Management or (SWIM) William Price - Feedback on Episode 208.5 Kevin, Ray - More on Krueger Flaps and Slats Stephen Ward - More Assumed Temp Method Randy - Automation, Breast Feeding Scott - Phonetic Alphabet Chris Miller - Time Between Flights? Landon - Police Officer, Future Airline Pilot Larry - Delta PeeVIDEOAudible.com Trial Membership Offer - Get your free audio book today!Give me your review in iTunes!I'm "airlinepilotguy" on Facebook, and "airlinepilotguy" on Twitter.email@example.com (304) 99-PILOT (304) 997-4568 airlinepilotguy.comATC audio from http://LiveATC.netIntro/Outro music by Tim Brown, BrownHouseMedia, iStockphoto.comCopyright © AirlinePilotGuy 2016, All Rights Reserved
Online Ground School & Flight Training
Rank #1: AviatorCast Episode 3: What Makes a Solid, IFR Aviator | How to Nail Virtual Jet Landings- Every Time.
Today’s Flight Plan Now for today’s flight plan, we have two great segments for you that are quite unrelated, but still quite fun to talk about. You’re sure to learn a thing or two to help you on your way. First, our flight training segment, we’ll touch on “What makes a solid, IFR Aviator”. This is an in depth topic that will touch on a lot of attributes, attitudes, and aptitudes that you as an IFR pilot should build. Then, for you virtual aviators out there (and prospective jet pilots) we’ll talk about “How to Nail Virtual Jet Landings- Every Time”. We’ll talk about the myths, challenges, and acronym that will help you out a lot, and also the differences between landing varying aircraft. What Makes a Solid, IFR Aviator? Pilots and Aviators often approach IMC with too much caution when first obtaining their instrument ticket. Why get an instrument ticket if you aren’t going to use it in real conditions? Although many pilots are simply obtaining an instrument ticket on the way to a career, and primary getting their instrument rating for advancement, we believe that we should approach this IFR pilotship from a different perspective. Why not work to achieve confidence in IMC (Instrument Meteorological Conditions) rather than just another checkmark? What will happen when these necessary skills are called into action during real world flight, and although you have the rating, you don’t have the confidence to perform the tasks? Here we’ll discuss some of the topics, but certainly not all, that you should be familiar with in becoming a “Solid, IFR Pilot”. Let’s now discuss some of the subjects that you should focus on, while undoubtedly missing some important subjects. Sorry, just not enough time to cover it all in this one podcast. Weather Wisdom Knowing your weather and what to expect does come with experience, but there is an incredible amount of work you can do ahead of time. Get prepared, get briefed, know the scenarios before you, and then monitor those changes while enroute. Icing Do you know how to read an icing map? Can you gain an overall picture of icing conditions, and determine if it is safe for you to fly? Icing is rare, but still dangerous. Know what your aircraft can handle. Go through the NASA course. Clouds What are the clouds telling you? Can you tell the difference between certain types of clouds? Why does it matter? Fog Types of fog? How it phases. Area Changes What are the trends and unique attributes about your particular area? What about the areas you’re flying into? Multi-source brief Rely on multiple sources of weather briefing Airport Ground Conditions Consider what happens when you’re not in the air Night Time Is it worth flying IFR at night? System Savvy The IFR system is a very complex set of procedures, traffic and timing considerations. Know how you fit in all of this, and how to fly efficiently in a system meant for high accuracy. How does the IFR System Work? What is the most efficient way to fly in IFR? — What are you trying to accomplish? Experience? Expediency? Do I need to be IFR the entire time? — When it’s inconvenient or slow to do IFR. When should I do IFR? — Should it even be in IFR conditions? Communication Clarity Your relationship with ATC is very unique. As a result, you as a pilot need to know what you can request, what you can do, and what you can’t do. This is a two way street. Controllers can help you, and you can help them. There are times where they are bound by protocol and can’t do what you want, and you need to know what to do then as well. “Ask” — Always know that you can ask a controller if you have a question, request, or anything in between. Know Your Place — There are lots of planes in the skies! Where do you fit in? Work with Controllers — Know their challenges, help them out if possible. Predictable Procedures A perfectly executed procedure is one of the most beautiful parts of being an IFR pilot. All the complexities that come with flying an exact flight profile, and ending up on target, will be sure to build your confidence. How can you best set yourself up for success? Let’s talk about it. Know your aircraft — What are the IFR capabilities of your aircraft? — How do you best setup your aircraft for success? Highly scrutinized routines — Build successful and predictable routines — Know that a routine can get you in a fixed habit of doing something that may be bad. — Make second nature your approaches Power and Configuration Envelopes — Set it and forget it power/speed combinations — How to transition for cruise, intermediate approach, approach and landing in your particular aircraft. Varying Situations — Try new and different places — Keep sharp on different types of approaches Condition Conditioning Condition yourself and your mind to fly in actual conditions, and use that ticket. Don’t just become a guy that squeaks by on his check-ride. Rock the checkride because you know it, and cherish the beauty and comes from floating amongst the clouds. Fly in actual conditions — Go and fly in what you would every day as a commercial pilot — Actual experience — No hood Get comfortable with actual IFR — So you know what it looks like — How it feels — All the decisions at once (weather along with all other duties) Don’t get this with a hood. Plan on using your IFR ticket — If you get a ticket, plan on using it. Sailing Safely Much of IFR comes down to safety. You will be faced with decisions that are potentially dangerous. But don’t let that hold you back from experiencing IFR. Get educated, know what is front of you, and know what situations you’re putting yourself into. It’ll become obvious when there is too much risk and it’s simply time to say ‘no’. Human Factors and You — Physical — Mental Go/No-Go Decision — Be brave enough to not go — Learn to say “no” Personal Minima — What limits do you have beyond government requirements? Passenger Pressure — You are the boss. Be a leader. Be in control. When in Doubt — Don’t guess. Take the guess work out of everything you do in IFR. If you don’t know, learn. If you need help, ask. When to divert — When you’re already in the air, and you need a place to go Parting the Clouds Eventually, it’ll all come together and things will click along. It takes a lot of work, and patience, but you can arrive at a place where your mind, actions, and passionate spirit all join in harmony to become a sharp and efficient IFR aviator. That “Ah-Ha” Moment Light Shining Through Concourses of Angels When you truly “get it” When things “click” Being an IFR pilot is absolutely one of the best things I’ve ever done. Some of the most beautiful experiences as a pilot have come from floating amongst the clouds, accomplishing difficult tasks, and arriving safely at my destination. There is just nothing like single engine, single pilot, IFR. How to Nail Virtual Jet Landings- Every Time Landing a jet precisely is a lot of fun! But it’s a rare and often unseen skill among flight simmers. Have you ever heard or learned of the ACTUAL procedure used by real airline pilots to land? Although we’re primarily talking about a visual approach here, these tips are still very much a part of all approach to landings. After this segment, and with a lot of practice (which we’ll talk about) you will be landing your virtual jets like never before. Dispelling Certain Myths Great pilots make perfect landings Cross wind vs regular landing- all landings are crosswind (usually) Jets land themselves It’s easy Jets land like GA aircraft. (not a controlled stall) “As long as people walk away, it’s a safe landing” The Procedure “AFFTR” is an easy way to remember how to setup your landing correctly. This acronym will ensure you setup a perfect landing, step-by-step. Get one of these wrong, and it could cascade down into a lot of other mistakes. Approach Getting setup on the approach correctly, and having a decent flight profile, is half the battle. Once you’re setup and stable, the rest is much easier. Aircraft Configuration — Are you configuring your aircraft at time? — Decisions on flap and gear extension Flight Envelope — Are you too fast, too slow, too high, too low? Glideslope — Vertical speed for near perfect glideslope= Half airspeed, add a zero (example: 150 knots would be 75+0, 750 FPM.) Ballpark should be good enough. Big adjustments first, small adjustments later — Get stabilized as soon as possible. Big changes won’t be possible later. Final Approach Going visual — At about 150 feet, at latest, you should be fully visual. Almost no power adjustments will make a difference at this stage, and your flight profile won’t change much at all. Stabilized and on target — If you aren’t stabilized and on target, it’s time to go around. Decision Point — Anything look off? If so, it’s time to GO around. Flare Based on 100% visual cues This all happens at the same time. Smoothly role back power at 50-20 feet (find the sweet spot) — Listen for altitude callouts — Don’t be afraid to pull back power as aggressively as you need to- you’re about to touchdown! Idle by the time you are about to touchdown (or a few seconds sooner) — This transition from starting the thrust rollback to idle thrust should only take several seconds at most. Pitch smoothly so you settle in without floating (the hardest part) — Simultaneous action with the throttle Touchdown Don’t be afraid to plant your wheels. Floating is not desired. Small, quick and deliberate adjustments must be made during the flare process. That combination and timing determine the quality of touchdown. Unfortunately, passengers do determine a pilots ability based on how smooth it is. Rollout Smoothly bring the nose down after landing (fly it down) Ensure all systems are working properly (auto brakes, slats, reverse thrust) Maintain alignment Exit Safely Remember the AFFTR acronym. Work on the escalation of precision, and become excellent at the small stuff. Practice Makes Perfect Save a flight file for each aircraft you love. — Varying situations. Most importantly, straight in and already stabilized. — Try base to final and downwind as well. Restart the flight over, and over, and over again. — Use the keyboard shortcut. Have competitions with friends. — This can spark a more intense drive to do things right. VLJs, vs Smaller Jets, vs Wide Bodies Jet procedures vary — VLJ, vs 737, vs 777, vs 747. — Progressive, but different Cockpit height — VLJ vs 747 Aiming Point Landing/Handling Characteristics Landing the aircraft on your own can be an absolute blast, and a very rewarding experience. This isn’t something that is easy, and each little step takes much practice and a lot of repetition. Now go learn how to land that jet! “What Makes a Solid, IFR Aviator?” Useful Links NASA Icing Course “Say Again, Please?” Book on Communications “Weather Flying” Book on Weather “Teaching Confidence in the Clouds” Book “How to Nail Virtual Jet Landings- Every Time” Useful Links FS Instant Approach Pro Credits Music Big thanks to Atrasolis for providing the great music for our podcast. Please check them out on their Facebook Page or SoundCloud and get the music you’ve heard for free. Crew Major thanks to the amazing Angle of Attack Crew for all their hard work over the years. Our team works incredibly hard, and they’re very passionate about what they do. Now What? iTunes Subscribe Want to get regular updates through iTunes? This is the easiest way to automatically download your podcast, and take it on the go. Make sure to SUBSCRIBE HERE. Email Signup Want us to let you know via email when episodes of AviatorCast are released? We can do that, too. SIGNUP ABOVE. Get Started Today! Want to get started with some of our video training? Go to our main page and signup for Aviator90 (our basic and free course) or other pay products we have. Transcript [transcript] This is AviatorCast episode three. Let’s fly it like a boss! Calling all aviators, pilots and aviation lovers, welcome to AviatorCast, where we close the gap between real aviation and flight simulation. Climb aboard, buckle up and prepare for take-off. Here’s your host, Chris Palmer. Chris Palmer: Welcome, welcome, welcome aviators. You’ve landed at AviatorCast. My name is Chris Palmer, I love everything about flying, from kissing cloud tops to perfecting procedures and from the GE engines to the sound of a simple four-banger. Just call me Mr. Crazy Cloudtops. Yes, I’m a real pilot but I also have a love and appreciation for flight simulation. Both complement each other and have largely shaped me into the pilot and aviator I am today. I’m the founder and owner of Angle of Attack, a flight simulation training company which is bringing you this podcast today. I really hope you’re enjoying Aviator Cast so far. Our first episode was just released. Even though this is episode three, episode one just barely came out. We’re getting some great feedback so far and this type of feedback really energizes me as the producer of the show to keep going and going and going and keep producing this content and motivates me just to keep tracking at it. I had a great review from Ron. Ron left a comment on our blog at aviatorcast.com, if you go over there you can find that. For any episode we have shown also, you can go there and comment on the show and say how you felt about it, so on and so forth. We had several comments on the first episode of Aviator Cast and one particular comment that really stood out to me and just got me so excited was something that Ron said. Ron said, “Great AviatorCast. Very inspirational and just the push I needed to head out to the airport and sign up for lessons. At 47, I finally have the opportunity and financial means to pursue this passion. I might not have the time that I’d like to dedicate to two or more lessons a week, but your Aviator90 and Aviator Pro Training products have given me a good foundation and the confidence to make it through lessons as efficiently as possible. Looking forward to many more episodes. You’re the best. Thanks for all you do for the aviation community.” Thank you, Ron. That is such an awesome review and I’m so excited that you’ve decided to start your lessons. Even at 47 years old, it is not too late to go out and get your pilot’s license and start this process. It will be such a great joy to you and I know that you’ll do well and I can tell that you’re very passionate about it, and the fact that you’re here, gaining more knowledge with things like Aviator Cast and the other things that Angle of Attack does, just means that you’re going to be that much further ahead in your training. Congratulations on that big step Ron and big props to you, maybe literally to your right? But big props to you for starting your training. If you would like to leave a review, it really helps us out not only from I guess an energizing standpoint, helping me and the company keep pushing this podcast forward, but also, it helps others know that this is something worth listening too. You can do that straight on our blog. That’s one good place to get in-touch with us directly where we can actually reply to you. However, a more public place and something that actually means a lot for the podcast in getting the name of Aviator Cast out there is actually on iTunes. If you search iTunes and you go to reviews and ratings, then you can actually review and rate the show and that will pop up and we’ll get five stars for example and it will show people that this is a great podcast, worth downloading, worth listening to, worth getting in to. If you could do that, if you don’t do anything else, and you actually do enjoy this podcast, that would be much appreciated by me and by the team. First and foremost above anything else is thank you for being here. Thank you for being a part of what we do. We really do enjoy interacting with you one-on-one and really hope that you continue to be a part of our community or we hope that you will stay and be a part of our community. Welcome, thank you, and I’m just really excited for this particular episode. We just love our trainees and we love the aviators here in Angle of Attack. Today’s flight plan, we have two great segments for you that are quite unrelated but still quite fun to talk about. You’re sure to learn a thing or two to help you on the way and they are very different subjects but I think you’ll really enjoy them. The first is our flight training segment. As always, we’ll touch on what makes solid IFR aviators. This is actually quite a large subject. I’m going to have to speed through some of the points that I have but I felt like this just flowed on to the page in my show notes and there is a lot to learn here in what makes a solid IFR aviator. We’ll definitely talk about that. The attributes, the attitudes, the aptitudes that you need to become a solid IFR pilot. Then, for you virtual aviators out there, I know you’ll love this one, and also for you prospective jet pilots and even you aviator, general aviation guys that would want to know how to do this, we’ll talk about how to nail virtual jet landings every time. We’ll talk about the myths, the challenges, and I also came out with an acronym that will help you out a lot in this particular procedure, and also the differences between landing varying aircraft because obviously landing a smaller jet is going to be much different from landing some of the bigger heavies out there. That is what we have in store for you today, that is today’s flight plan, so let’s get into the flight training segment. And now, the flight training segment… Chris Palmer: What makes a solid IFR aviator? Pilots and aviators often approach IMC or instrument meteorological conditions with too much caution when first obtaining their instrument ticket. Why get an instrument ticket if you aren’t going to use it in the actual conditions. Although many pilots are simply obtaining an instrument ticket on the way to a career for example and the primary reason in getting an instrument ticket is to advance and get to the next rating, we believe that we should approach this IFR pilotship if you will, from a different perspective. Why not work to achieve confidence in IMC or instrument meteorological conditions, clouds for example, rather than just another checkmark on your way to that career? What will happen when these necessary skills are called into action during a real world flight, and although you have that rating, you don’t have the confidence to perform the task. Here we’ll discuss some of the topics but certainly not all and these are just things that you should be familiar with in becoming that solid IFR aviator. Let’s now discuss some of the subjects that you should focus on while undoubtedly missing some important subjects. Sorry about that. This is just a lot of stuff to cover in one episode. I think some of these sections we could focus for just one whole episode and maybe we’ll do that sometime in the future. We could definitely talk about these subjects quite a bit, just stand-alone on their own. We’re going to go through some different subjects here that have some titles. They’re a little bit catchy and so you might be able to remember them. I’ll tell you what those are now. We’re going to talk about weather wisdom. We will also talk about system savvy, communication clarity, predictable procedures, conditioning, sailing safely, and parting the clouds. That will conclude the solid IFR aviator subject, and obviously there’s a lot to cover there. Each one of those subjects has a lot to cover, so let’s get right in. The first that I mentioned is weather wisdom. Knowing your weather and what to expect does come with experience but there is an incredible amount of work you can do ahead of time. The biggest thing is to get prepared, get briefed, and know the scenarios before you and then monitor those changes while you’re en route because undoubtedly, things will be different from what your reports were before you go but that doesn’t necessarily mean that you just go out and fly in whatever weather. You need to know what you’re going into, but it will be slightly different from what was reported. We’re trying to minimize a risk and trying to be as familiar as possible with the situation but we aren’t going to be able to have a full and perfect picture of what’s going on unless you’re in an area where it’s just absolutely zero wind, perfect weather which I have found to be extremely rare. Some of the things that we need to be concerned about when talking weather and IFR, icing is definitely one of them. Do you know how to read an icing map, and seeing the different levels of those icing maps and the prediction and estimating that around your time of departure. Do you have the skills to gain an overall picture of the icing conditions and determine if it will actually be safe to fly? Now, icing is obviously very rare – it is actually a rare instance. It takes perfect, perfect conditions for icing to form but that doesn’t obviously mean it doesn’t happen because it does happen and it is something that us pilots, especially IFR pilots, we have to be aware of. Although it is rare, it still is quite dangerous. When you go into these conditions, if you do plan on going into these conditions, obviously, you can’t fly into known icing conditions unless your aircraft is set up for that. You also need to know what your aircraft is capable of. There are also instances where you – I guess you determine the risk right? So obviously if there’s an area where there is a light probability of icing and you feel like you can get through that cloud there quickly or whatever it is then that’s something that you have to weigh and ask yourself, “Is this something that I can do?” You just need to know – first of all you need to know how to read all of these icing maps. You need to know how to get an overall picture of this situation. You need to be educated on this subject and I can give you something in the show notes that will teach you how to do that and give you a really great look at icing from a scientific perspective. Then you obviously need to know what the aircraft can handle as well. Apart from all that, you need to be communicative with air traffic control, about the icing conditions, and you need to find out during the process what’s going on because obviously you don’t want yourself in a situation where you are building a lot of ice that can become very dangerous. There is this NASA course that they put together and they put online. It’s multimedia. It’s great. It teaches you a lot about icing from their perspective because they study this stuff constantly. They’re up there, always learning more about icing conditions. I will put the link to that NASA course in the show notes and you guys can check that out. That is one of the biggest sources I learned from and kind of dispelled a lot of the myths I felt about or thought I knew about icing was through that NASA course. It dispels a lot of those myths but it also show you some extreme conditions with icing because there are conditions where icing is just absolutely incredible and it can take your aircraft down within a matter of minutes. Anyway, I’ll link to that as well. So that’s icing. Another thing you need to know and we’ll just touch on this briefly because this is just kind of basic. You need to know what the clouds are telling you. As an IFR pilot, you need to be able to look and say, “It’s a little darker. That’s cumuliform.” You need to know – standing lenticular, you need to know what those types of clouds are tell you and really what all types of clouds are telling you. You may want to study up a little bit on the differences between certain types of clouds and you need to find out why to you, as an IFR pilot, that matters. Is that a type of cloud you can go through, is that a type of cloud you should avoid, is it worth requesting going around it from air traffic control. You need to know those things to just gain an overall picture of the situation and obviously clouds and icing are very closely related because icing happens in moisture essentially, so whether that’s in a cloud or a fog or actual rainfall, snow, things like that. We’re done with clouds, but closely related to clouds is types of fog. You need to know that different types of fog. How that fog phases in and out and how you can plan ahead as an IFR pilot for those types of situations because there are types of fog that will linger a very long time. There are types of fog that burn off as the day goes on. Although those situations aren’t always exactly how it is, so even though it’s a type of fog that essentially generally burns off, it doesn’t mean that it’s actually going to do that but as a pilot, you can know that that might be possibility, okay? That’s fog, just very, very general. Another that you should now about and perhaps study and this one’s a little bit harder, is what are the trends and unique attributes for the particular area you’re in. Knowing the area you are flying into. Are you flying into the rockies, are you flying into the plains, are you flying into a coastal town? What type of area you flying into? What are the challenges of that particular airport or area? Each flight route is very unique and it’s going to take you across different areas that have different challenges to them. You need to know what those challenges are and the reason why this one is a little difficult is this stuff isn’t necessarily published that well. You might find it in an airport facility directory or you might find it on airnav.com for a specific airport. But if you’re really concerned about a particular airport, you may want to ask other pilots that have flown into that airport, what the conditions are like, idiosyncrasies about that particular airport, and you can even call the FBO for that particular airport and ask to speak with a local pilot there if there is something you are actually really concerned about. I wouldn’t bug people with that too much but I would think that they are very open to actually talking about their local area because as we talked about before, you should plan on using your instrument ticket, flying in actual conditions, and so you want to get everything on your side and have as much information as possible. Having those area changes in mind or specific attributes about that area would be very important for you to know. So that’s area changes. Another thing that you should do and you should make a habit of is having a multisource brief. You should not only be getting things from the flight service station but you should be also relying on a lot of the online sources these days that are out there and then there are a lot of great services that are available now live while you are in the cockpit especially if you have something like an iPad where you can get actual current, excellent weather for example. A lot of different things you can get that will give you a broad scope and in a lot of situations and most situations, cross verification of the information you’re seeing. Getting an overall picture of the weather that you are going to be going into and flying through because that’s the point of all these right? This is one of the biggest things as an IFR pilot you’re going to be looking out for and the largest thing that differentiates IFR flying from any other type of flying is that you are actively flying into weather and flying through it and around it and you’re in the weather. That’s one the biggest things you need to be aware of as a solid IFR aviator if you will. A couple more here for the weather wisdom is airport ground conditions and this is very closely related to knowing information about that particular area. You should just know what type of area you’re flying into, what type of approaches are available, what it’s going to be like once you hit on the ground, what facilities are available, things like that, and also, what the taxi way and runway conditions are like because it could’ve snowed the morning before and melted a little bit and cooled down so now it’s icy. You have a lot of these different considerations to keep in mind with the actual airport conditions. That’s important to keep in mind as well and that is actually something that you could call an FBO about if you’re concerned and see what the conditions are like on the ground as far as even just taxing around and breaking action on the runway and what things are like, so that’s something else you could do. Last but not certainly not least and I just threw this one here because it feels pretty well here. It could also fit in our human factors area which we’ll talk about later, is night time. You need to ask yourself as a single engine IFR if flying at night time in instrument conditions alone is the smartest thing to do. Now obviously if you’re in the clouds and you can’t see anything, that definitely kind of negates the purpose of night and day, right? There’s no difference if you’re in the clouds. But once you’re out of the clouds, you’re not going to be in the clouds all the time, it’s super rare. We are just going to be in thick, thick IFR all the time. Once you’re out of the clouds, it does make a big difference to you from a safety perspective and just stacks the cards in your favour if you are not flying at night time, and you are able to do a lot more visual things that you can do during day time. It’s just really a personal choice I suppose, is if you’re willing to fly at night or if that’s something you want to stack in your favour and try to fly during the day instead, because there are dangers that come with night-time flying that don’t come with daytime flying. Alright, so that’s it for weather wisdom. Now, system savvy. The IFR system is a very complex system obviously. A complex that are procedures, traffic and timing considerations. You need to know how you fit in all of these and how to fly efficiently in a system meant for high accuracy and honestly in a lot of cases, it’s meant for airlines. It’s meant for getting people reliably from point A to point B in pretty much any type of weather. You need to familiarize yourself with certain things and you need to ask yourself some of these questions that I’m about to ask. How does the IFR system work? How does it all flow together? How do the controllers fit in with the pilots and the pilots with the controllers and controllers with the ground crew, all of these things. How does that all work together? By knowing that, you can more efficiently operate in IFR. The next question is, what is the most efficient way to fly an IFR? That’s one question that you need to always be asking yourself, is what is the most efficient way I can do this? If you can find some short of shortcut in your route, and I’m not saying taking a dangerous shortcut or something that was unplanned or just unpredictable, but rather maybe cutting a little corner from this VOR to that VOR instead of having another VOR in between or a way point and saving yourself a few minutes. And so you arrive a little bit earlier, you save a little bit of fuel. These are always things you need to be stacking in your favour. What’s the most efficient way? Again that’s the question you need to always be asking yourself. Another question or rather a set of questions is what are you trying to accomplish? Are you out there to experience the IFR just to gain experience in IFR or are you trying to do it efficiently, or quickly rather. Efficiently and quickly are closely related. I would say you are always looking to do it not necessarily quickly but with expediency. You are looking to do things the most efficient way you possibly can. That’s where you gain the most experience and that’s where you start to really understand how the IFR system works although there is some book knowledge that goes with that as well. Another question you need to ask yourself is do I need to be doing IFR the entire time? That’s more of I guess a personal question, what you are willing to put up with as far as clearances because sometimes air traffic control can hold you on the ground. It takes way too long. You can depart VFR and get in the air and pick up IFR in the in the air and be just fine. You need to ask yourself, “Do I want to do this the entire time? Do I need to practice my radio communication so it would actually be advantageous for me to start of my IFR in the ground and wait twenty minutes or whatever it is,” or do you want to get in the air and get to your destination. That goes back to that experience in expediency question, is what are you trying to accomplish there? Those are things that you should experience. You should experience how to actually pick an IFR in the air. That are just obviously different situations that you want to try and you want to do. Another couple questions that are closely related is when is it inconvenient or too slow to do IFR? Should you really be doing IFR in VFR conditions if your goal and mission for the day is to get somewhere at a certain time? Although we shouldn’t use that somewhere at a certain time as an absolute, we always have the decision to say no even if there are consequences. You don’t necessarily need to be doing IFR if it’s very restrictive for the area you’re in if your goal is to be somewhere. You don’t want to stack that against yourself as far as getting somewhere. Although IFR can actually be expedient, in a lot of cases it can be faster than VFR, you just need to ask yourself, “Should I be doing IFR or shouldn’t I be doing IFR?” The last one is the conditions. Should you be doing IFR in VFR conditions? Again, I’ve always really enjoyed myself. I’ve always enjoyed just doing IFR all the time. I find it’s easier to work in the system that way when it’s just a habit of doing IFR even if I’m departing VFR first and then picking up IFR, I just feel it better to work in a system all the time. But that’s a personal preference. It really depends on I guess the flight mission that you are operating in. That’s system savvy. Just some questions and thoughts and ideas to help you understand your mission in the IFR system and what your purpose is and how you would like to utilize that time in the IFR system. Next comes communication clarity. Your relationship with air traffic control is very unique and as a result, you as a pilot need to know what you can request, what you can do and what you can’t do. You need to know a lot of different scenarios and how to best utilize air traffic control and how to assist them as well. Obviously this is a two-way street. Controllers can help you and you can actually help them too. There are times when they are bound by protocol and can’t do what you want. Obviously you don’t always get what you want and you need to know what to do in those situations as well. My biggest first thing with communication clarity here is just ask. Ask a controller if you have a question or a request or anything in between or if you need them to clarify something. It never ever hurts to ask. I can only envision one situation where it would hurt to ask if you can tell that everyone else is doing one particular thing and it’s a super busy area and they’re cramming traffic in and landing them in sequence and it’s just really tight and there’s really no badgering. You’ll understand those situations. You’ll understand that you can’t request another runway without there being a lot of consequences. It’s kind of common sense but there are a lot of situations where you can ask the controller, even clarifying questions or whatever you need, whenever you are in doubt of the instruction given or you would like to do something maybe a little different and you would like to request something from them, it never, ever hurts to ask a controller. I think that’s probably the golden rule of communication clarity. Next is, know your place. There are a lot of planes in the skies obviously and you need to know where you fit. You need to know where you fit in priority, and you’re going to experience that a lot especially as a general aviation pilot and you will experience it at different levels as you grow up if you will through multi-engine incorporate and up in the jets or airlines if you’re getting there. You’ll recognize that the priority handling of air traffic control is different as you go up through the ranks. Again, you just need to know your place and how all that works. Next is work with the controllers. This is one of my biggest things and something that I really appreciate when I hear on the radio and one thing that I really try to do myself is I really try to help controllers. I want to know their challenges in that particular area. I want to know if I’m being a hassle. If I’m being a hassle and I’m on their scope and they’re having to stop traffic in an international airport for this little airplane that’s coming in to some satellite field and it’s VFR conditions and I can go under bravo, then I’m going to cancel my IFR and continue VFR with that same controller. These are just situations and things that we can help controllers out by making their job easier and so they can focus on the things that really matter. Now, if you needed that IFR, if you’re in IFR conditions, obviously you don’t want to cancel just to make things easier on the controller. You need to do what you need to do as a pilot and really that’s the overreaching thing of communication, is you are in control of your aircraft and you are responsible at the end of the day. That’s the way that any aviation law states it. That means that even if you have to, you will ignore or break an air traffic control instruction in order for the safety of yourself and your passengers. Be careful with that one because you will have to answer for it if you do it incorrectly. That’s kind of branching off into a different subject but really helping out the controllers as much as you can I think goes a long way and they will be more able to help you as a result, and it’s kind of this unsaid rule in aviation that you try to help out the controllers and then they can help out you and it’s kind of just pay it forward or karma type thing that keeps going back and forth between the controllers and the pilots. Obviously, we don’t want to be a nuisance to each other. We’re there to fly safe. We’re there to get to our destination and that’s a goal that everyone has, and so there’s that give and take. That finishes communication clarity. Next is predictable procedures and this one is a little bit longer. I’ll try to breeze through it. A perfectly executed procedure is one of the most beautiful parts of being an IFR pilot. All the complexities that come with flying in exact profile and ending up on target at the runway will be sure to build your confidence as an IFR aviator, and confidence is one of the things we really want to get to when we’re talking about IMC and being an IFR pilot. How can you best set yourself up for success? I have a few things here that we can just touch on. I think we’ll just touch on these so we leave enough time for the other segment. But first and foremost, just know your aircraft. Know what it’s capable of. How does it operate in IFR. What kind of IFR capabilities does it have that has a lot to do with avionics but also the performance of the aircraft has a lot to do with the capabilities. What kind of departures you can do and arrivals, things like that. It does matter. You need to know how to best set up your aircraft for success. That goes to cockpit resource management, actually using the tools around you in order to assist you in doing great approaches and great procedures, departure procedures, arrival procedures, there’s a lot of procedures. You need to know how to best set up your particular aircraft, that unique aircraft for success. Next is highly scrutinized routines, and the reason I put scrutinized or highly scrutinized in there rather than just routines, is because we don’t want to get into routines that are fixed when there may be a problem with that particular routine, okay? What I’m saying is you don’t want to get into a bad routine and so you want to always be evaluating that routine that you’re getting yourself into. Again, highly scrutinized routines but routines are very important. Routines and how you go through the ABCDEFG of how to set up your approach, how to do everything you need to do during a procedure is incredibly important. Setting up a good routine, a healthy routine is very essential. By doing all these, it makes a lot of what you do during your procedure second nature and almost like a checklist in your mind. Checklist usage is obviously super important. With all these, with anything IFR but we’re not really talking about it in this particular episode. Another big thing that was huge for me in really coming to a place where I was confident in IFR was power and configuration envelopes with the particular aircraft I was using and this could go back to knowing your aircraft. There are a lot of power and speed combinations and flap combinations so on and so forth. Different configurations of the aircraft where you can essentially set power to a certain place and your aircraft will slow to a certain speed and do certain things where you essentially set it and forget it. The Bonanza that I once flew was very, very good at this. You set it to a certain power setting, it slow down to approach speed, you would put down the landing gear at the final approach fix or the intercept and essentially you wouldn’t even have to touch trim or anything else, it would just descend right on a three-degree glide slope, barely anything else you have to do. Those sort of things help you out a lot. Otherwise, you may get behind the aircraft. But helping the aircraft will help you in getting everything stable and being able to set those certain configurations and knowing that you will get a certain airspeed, a certain descent, things like that. Then you can make fine adjustments for your particular situations. Those help out a whole lot. Also knowing how to do that in your transition from cruise, the intermediate approach, approach landing and obviously different – this is the big place for power configurations and different aircraft configurations because when you’re talking about departures, you’re essentially high-powered just getting out of there if you will. That’s important to know as well. Last for this predictable procedures area or subject if you will, is varying situations. Try flying into new places, try flying different approaches that you aren’t familiar with. Just broaden your scope of the system and procedures that you could do and see what you are capable of. The big idea here is to just keep sharp on all the different types of procedures that you are wanting to do, and by doing all the things that I mentioned, you’ll definitely be super solid in your procedures. You want everything to be nice and predictable, and you want to slow things down for yourself. You don’t want to be behind the aircraft, and so a lot of these things I mentioned and obviously some more things that I failed to put in here will assist you in doing just that in having predictable procedures. Now we’re into condition conditioning. That’s a little confusing. What do I mean by condition conditioning? The big thing here is to condition yourself and your mind to fly in actual conditions and use that ticket. Don’t just become the guy that squeaks by on his check ride. We want you to rock that check ride because you know your stuff, and then cherish the beauty that comes with floating amongst the clouds. That’s really what an instrument ticket is all about. You really want to be actually flying in these conditions. This is some of the most beautiful and rewarding type of flying that you can possibly do. Although there’s a lot to consider when taking on actual instrument condition flight, it is definitely rewarding. Condition conditioning means you are conditioning yourself to fly in instrument conditions okay? So I hope that makes sense. The big thing here and first and foremost is to fly in the actual conditions. Go and fly in what you would do every day if you have someone saying, “I need you to fly here today.” I’m not saying do that regardless of what’s in front of you, but don’t hold yourself back from going to a place or flying into weather. Get yourself educated on all you need to know to feel comfortable with getting into that situation. That goes down to a lot of things, even your ability and confidence in handling the aircraft when you can’t see outside the airplane. We just need that confidence to do these things before we actually go in. But again, it’s kind of a conundrum because the experience comes from actually going to those conditions. One of the best things I feel to do this is find an instructor that is willing to fly in actual conditions with you, and so you get a feel for what these things are like, and so you guys can experience it, that it becomes an integral part of your training, to know what it’s like to be in the clouds, not with just a hood over your eyes but actually in the clouds. The big idea here is to get comfortable and confident. I’ve said that so many times. Finding an instructor that will do that or actually being on those conditions, you’ll know what it looks like, you’ll know how it feels, it’s very different from having a hood on because it’s real. It’s not this fake thing where the instructors says, “Okay, we’re getting out of control a little bit, pull up your hood, look outside.” It’s not like that. You don’t have that choice. I feel like our minds and our bodies react different when it’s for real. A lot of what goes on with that as well is decisions are completely different in these situations. We act more sharply and the real thing has no replacement and I really do feel that way. Once you’ve done all these things, once you’ve flown in actual conditions a lot with your instructor, once you’re comfortable with IFR, we’ll talk about what that feels like later, but plan on actually using your IFR ticket. Stay proficient. Proficiency goes beyond what your governing agency requires you to do. I don’t think proficiency for their requirements is enough. I think you should be flying IFR a lot more. I know financial concerns come into play there, but if you’re going to get your ticket, just use it. It’s a great, great experience to fly in the clouds. Again, I keep using the B-word, the beautiful word, but there’s just nothing that replaces IFR flight. Now we’re going to get to sailing safely. We don’t have a lot of time here to finish up these subjects but we may run a little over on this particular podcast. I like to keep it over or rather just around an hour, but we’ll see how we do here. The next subject is sailing safely. Much of IFR comes down to safety and we’ve talked about that a lot. You’ll be faced with decisions that are potentially dangerous, but don’t let that hold you back from experiencing IFR. There is a bit of danger in everything we do I suppose and you want to mitigate those risks by having a knowledge of all these things and the experience. Safety is key. It’s connected to everything we do as pilots. Again, get educated, know what is in front of you, and know what situations you are putting yourself into. It will become obvious when there’s too much risk and it’s simply time to say no or stop. You need to be able to walk away from the airplane at the airport and do the hard thing at times. Some things you need to know. We’ll just kind of breeze through these. Although I’m big on human factors, I feel like it’s going to be a common thread through a lot of what we do with Aviator Cast and so I feel like we’ll touch on that a lot later and I can breeze through it now but, human factors is a big deal with safety. You need to know what your physical limitations are. You need to know what your mental limitations are. All of these things are interconnected. We as humans interact very differently when we’re in the air with our bodies. Our bodies do some things like altitude issues and spatial disorientation issues, and also our decision-making processes and things of that nature that we need to be aware of. We’ll be touching a lot on human factors. I’m a huge believer in approaching aviation at a core level from a human factors perspective. Also, you need to know how to make a go, no-go decision. You need to be brave enough to not go. I know that sounds silly but the bravery is often now in actually going into a stupid situation. It’s in staying in the ground and just saying, “You know, this is too much. I’m gonna wait it out. I’ll sleep in the lobby at the FBO, whatever it is.” You need to be brave enough to not go. Along with that, you need to learn to say no and we’ll talk about that in a few more seconds with passengers but you need to learn to say no, and I’m just going to leave it at that. Also, you need your own personal minimum when it comes to IFR. There are obviously limitations that come with what the government has, the FAA, the JAA for example. What are your limitations? Obviously you can’t break those rules but what are your limitations beyond what is required by law? Is that something that you need to take a step further and say, “This is the rule, three statute miles but my rule is actually five statue miles. Those are things that you can investigate as you get more comfortable or even when you’re just starting your IFR training, or really even just taking your IFR ticket to a different level. I recognize that a lot of you already have an IFR ticket but maybe a many of you want to take it to a new level and actually use that ticket. I already talked about learning to say no and that is very related to passenger pressure. Now, you are the boss, you are the leader of the aircraft. You are in control. You are in control when you’re not even flying. You get to say if you go or not. Sometimes you need to be an a-hole and just say no. If that’s what you really want to do and that’s what you need to do, you need to say no and you need to stand your ground, okay? If you’re flying any sort of passengers regularly, you’re going to find that eventually that you need to say no at some point. That kind of does it for passenger pressure, leaving that. Another point in here is when you’re in doubt, you just shoot and go. Don’t guess. Take the guess work out of everything you do in IFR by either learning from experience with an instructor or gaining that confidence and then learning little by little. Obviously we learn a lot and then we get in a situation where we learn a little more but we’re learning at a safe level. We’re not putting ourselves in a dangerous situation in other words in order to learn more. We’re actually learning more safely. I think a lot of that comes with experience. But you can take the guess work out of what you do. If you don’t know what you need to know, obviously learn it. If you need help, ask. Those are sort of things that you just need to know. Another big question and kind of to polish off this sailing safely section is when to divert. When you’re already in the air and you need to find a place to go and you need to stop your flight, when is it time? When do you say it’s time to stop this flight? Obviously, you want to be looking ahead of time and you want to be very aware of what’s ahead of you and what’s around you and what’s going on and that has to do with your aircraft, your mental state, the weather. It has to do with a lot of things. You need to know and be aware that you can actually divert in flight and that that is always a possibility, okay? I guess the climax of what we’re getting to as an IFR pilot is eventually we wanted to all come together and just click. We wanted to just be this thing that just happens because you’ve engrained it in yourself and you’re working well through the system. You’re communicating well. The procedures are just clicking right along, okay? Now it does take a lot of work. It takes patience. You can definitely arrive at a place where your mind, actions, and that passionate aviator spirit all join in harmony to become a sharp and efficient IFR aviator, so definitely it’s possible. It’s this “a-ha” moment. It’s almost like the clouds part and the light shines through and concourses of angels are around and you just know at that moment when you do something right and you’ve completed this wonderful actual instrument condition flight and you’ve just landed, you know that it’s working and you know that you’ve arrived if you will and that you really do have these skills and attributes and knowledge in order to do all these safely. It’s one of the best achievements you’ll ever, ever feel. It’s on par with getting your first license or your first solo. Being an IFR pilot is absolutely one of the best things I’ve ever done as a pilot. Some of the most beautiful experiences as a pilot have come from floating amongst the clouds, accomplishing difficult tasks and arriving safely at my destination. I just love, love, love IFR. There is just nothing like single engine, single pilot IFR. That is how to be a solid IFR pilot. And now, the flight simulation segment… Chris Palmer: And now, how to nail virtual jet landings every time. Landing a jet precisely is a lot of fun but it’s a rare and often unseen skill among flight simmers. Have you ever heard or learn of the actual procedure used by real airline pilots to land? My guess is no, it’s not really knowledge that’s shared. It’s kind of actually one of these experiences where I think airline pilots learn it just by experience and necessarily procedure like this but this was explained to me and has really, really helped me out with landing virtual jets and this is what real pilots use all the time and how they do the final part of their landing. We’ll talk about that. Although we’re primarily talking about a visual approach here, that’s what we want to get out. Again, I’m kind of branching out from our hand flying segment in last episode. These tips are still very much a part of all the approaches in landings that you’ll do. After this segment and with a lot of practice which we’ll talk about as well, you will be landing your virtual jets like never before. Getting right into it, I would like to dispel some myths that comes with landing in jet. One thing I heard at one time that really annoyed me was great pilots always make perfect landings. If you’re judging a pilot by how smooth his pilots are, you’re focusing on point 00.1% of what matters in that pilot’s toolbox if you will. It doesn’t have to be an absolutely smooth landing all the time. In fact, sometimes you actually have to plant the wheels down, that’s what you have to do so we’ll talk about that a little bit. That’s one myth. Get that out of your head. You don’t have to do this perfectly smooth squeaky landing. That’s not what it’s about and it’s not what you’re supposed to do. If that happens, great, but you don’t need to be measuring the feet per minute upon touchdown. It’s just not useful, not the pain, and we’ll talk more about why that’s the case or you’ll why that’s not the case as we go on and talk here. Crosswind versus regular landings. Essentially all landings are a crosswind landing. All landings are very different. There’s always air moving around, blowing the aircraft to and fro almost always and so you’re always having to deal with some sort of challenge with controlling the aircraft. You’re never going to be able to just leave the control wheel there stationary and just keep lined up and just flying perfectly. It’s just not realistic. Another myth is that jets land themselves and they’re easy to land. Completely untrue. This is not an easy procedure. This is actually a very difficult procedure because it happens so fast especially once you get to the flare stage. Yes, jets do land themselves with autoland but pilots land them too. That’s been happening all this time and they still do it. Although it is pretty rare, pilots still do land the jet themselves completely by hand, and it definitely isn’t easy. Another myth is that jets land like GA aircraft or general aviation aircraft and you should be essentially landing in what is often referred to as a controlled stall. That’s not how jets land. You don’t want to hear the chirp of the stall warning horn before you hit the ground. It’s a completely different procedure than that. You’re essentially driving the aircraft to the landing and you’re not looking or seeking that stall like you would with a Cessna for example. Although that is just one technique, I understand there a lot of different landing techniques than just the controlled stall. Another myth and another thing I hear thing I hear people say and this saying in aviation really alwa thing I hear people say and this saying in aviation really always bugs me is that if people walk away, it’s a great landing. That’s not true. You want to be able to use your aircraft again. It’s not a great landing if people can walk away, so get that out of your head. We broke this down into an acronym that I just so happen to come up with. I tied this stuff out and it was an actual acronym, so it actually kind of worked really well. The procedure is called AFFTR, and that’s with two FFs. It’s spelled A-F-F-T-R, so it still kind of spells “after.” I think it works really well. This is an easy way to remember how to set up your landing correctly. This acronym will ensure you set up a perfect landing if you do it perfectly and it does that step by step. If you get one of these steps wrong along the way, it could easily cascade down to the other large mistakes and eventually you’ll need to go around or you’ll screw up your landing, so just keep that in mind that each one of these procedures or steps is very essential for the success of the next step. Alright, so we have the AFFTR acronym. The first which is “A” is approach. Getting set up on the approach correctly and having a decent profile is half the battle. You really want to get this approach right. Once you’re set up and stable, the rest gets a lot easier and can just really just be much, much better. With approach, you want to be aware of your aircraft configuration. Are you configuring your aircraft at the right time? You need to know when to make your decisions on when to extend the flaps and the gear. Obviously the flaps come before the gear, that’s kind of how it works. You can see that through some of our training products. You need to know how to configure your aircraft through that phase, that approach phase, and how to get yourself slowed down and in your landing configuration if you will. You also need to know your flight envelope. Are you too fast? Are you too slow? Are you too high? Are you to low? Those are a lot of things you need to constantly be asking yourself and adjusting is your flight envelope. Another thing and I kind of have a little I guess math homework here for you with this one, but another big thing is glide scope. You want to be essentially on a good descent angle, much like an ILS to your landing. You can do that very, very easily and we can do that by knowing what vertical speed we should have. Now, a ballpark figure works just fine and I’m going to teach you how to do that here. Once you use this ballpark figure, you’ll be able to do that three-degree glide slope just right. What you do is you have your airspeed and add a zero. For example if your airspeed was 150 knots on approach, that was your VRF, then you would basically be at 75, right? That’s in half, and then you add a zero. Really, these are the numbers you are looking at. You’re looking at 750, so 75 plus a zero. Essentially what this is doing is just giving you 750 feet per minute in order to do that descent. You want to be negative 750 feet per minute. That’s going to get you on about a three-degree glide slope at 150 knots. Again, half your airspeed, add a zero. Very, very simple. Again, ballpark works. That’s just something you look at yourself as your VRF and ask yourself what does my descent rate need to be for this particular airspeed and just do that quick equation. Approach, again, big adjustments for small adjustments later. You want to get stabilized as soon as possible because later on down the road or down the approach, big changes won’t be possible. It just becomes much more difficult when you get close to the airport and your aircraft gets in that slower configuration with everything out, it just becomes less maneuvarable. The next part of the acronym, an “F.” We have two FFs here. The first F is final approach. At final approach, this is where the procedure gets very specific for a jet. This other approach stuff that I mentioned, that’s pretty basic for any aircraft that you use but now that we’re into this final approach phase and down into the flare and rollout, this becomes quite specific to a jet. Pay attention. These steps are super, super important and you really shouldn’t deviate from them. I haven’t put a lot in here of what not to do but I’ll try to mention some of those. Again, we’re on the first F of the AFFTR acronym and that is final approach. The first thing you need to do on final approach or at a specific point is you need to go visual. That means that you are looking outside the aircraft and not using your instrumentation. At about 150 feet at latest, you should be fully visual for the runway. Obviously, we’re talking about a visual approach here. I know that you could argue, “What about an ILS?” Let’s not talk about an ILS right now. Let’s talk about fully visual. At 150 feet at latest, you should be fully visual. At this point, you almost need no power adjustments and you won’t need a lot of adjustments to align because we set up the approach correctly and your flight profile won’t change much at all. You need to be fully visual outside the airplane. You’re not looking anything inside the airplane. You’re not paying attention to your feet per minute or anything. This is where you are controlling the aircraft based on visual references outside the airplane and how all that is looking going back to the core skills you gained as a VFR pilot. Also at this point, you should be stabilized and on target. If you aren’t stabilized and on target, it’s time to go around. If you’re not ready to land at this point at 150 feet, it’s time to get out of there and try again. You can make this decision at any point to get out of there. If anything looks off even before 150 feet or 100 feet or 50 feet or even if you’re on the ground already and things just aren’t going well, you can always go out of there. Obviously, there is some point during the rollout where you can’t just go around but if you’ve touched on the wheels and the slats haven’t come up and you’re not reverse thrust then you can still go around, but we’re talking about final approach here. You always have that decision to make to go around if things just looked off. That’s the first F. The next F is flare. The flare is in basic terms, when you’re transitioning from that descent angle that you have that you calculated right, you’re transitioning from that to a very smooth touchdown or as smooth as you can possibly get in most situations, obviously not in all situations. You’re not always going to want to plant your wheels down smooth as butter but that is essentially what you’re doing is you’re transitioning from the descent angle to an angle or a descent rate or a touchdown where the situation. Because if you just get that one descent rate, you just drive the thing right in the ground, you’d really bend up the aircraft and cause millions of dollars in virtual damage if you will. That’s what the flare is. But, this flare process is the most specific part you need to pay attention too and this will really, really help you out. I think you guys are going to love this, because it gives you some specific guidelines finally on how to land a jet properly. Again, just like the final approach, the flare is based 100% on visual cues. You should not be looking in the airplane. You should not be looking in the airplane at this point. You should be looking outside the airplane using your peripheral vision and that’s very difficult to do in a simulator but you should be getting the visual cues from outside the airplane. With that said, now, everything that I’m about to tell you, all of these next few steps, they all happen simultaneously. It’s kind of like this three-step process or four-step process where you’re doing several things all at once to smoothly land the airplane. Here’s what you need to do. Smoothly roll back power at about 50 to 20 feet. When you hear that altitude callout – I found that 30 feet is where I’ve really tried to work it into. You want to smoothly roll back your power between 50 and 20 feet, 50 is a little high, 20 is a little low, and so it’s somewhere in between. You can get used to it, but that’s when you want to start rolling back your power. You listen for those altitude callouts and you start to roll back that power. Don’t be afraid to roll back your power aggressively if you need to because you’re about to touchdown. You really don’t want to be carrying extra power as you roll out this flare. This is a very sensitive part of this procedure and again like I told it’s all simultaneous. We’re going to go in rolling back your power to essentially which is the next step. You want to be idle by the time you’re about to touchdown. When you roll out that flare, you want to be idle on the power. It’s a transition from that descent rate and then you start to roll out between 50 and 20 feet and then you’re pulling up as you’re flaring or pulling back on the stick. You’re pulling out that power simultaneously. Don’t be afraid to be aggressive with it as well but don’t be too aggressive. You’ve just got to find that sweet spot. This transition from where you’re at between 50 and 20 feet, usually again for me I find that it’s about 30 feet. After it’s transitioned and the thrust roll back, it only takes a few seconds and you’ve got two different skills to hone in here at this particular point. We’re not to the touchdown point yet. You’ve got the how fast and how aggressively you’re rolling back the power and at what altitude you are actually starting your flare. You’re flaring and pulling that power simultaneously. I hope I’ve said that enough. I’m just trying to repeat it for you guys so you understand and so you’re not missing anything there. It only takes several seconds. It’s very quick and even just a millisecond on each end matters. Pulling back too early or starting your power reduction too late, all of these stuff matters in a big way during this entire transition. The idea with the pitch and again this is all simultaneously is you want to do so smoothly. If you pull back too hard on the yolk when you’re doing this flare then you have the potential of floating the aircraft and especially if you’re carrying too much power at that point, it becomes a big problem if you flared and suddenly you’re 20 feet above the runway and you’re flared and kind of level and you still have some power and you’re going to be floating a long way down the runway. That’s why I say that milliseconds to this and you’ll have to practice this over and over and over again. You just need to watch out for those particular details, is really the timing. The timing is huge, so you need to watch out for that. Again, the pitch, this whole process, the pitch and the rollback and the thrust is a simultaneous thing that happens. Now that we’ve done that, our aircraft should essentially be in a situation where we’re settling into the runway. This in and of itself when we’ve already made a good effort to get pitch just right and we made a good effort to roll back the power, now we’re set up to touchdown correctly. This is why earlier I said that you don’t need to smoothly land the aircraft. It’s not like landing a GA airplane because with a fun little Cessna, we can squeak landings all day and it’s fun to not even feel the touchdown. But with a jet, you do not want to float. You have a lot of runway or sometimes too little runway, you have rather a heavy aircraft to deal with as you are on this runway, and chewing up a bunch of runway by floating too far is just very dangerous. My point here is don’t be afraid to plant your wheels down. There is nothing wrong with that. At this point, you have idle power. You should essentially be flying the airplane into that touchdown. If you’re floating too much, you got to fly it down. You’re still flying the airplane. You’re not just stalling. You actually got to fly the airplane down. Again, floating is not desired here at all. That is what you are trying to avoid. You’re trying to get to that touchdown or you can then get all your stuff out, meaning your slats, and you can start your reverse thrust. You can put that nose wheel down. All of those things to get the airplane stopped. The touchdown, this entire process, takes small quick and deliberate adjustment to make sure that the flare process all happens correctly. Really, there is no difference between the actual flare and the touchdown. All these all happens within just a few seconds. These are all like little tiny skills you need to work on. The combination of timing and quality of what you’ve done during that process will determine how great the touchdown is. It starts with the approach really, to the final approach, to the flare and then that will determine your touchdown. Although I’ve said that it’s not about touching down smoothly, unfortunately passengers do determine a pilots ability to land smoothly. That’s how they judge a pilot is by how smooth he lands. They don’t really care that he went across continents to get them where they are, and that in and of itself is an amazing thing but that’s how pilots are judged. You do want to touchdown if you can, if the conditions call for it, smoothly if you can. If you can. There are situations where you don’t touchdown smoothly. Some of those situations would be if you’re in a crosswind landing situation. It is very difficult and you really can’t do that smoothly. It’s just the aircraft is really doing a lot of work where if you have a strong crosswind to where you have to get into the place and often that is quite a hard and aggressive maneuver that you just have to do with the airplane. It isn’t very comfortable for passengers. Another would be if you’re planning into standing snow or water on the runway, you don’t want to be just landing yourself on to a smooth hydroplaning situation. That’s I guess the touchdown. That’s the “T” in the AFFTR acronym. Now we’re on to the “R.” This is the last part, the rollout. You want to smoothly bring the nose down after landing and again you’re still flying the airplane, you want to fly that nose down, you’re still working with the yolk, so you want to fly that nose wheel on to the runway. During the rollout, you also want to make sure that all of your systems are working properly, things like autobreak, slats and reverse thrust. All of those things start to matter a whole lot at this point because now we need to get the airplane stopped, and then maintaining alignment just like any other landing is very important for the rollout and you need to also think about exiting safely. You don’t want to exit too fast. Exiting too late can be potentially annoying for people behind you that are trying to land if things are crowded. You want to get off the runway when you can. You don’t have to get off too aggressively, but just keep in mind that you need to exit safely and exit in a timely manner. Remember that acronym, AFFTR, that is approach, final approach, flare, touchdown and rollout. Work on what I call the escalation of precision. The further you’re getting down that approach path all the way to touchdown, the more and more and more precise you need to be with your control movements to make it happen. But I know that if you do those things, then you can do really, really well with it. The big key here is that practice makes perfect. This is the big, big thing here. As pilots, we spend very, very little time actually in the flare process because it only takes a few seconds to do this entire procedure. Even over the broad career with tens of thousands of hours as a pilot, you’re only going to have several minutes to several hours of practice in that actual situation where you’re flaring the aircraft. Practice is a big, big thing. One thing that I really, really recommend and this is how I learned to do this initially, is save a flight file for each aircraft you love. What you want to be doing is you want be setting up varying situations. Most importantly, at least from a beginner’s standpoint is you want to be doing straight-in and already stabilized setup for the approach. All you have to do is worry about maneuvering the airplane down the touchdown. Well, through rollout I supposed too, but that’s all you want to do, is worry about doing that over and over again. But you can also try base to final or downwind and then what you want to do is you want to be restarting this flight over and over and over again, practicing for hours and just getting it right. Just over and over and over again. Eventually, you’ll just nail it. You’ll really start to get this down when you’re practicing this procedure over and over and over again. You can mix it up like I said with different situations. You can also mix up the weather and wind and things like that. Mostly just wind. I wouldn’t add too much weather. I wouldn’t add rain or anything but mainly add weather or rather wind. And so you can feel the differences of how that looks. Now, you won’t want to add too much wind because then we’re talking about a completely different procedure when you’re getting into a difficult crosswind landing. Another way to get proficient and stay sharp is to have competitions with friends. I found that very fun when I first started and it just adds kind of an intensity to this whole process to make you nail that target, hit the landing really well when you’re taking turns, seeing who can do a better landing. That’s essentially what it all is. Practice is a huge thing. If you know that after a procedure, then you can come in and you can practice all these. Now, there is actually an add-on out there that is really great for this process, because one of the time-consuming things about this is actually getting your airplane set up for this situation. It’s called FS Instant Approach Pro and I’ll put a link to that in the show notes and you guys can go and pick that up if you’d like. Essentially what it does is it sets up your airplane on final approach, all set up, ready to go at a particular distance and you’re set up at that runway. I think you can even choose any runway you want in the world and it will just set you up. It also set you up on base. It will set you up on a downwind if you want that. A lot of varying situations and this will just mean that you can focus on this procedure, this AFFTER procedure that we have talked about and you won’t have to focus on anything else. Last but not least, I just want to mention this quickly. I have a few more notes that I’m actually going to share. You need to know the difference between very light jets, small corporate jets, smaller narrow body jets like 737s, that type, that range, and then wide bodies. Obviously, all of these aircraft, they land differently and have different characteristics and the cockpit sets higher above the ground than others or the cockpit is further ahead of the wheels than others. You need to be aware of the target for those aircraft are different. The visual cues are different. Just be aware of that. Just be aware of the airplane you’re in, and if you’re having trouble landing that particular aircraft, ask yourself, “Is it due to the visual differences of what I’m seeing in this particular aircraft and just the aircraft itself.” If the wheels are a hundred feet behind you, then obviously you’re going to be landing ahead of your target point. There will be some differences in your approach in your landing procedure. But as far as how this after procedure works, it’s all the same. These differences with airplanes mainly come with your target and how it looks when you’re flaring. The actual distance that you’re flaring at doesn’t necessarily change but it’s really what it looks like when you’re going through that procedure, when you’re in that mandatory visual phase. Landing the airplane or the aircraft on your own can be an absolute blast and I know you guys would love to do that and you’d love to know how to do great landings because it is one of those things that is sought out greatly by anyone. Everyone wants to know how to land great and obviously it’s a very rewarding experience when you do that correctly. Landing a jet again isn’t something that is easy but each little step you do here with practice and repetition will mean that you do really, really well with this and eventually you’ll just get it and it will make sense and you’ll continue to do it really well. So that does it for this episode of Aviator Cast. I want to give credit to Atrasolis for providing us with the great music for this podcast. You can download his aviation-themed album for free by liking Atrosolis on Facebook and there should be a link to that in the show notes so go ahead and check that out. Huge, huge thanks also goes out to the great crew at Angle of Attack. They worked very hard to keep things going behind the scenes so we can do great things like Aviator Cast and Aviator 90 and a lot of the things you see here at Angle of Attack that come out in the public. A lot of stuff happens in private that keeps all of that going. Big thanks to those guys. Definitely, I am only really the voice of Angle of Attack. They are really the workhorse of everything that happens behind the scenes. If you loved this episode, again, please go to iTunes and review it. It’s really easy to get on there and do that. You can also subscribe to the podcast episodes which will deliver them to you automatically. You can do that through other services like Stitcher or Zune or Blueberry. There are lot of services where you can find AviatorCast. Just do a Google search and if you want to find your particular liking or the particular program. You use even Blackberry, we have. But the big thing you can do for us as a payback for this episode is just go to iTunes and review this and give us five stars if you think we deserve it. That will just help us out a whole lot. If you also want to be notified through email, you can do that at aviatorcast.com. You’ll see the subscribe area there for out email. If you want to learn more about our training products, you can head over to flyaoamedia.com. We can start you out with the basics with our free Aviator90 course which is a lot of training for free. But you can also get into instrument procedures with Aviator Pro which we touched on as well and that’s actually our largest product, believe it or not, it’s Aviator Pro. Very in-depth. Over a hundred episodes of instrument flying and multiengine and communications, VATSIM and all sorts of things. We also have products for some of the most popular jetliners out there or jets and those are for the 737, 747, 777 and MD11. We have very in-depth and professional products for those particular aircraft that you can also check out again at flyaoamedia.com. Thank you so much for joining me on this episode of this AviatorCast. We are truly grateful to have you here and have you as a part of our community and to be so engaged in this wonderful passion for flying things that we have. I just really appreciate you guys being here and hope you continue to enjoy AviatorCast. Until next time, throttle on! [/transcript] The post AviatorCast Episode 3: What Makes a Solid, IFR Aviator | How to Nail Virtual Jet Landings- Every Time appeared first on Angle of Attack.
Rank #2: AviatorCast Episode 88: Rod Machado: Flight Instructor | Becomeapilot.com | Speaker | Edutainment.
Today’s Flight Plan At some point along the way, several education departments in the aviation industry decided that learning to fly had to be scary, sad and boring. Well, that’s just not how flying really is. Flying is a joy. So why not have training that matches that joy? Today we’re honored to have Rod Machado on the program. Rod is long time flight instructor, speaker, and entertainer. He believes in ‘edutainment’, a mix between education and entertainment. This is something we believe in big time here at Angle of Attack, and on AviatorCast. Join us as we talk to Rod about his insight into flying. What can pilots do to get better stick and rudder skills? Why is flying still the coolest thing around? How can a pilot keep and maintain a lifelong commitment to learning? All these questions and more in this great episode. Useful Links Becomeapilot.com Don’t forget the Coupon Code ALASKA. Use at checkout to get 20% off storewide until May 27th, 2016. Credits Rod Machado Huge thanks to Rod of joining us! A very enlightening and inspiring conversation. I always find myself learning something from this guy. Crew Major thanks to the amazing Angle of Attack Crew for all their hard work over the years. Our team works incredibly hard, and they’re very passionate about what they do. Now What? iTunes Subscribe Want to get regular updates through iTunes? This is the easiest way to automatically download your podcast, and take it on the go. Make sure to SUBSCRIBE HERE. Email Signup Want us to let you know via email when episodes of AviatorCast are released? We can do that, too. SIGNUP ABOVE. Get Started Today! Want to get started with some of our video training? Go to our main page and signup for Aviator90 (our basic and free course) or other pay products we have. Transcript [transcript] This is AviatorCast episode 88! Sticking the rudder smooth as butter! Calling all aviators, pilots, flight sim enthusiasts and aviation lovers, you’ve landed at AviatorCast! Join us weekly in our efforts to become better masters of the air through interviews, refreshers, lessons, training topics, simulator set-up, hangar talk, news and more! Buckle up and prepare yourself for this week’s episode of AviatorCast! Preflight complete, fuel on board and flight plan filed. Let’s kick the tires and light the fires! Here’s your humble host, Chris Palmer! Chris: Welcome, welcome, welcome aviators, you’ve landed at AviatorCast. My name is Chris Palmer, regardless of where my skill level is at as a pilot, I’m always looking for ways to improve and progress. Where am I lacking? What haven’t I tried before? What can I do better? One of the biggest joys of aviation is how much there is to learn. The limits of learning go far beyond the sky and personally, I’m dedicated to a life of learning in aviation. Welcome to this, the 88th episode of AviatorCast, it is my pleasure to welcome you here. This podcast is brought to you by Angle of Attack, a Flight Training Media Production Studio. If you haven’t been to AviatorCast before let me tell you what it’s all about. AvaiatorCast is obviously a place where we bring a lot of aviation passion and get pretty excited about flying things. First and foremost, that’s all were about is passion and really we’re about a passion for learning continued learning. You heard that in some of my opening statements. We bring on inspiring aviators and interviewed them and find out about their story or asked them about their knowledge and things that they have to teach us. Again, growing our knowledge, we get inside into the industry and track what the industry is doing, how that affects new pilots, current pilots, and pilots that maybe want to get back into flying so we talked about that too, getting back into flying, reigniting that flame or maybe you’re starting for the first time. We’ll talk about the getting the courage to do that, the steps it takes, all those sort of things to demystify flying because really at the end of the day if you put your work into it and you’re passionate about it, I believe that everyone can become a pilot so long as you’re financially and medically able. Even those things, you don’t really have many excuses because they’re still is a way. Alright so we have a fantastic episode lined up for you today. I lined up Rod Machado on the podcast today. He is a fantastic speaker and educator in the flight training industry a long time instructor. I just really like his style and he’s a funny cool guy and very intelligent about aviation so I’m happy to have him on the show to ask him some questions for your benefit, for your learning, and for my learning too. Before we get to that, I always read a review on the podcast from either iTunes or Stitcher or some of the other podcasts avenues out there where you can get this podcast and feel free to subscribe by the way. That’s a great way to make sure that you don’t miss anything so this review comes to us today from Scott Heizer and it comes on Stitcher and I actually know Scott. I met him in Oshkosh. He hadn’t heard about my podcast before, but his friend had loved the podcast. His friend got a Fly or Die t-shirt himself. He actually got number one. He got the Fly or Die t-shirt and Scott is just now reviewing the show so I’m going to sending him a t-shirt so here’s Heizer’s review. He says, “For pilots, dreamers, and even simulators. I had the pleasure meeting Chris from AviatorCast through my buddy Glen last year at Oshkosh.” I kind of already mentioned that. “I’ve been listening to this show since. One of the things about Aviation is Aviators usually say, ‘Immerse yourself in aviation.’ And this podcast certainly helps do that. I was literally just working on my experimental RV7 aircraft, which I’m just getting started on. I wasn’t feeling very motivated so I cued up AviatorCast and next thing I know, I’m knocking out portions of my project and an hour went by. I was right there with experience the Stohl competition in Valdez, Alaska, completely forgetting that only an hour earlier, I was lacking motivation to do much of anything. If you’re reading this review, I can certainly attest that AviatorCast covers a wide range of aviation topics. Come on in and be welcomed to the community-like family.” Summed it up perfectly man. I really appreciate you sending in that review. Totally awesome, I’m going to send you an AviatorCast, a Fly or Die t-shirt it is, something you’d be proud of wearing it doesn’t have AviatorCast all over it. Just a cool flying shirt that you can wear and Scott, I’m going to send that to you before Oshkosh even so maybe you can wear it at Oshkosh one of those days and I’ll see you there. Really appreciate that, if you guys want a Fly or Die t-shirt as well, feel free to leave a review on iTunes, Stitcher or some other location. If you do leave a review, just write me right away and tell me that you’ve done it, me@AviatorCast.com so I can be aware of who you are. If I ever read your review on the podcast then I’ll make sure to get a shirt sent out to you, really appreciate that. Alright so I’m excited to get into this interview with Rod. He is an awesome guy. I just love the humor that he weaves into his teaching moments, very cool guy so let’s get right into it. Here is Hanger Talk with Rod Machado. Now a special Hangar Talk Segment. Alright everyone, we’re honored to have a very special guest with us today. We have Rob Machado with us. How are you doing Rod? Rod: I’m doing very well, Chris. Very well, thank you. Chris: It’s an honor to have you on the program. Last year, I was helping my wife with her job down in the harbor here in Alaska. I was helping her clean boats and I was listening to your wonderful books on flying and just having a great time with all the knowledge that you had so if you can for just a moment, please tell the audience what it is you do and what you’re known for if they haven’t heard your name before. Rod: Chris, pretty much what I do is I’ve been a flight instructor since 1973 and I teach people how to fly and right now, I’m doing a lot more proficiency flights and general familiarization flights and I’ve been writing books for the past 30 years and I’ve written and illustrated personally, I do all of my own writing and all of my own illustrations, but written and illustrated seven aviation books. Six of which are textbooks and textbooks, how to fly books, and useful books that every pilot can find benefit from and audio books and videotapes. I’m currently involved in creating quite a few eLearning type courses, integrated electronic eLearning courses that you know, nowadays people like to be more engaged on their computer. It’s wonderful way to learn so that’s what I’m doing right now and I have about of these interactive courses on my website at RodMachado.com or BecomeAPilot.com. They both go to the same place. Chris: Perfect, so if you can, tell people as little about what sets your training material apart from other people’s training material because what I really like about what you do is you inject a lot of humor in it, but at the same time there’s this deep knowledge involved in the process so share a little bit about maybe the unique things that you do that other people don’t. Rod: Sure and I’m sorry for coughing there. Chris: No worries. Rod: I should take up smoking. I already have the cough. No, I don’t want to do that because the surgeon general once said that smoking was four times worse than they originally thought and they originally thought it would kill you so I mean, that’s bad. I have to stay away from that. Chris what I do in terms of how I teach is I use a process called Edutainment and it’s a way of—it’s a philosophy, it’s nothing new to me of course, but it’s something that I do. Philosophy of teaching people using humor as essentially behavior modification tool, I learned a long time ago and I went to school and studied psychology for many years. You can learn this just as a practical matter. When teaching round school, especially the accelerated type of ground school, you can—you need to get people’s attention and you can get their attention in one or two ways. You can either make them cry or you can make them laugh and it’s a lot better to make them laugh because they like you more for it versus making them cry with let’s say with drama and tear jerking stories and so on so I guess use humor as a way of reinforcing points, keeping people’s attention and of course the ultimate benefit for me is I just—it’s just a lot of fun. It’s a lot of fun teaching people, engaging them, and getting them to pay attention to you, but humor is the ultimate behavior reinforcement tool. I just want to make sure people understand humor is not necessarily telling you jokes and I spent ten years in comedy clubs, not doing standup, but studying the comedians. That’s what I do. I study people and learn the skills that they have and then try to replicate them, to acquire them, and turn them into something useful I can use and that’s one way, telling jokes is one way of getting people’s attention. Being playful with people is another and I’m always very playful on the cockpit when I’m training people. Playful to the, with the intent of helping them acquire behaviors and in a much more fluent and accelerated and that’s an extremely effective thing to do. You know, when I say playful too, you know I’m—as somebody does something, they put us into a spin, you know, I may say something like an understatement like, “Well that’s not exactly the type of entry I was looking for and decide we’ve got to do something about the Earth spinning underneath us right now so I think I’ll take the controls.” You have to be light of tongue so to speak, but being playful is something that every single person can do because we all have that playful instinct within us, and it’s every—the thing I think a flight instructor’s capable of doing if they just get into that mindset, but remember you never want us to mistake kindness for weakness so playful and yet having standards is extremely important in the flight instructor position. Chris: I remember you talking about that when I saw you speak and I think it was at that moment when I realized I had to have you on the podcast, not only the way you that you teach and your philosophy on this edutainment if you will, but also the fact that you have those standards and you set those standards so why don’t you talk about those standards a little bit and what you mean by that. Rod: Sure, I learned to fly, I’m so proud of this. I never really thought about it, but it taunted me about six months ago. I learned to fly in a War Bird. Yes, I learned to fly in a War Bird, a Taylorcraft L-2 and so that’s my one claim to fame at the moment, but I learned to fly in a school and I know you read aviation and the instructors there were all the prime of the—if not, the direct applicators of stick and rudder flying or a World War II stick and rudder flying skills. I learned some fairly good, basic flying skills, and I realized that in World War II of course, if you didn’t have good stick and rudder skills, you simply were unable to survive. Chris: Right. Rod: It was impossible. You had to know to how to fly your machine. That’s why an instructor or a pilot in World War II can jump from a P38 to a D51 or a vice a versa by simply reading the manual and we you know we’d probably have a hard time doing that today, but again, they knew how to fly and apply those principles from one airplane to the next and that’s what I did. When I started flight training in 1973, when I began teaching people to fly starting in 1970, but I began teaching people to fly in 1973, that was something that I thought was extremely important and so I made it a point to understand that students understood the concept of altitude instrument. I’m sorry, altitude VFR flying. You know, altitude plus power equals performance and the concept of flying the wing, which is extremely important and that allowed me to train students in such a way that they were masters of their machine. Today, I’m not so sure that that philosophy of stick and rudder flying is as important to many instructors as it was when I was learning to fly and by that I mean that today, we’re not as much—oh let’s say, stick and rudder oriented as we are interface oriented and by that, I mean that we are in a sense today more interfaced pilots than we are stick and rudder pilots, interfacing meaning that work with the equipment in the airplane to fly the airplane versus the flying the airplane directly. Now not all the time, but just as general statement. Chris: That’s one of the points I wanted to get to actually pretty quickly was where was the stick and rudder skills maybe when you started as an instructor and where it is now so I really like that idea of the interface pilots. That’s actually the perfect example and I know exactly what you mean when you say that because we’re in the world of glass cockpits now and iPads and things of that nature, which are kind of keeping us heads down and maybe not active with our limbs so what’s the answer to that? How can we get back to those stick and rudder skills as pilots and maybe if you could answer a little bit how can the education community, flight instructors out there help out with that as well? Rod: Well, number one, I think that to understand stick and rudder flying, you have to go back to the very basics of flight and as I mentioned, that would be altitude plus power equals performance, flying the wing, being able to look at the wing and many flight situations determine the angle of the tap, being able to fly by the seat of your pants. Assuming you wear pants when you fly, I recommend it especially on your check ride. That confidence of feeling the airplane and think ahead of the airplane and that’s something that comes with basic training and it’s something that should be taught of course, in the formative hours of flying. Certainly, if you fly a Tail Dragger, one tends to be a little bit more adept at using his rudder or her rudder as an example and many of the airplanes we have today have a rudder or Aileron coordinations springs or cables, which makes the, well the need for rudder, not quite as great as it once was and other airplanes, but of course in strong cross winds and in conditions where you’re doing some extreme maneuvering, irrespective of the rudder or Aileron interconnections still needing to know how to use Aileron and rudder together in coordination appropriately as well as fly altitude. The answer to your question, how do you get back to that? I’ll give you an example of one having a good stick and rudder syllabus for your students and if anybody goes to my website, RobMachado.com or BecomeAPilot.com I have a private pilot syllabus that’s—you can download for free as well as a ground school syllabus for any students that wants to have a map for going through ground school on his or her own or for instructors to teach ground school. You can download those for free and I recommend you do that and the stick and rudder syllabus is something that I use to train my private students and any instructor might consider using to train their private students. Chris: Perfect, yes, I’m actually looking on your website right now at these—at your training syllabus and the ground school syllabus so that’s a really great resource. We’ll make sure to get those so I was actually listening to your book. It was How to Fly an Airplane and you know I have about 700 hours. I don’t have a great amount of hours, but I kind of thought that I knew a little bit about flying an airplane, but when listening to your book, I found all these little intricate details about the controls and things that I could be doing different and how I could be thinking ahead of the airplane more. Give us some idea—some general exercises or some general ways that interface pilot can go back to the beginning and maybe exercises that you would put them through to get them those stick and rudder skills that maybe they didn’t get in the beginning of their training. Rod: Great question, Chris. Here’s what I would do first if—I would find an instructor who has a philosophy of stick and rudder altitude baseline and take some training with this individual and there are instructors out there that of course understand these principles. I meet quite a few instructors that understand those principles and emphasize with their students, good stick and rudder flying skills. That would be the first thing. The second thing is and here’s a shameless plug from my book, but my How to Fly an Airplane handbook talks about for example of the many things it talks about in terms of this philosophy. Making a turning airplane—when you make a turn in an airplane, the questions is how much rudder do you use, entering the turn and once established in the turn. Let’s say—let’s talk about just entering the turn and when you turn to the right or you turn to the left, the Aileron is rolled into the turn by using Aileron of course and the adverse yaw caused by the Aileron that goes down is in instances what yaws the airplane to the outside of the turn. The problem with that is that if you look at the ball, let’s say the ball and the inclinometer, the same ball that—well if I—when I was a student, if they had put cold Vaseline in that inclinometer too—I would have gotten that ball to bang against the side of the case, one side or the other. That’s one way of developing a sense of how to coordinate the controls, but there’s a far better way that should be taught from the very beginning. When you roll into the turn, you use enough rudder to make sure the airplane knows points in the direction you’re turning and that means as you roll into the turn, you apply enough rudder to compensate for the adverse yaw and that means just rolling in the very short period of time that that takes to roll in and establish the bank, a fraction of second. The nose actually doesn’t move. The airplane just rotates around the longitudinal axis. Now once the turn is established, then you can back off on that rudder, but the roll in is what you’re looking at to apply rudder to make sure the nose at least doesn’t yaw outside direction turn so that’s how much rudder you know how to use. Then once established in the turn, you apply enough rudder to keep the nose pointing along the arc of turn and then you compensate and add the other sense of feel on your posterior, whether you are adding too much rudder or not enough rudder and that’s how you develop that stick and rudder sense of rudder Aileron coordination for a rolling into a turn and the same thing with rolling out of a turn. When you begin to roll out of a turn, you apply Aileron to level the wings and at that particular point as you’re rolling out, the nose actually pivots around some spot straight ahead of the airplane and what the nose shouldn’t do is yaw due to adverse yaw so consequently as you roll out of a turn, you apply enough rudder to keep the nose actually straight as the airplane rolls out. That’s the basic quality I think that a pilot should have. Those qualities, if they’ve mastered stick and rudder skills. Chris: I think that’s a really good example of what is in your How to Fly an Airplane book because I remember that specific example talking about adverse yaw and using your rudder when you’re initiating a turn and coming out of a turn and I had actually never heard that before and it ended up moving right into my practice. You know, I started to practice that a little bit. Rod: It’s one way to again that every person can improve their stick and rudder skills. I’ll give you another example, Chris. Chris: Go ahead. Rod: You got me so excited talking about this. One of the things I watch for when I’m giving you, buying a part review is if a person understand the concept of minimum effort, maximum performance and by that, I mean in the traffic pattern, flying the airplane generally anywhere, but in the traffic because that tends to be that—let’s say the crucible where one’s stick and—well where one’s—let’s say improper piloting techniques are seen in full display and we’re good stick and rudder skills are quite evident. I watched a pilot—if they’re flying in the traffic pattern, I watch them very carefully and I see how much work they’re doing because if they’re working too hard what that means is, in other words, too hard to fly the airplane. They’re not thinking about where that airplane is going. They’re not able to plot planning scheme to put the airplane exactly where they want on the runway if they even put it on the runway, the one they were aiming at so and the point there is, I’ll give you an example, turning from downwind to base. Turning from downwind to base, assuming that you own the traffic pattern in this case and there are no other airplanes in the pattern, you turn from downwind to base and let’s say you’re close enough, you pull the power back and when people pull the power back, generally what they’ll do is they’ll kind of establish an altitude, the carburetor heat of course if appropriate. They’ll establish an altitude and then they’ll give it a little bit of trim and they’ll reestablish the altitude for the proper air speed, give it some more trim. A person is a good stick and rudder pilot, doesn’t want to work that hard. That pilot will turn the airplane and once established on base, pitch the airplane for the altitude he or she knows is going to give the airspeed they want or somewhere in the proximate altitude given the air speed they want. Then hit that trim and trim that airplane very quick to keep that airplane right at that altitude. It only takes two or three good twists of the trim to keep the airplane right there and now it’s a done deal. Then if they have to adjust the altitude a little bit, they can do that, but this doesn’t take a long time, it’s something that happens quickly. It’s that concept of altitude plus power equals performance and that allows then once they do that, turning base, turning final, turning from crosswind to downwind, what have you to put the airplane where they want with a minimum effort and therefore, now they’re able to look outside, they’re able to look at the run way and then do what pilots do best and that is think. Think about how they’re going to fly their airplane safely. Chris: That’s a really good example and it makes me wonder what it would be like to have you in the right seat watching me do that and what I would do and so it almost makes me want to be really honest with myself about what I’m actually doing. I guess kind of as a self-evaluation exercise if someone didn’t have Rob Machado on the right seat, they could even self evaluate with maybe a Go Pro. Film what you’re actually doing and the traffic pattern. Don’t look at the scenery out front the airplane, film what you’re hands are doing and how you’re handling things and that’ll give you an idea of I guess how busy you are. How busy you’re keeping yourself? Rod: I think that’s actually a great idea because it is hard to self evaluate, mainly because it’s you know, it’s hard to be self reflective when you’re flying an airplane and moving several thousand pounds of sheet metal or plastic through the air and your job is to put it on a runway. You can’t be thinking, what am I doing now or maybe I should be doing this? Well you can be thinking that, but you can’t do it enough to perhaps offer yourself a honest critique or a thorough critique of your behavior. I really like that idea. That’s a good one. Chris: Do you have any other common problems and solutions that you see that pilots have today, especially these interface pilots that you’re mentioning? Rod: You bet. I used to call them panel pilots because the pilots, well when they give biennial flight review, what I’ll typically do is bet the person if I haven’t flown this person this before, I’ll be them that they’re not going to look outside enough and that they will get close to traffic and keep in mind, I’m in Southern California and there are a lot of airplanes here. Chris: Yes, yes. Rod: Of course, they’ll hey you’re on and I’ll bet them a coke or a soda pop and so what I’ll do is we’ll take off and of course people with movie map displays are typically looking at the movie map display more often than they are looking at the lets say five to seven actual gigantic moving map displays they have in the airplane, which are called windows. I’ll just wait until an airplane is off in the distance and I’ll say, let’s turn right headed 35 zero degrees, they’ll turn. They won’t look and say, “Clear right, clear left” or whichever we return. They’ll turn and then I’ll say, “Ha, looks like I get a coke this afternoon” because we’re pointed right toward another airplane and this happens. I bet it happens eight out of ten times on air you know assuming that the airplane’s nearby. People won’t look. Looking for traffic, I’ve almost come to the point Chris where I’m wondering whether it’s actually possible now to teach people to look out for traffic given all the goodies in an airplane so it’s a real challenge. That’s one of the things and that’s why called them panel pilots and now with interface pilots, which I think is a more appropriate term people are spending a great deal of time controlling the automation in the airplane and the only saving grace there is something called his TAS and ADSB where you actually do have some traffic monitoring that is providing them with some degree of heads up information regarding traffic, but you know, nothing beats a good old pair of eyeballs quite frankly and I know it works because I spent now 43 years flying in the LA Basin so I have a very good idea to eyeballs do work when it comes to warding traffic. You have to use them. Chris: What’s your favorite scanning technique that you use. Is it by the book or do you have your own type of technique that you use? Rod: Yes, it’s calling looking outside. That’s my favorite scanning technique. Actually, I used to know a military technique. Military had the best technique for VFR flying and that is on a 17 second cycle. You spend three seconds inside looking at your panel, looking at whatever you want to look at maybe looking at the Hobbs Meter and making sure it’s not running too fast and the ultimate fear to any pilot is a one way Hobbs Meter as you well know. Out of that 17 seconds cycle then 14 seconds are spent looking outside so three seconds inside, 14 seconds outside and what you’re doing is divvying up the time in that proportion while looking outside and taking chunks of airspace, maybe 20 degrees in scope as you take that chunk, you look at that through that 20 degree span. Then you look off in the distance, focus, then look at another 20 degree chunk off in the distance and focus and try to do that systematically. I spent a lot of time looking behind me when I’m in an environment that has faster, you know, let’s say I’m training in a Cessna 150, which means you are defacto. The slowest airplane a loft at any one time. Chris: Yes. Rod: Of course I’m just kidding, but maybe not and therefore you know, you’re more likely to have somebody over take you and when you look at AOPA’s accident database, you’ll find that 82% of all mid airs that occur typically occur with one airplane overtaking another, a faster one overtaking a smaller one. That’s pretty scary when we think about it so we need to look behind us. How do we do that? Well, if you can’t bend your head to the side and look which I used to be able to do when I was in my early 30s, a little harder to do now so what I do is I just make a turn and look behind me, assuming I don’t have windows back where to look through. I just make a turn and see what’s behind me and that’s a very effective way to do this. Same way military pilots used to do when they checked their six so to speak to see if they were—they an enemy target behind them or enemy pursuer. Chris: Perfect so as a pilot gets a little more experienced and a little more self confident in their skills what would your recipe be for some humble pie to make sure that that person stay’s in a good mindset to continue to be safe. Rod: If you’re asking what maneuver I would have them practice if that’s what you’re talking about. Let me give you two things. I’ll give you the psychological aspect and the physical aspect. Chris: Perfect, yes. Rod: I can tell how well a pilot flies an airplane by having them do one maneuver and this has never failed me. It works so well. We’ll be in the practice area and then I’ll ask him to give me some slow fly to minimum control blow air speed and that’ll be with a stall warning horn or right audible or visible. You can feel this of course in the airplane’s—the buffeting as the boundary layer begins to separate depending on the airplane of course that you’re flying. In that condition and then I’ll have the make right turns, left turns, climbs and descends and slow fly and if they can do that and keep the airplane coordinated, they are definitely masters of their machine. I would suggest and I say this as a general caution. Have them practice that in a long time go up to art least 3,000 feet and practice it because I’ve seen people take the airplane in slow fly, make a left turn or a right turn and put the airplane right into a spin. That is not uncommon, depending on the airplane of course. Hard to do when it’s air humid and 40, much simpler to do on a Cessna 150 because the different airplane types. Chris: Right. Rod: It’s very very very important to you know, we might even take a flight instructor up with you, but those are the maneuvers that I use as an evaluation tool and that works out really well. As far evaluating somebody psychologically, you get a flight instructor—well something somebody can do psychologically that would enhance their confidence let’s say. One of the best things a person can do is take his or her airplane and go on a cross country flight to some place you—that they have not been. Cross country flying is a tremendously helpful tool for developing what general confidence all over. It’s one of the reason’s why the—let’s say the founding fathers of general aviation that and you know those maybe Orville and Wilbur Wright of course and then all the folks who came after them, all the Jimmy Doolittle and so on. These folks, you know, were all very smart in their collective wisdom, which I can be seen in the federal aviation regulations and it used to be that we required more solo cross country time for the private pilots certificate that we do now and that was an important thing to do because it built confidence. We don’t require as much now so consequently, a private pilot or any new pilot, even an experienced pilot, if they haven’t been on many cross country flights, it’s just tremendously helpful in terms of giving them confidence to be able to put their airplane at a different airport of their choosing. You know, several hundred miles away and to return to their home base airport and then to solve all of the decisions and make all of the decisions and solve all of their problems that one has to solve on route. Chris: I totally agree with that and I think that flying gives us this great opportunity to experience something different, but I believe that doing a cross country flight gives us a purpose to fly, a mission, and I’ve always found that in my time as a pilot, I you know, I really, probably have spent more time doing cross country flights on average than I have doing the pattern work like most pilots at my hour range. The experiences and even the things you see I think just give you a lot of purpose to what you’re doing and the adventure of it and I think down to the core of it. That’s why aviation was created in the first place to get somewhere, to go somewhere, to experience something new and to explore the world, I think that’s the heart of what it is so. Rod: Oh I agree I absolutely agree. Cross country flying in a sense shows you at your best and shows you at your worst and by that I mean when it comes to making decisions if you really haven’t had practice making decisions about oh should I deviate here. Do I have enough fuel to get there and what have you? That is what cross country flying does for you. It gives you a chance to make those decisions. It puts the idea of how you can make those decisions in perspective and keeps them in your mental real house and it also shows you at your best because the moment you land in an airport 200 miles away, you get out and of course you do what I tell my students to do. Get out and claim this land for Spain and if you can stick a big flag in the ground everybody would treat you like royalty when you landed. Okay, maybe not, but the point is that it’s always so you’re just so always fun to do. I don’t know how many airports around here my students now have claimed for Spain, but I think it’s quite a few. Chris: The you know, there’s a special experience too looking in your log book over time. You know, I just transition my log book from the paper form, putting it into a digital form and the memories that I had on so many of those flights, especially the flights where I was in new territory exploring if you will just—it’s irreplaceable and I can’t imagine having spent that time just in the pattern around my home so. Rod: Oh that’s. Chris: I really like that idea. Rod: That’s very true. It’s interesting. I have yet to you know, I have like what eight or nine log books somewhere around here and I have not done—in fact, I just don’t log my time like I used to anymore. Chris: Right, yes. Rod: Except for currency as you’re required to, but the thing with digital log book, I’ve never become a big fan of those and I know my students want digital log books so I say, “Okay, fine.” I tell them to also keep a paper log book. There’s something about going to a paper log book and opening it up and flicking through it, which is typically more difficult to do digitally, but looking, seeing something in your handwriting. Let’s say after your first solo cross country flight and you look at your handwriting and it looks like it’s handwriting within EKG type script added to it because it’s jumping all over the place. Mainly because you’re knees are still knocking against each other and you know, there are subtleties that you can’t get from digital, but you know, I’m old fashioned in that way so call me old fashioned. Chris: Yes and I think there’s wisdom in keeping both even though you know keeping things in the cloud is technically safe. I don’t really trust that and plus I like having my log book here on display and it you know kind of in that same vain that you mentioned. In the front of my log book, I have a statement and I actually learned this statement from the wonderful movie One Six Wright because the guy talks about this in that movie and it says, “This is a love story, please, please, please return to this address. This person, if you find it.” Rod: Yes. Chris: That’s what it’s all about so. Rod: I think so and you said, “Keeping your log book in the closet” which is great, don’t even need an instrument ready to do that so. Chris: Yes. Rod: Sorry, I couldn’t resist. You see that’s the kind of stuff I look for. As soon as you say it, I have to say something back. Chris: Yes. Rod: It’s just the instructor I am. Chris: Yes, good, good so let’s—I want to ask a question for the younger generation if you can answer this one for me. Last night, actually, I had the boy scouts over to my house and we had a big video game party right. These young kids, they have all these options out there, all these entertainment options, can you tell us why aviation is so the coolest thing out there for these kids to do? Why if you’re thinking about getting into aviation, it’s going to be way better than any video game you could ever play or any of those things out there that may be taking their attention away. Rod: Sure, aviation has consequence. When you fly an airplane, when you’re motoring around and several hundred thousand—two or three thousand pounds of sheet metal within a motor, an engine attached to it. You have to do things right. Now don’t get me wrong. Aviation can be very safe, if I didn’t think that that were the case, I would never get in an airplane again. That’s a fact. I do believe we have control over our destiny and no, I don’t believe fate is the hunter. Nice book title, but in practice we can’t operate that way. Chris: Yes. Rod: Aviation is safe, but when a young person gets in an airplane and actually flies an airplane versus flying a video game, what happens is that young person learns something new. Yes, maybe you can learn something flying a video game or playing a video game and shoot down Klingons in and out from their home world, but realistically in an airplane, what you do has consequence and in the back of your mind you know, oh my gosh, “I’m actually flying this large piece of machine around. I’m doing what people do that was unthinkable a 100 years ago—120 years ago and now I’m doing it.” The most important thing is when you learn something new you become something new and that’s what happens. You become something new, something as a result of your having developed confidence, your having applied your skill, seen the result of that skill and there are many other attribute and derivative attributes that occur from flying an airplane and that is powerful, powerful stuff for a young person. I know that for a fact. I’ve seen the changes that it makes in young people and I can assure you with 100% certainly that the changes this flying an actual airplane makes versus flying let’s say a flight simulator. You never really getting out of your easy chair or your bathrobe, there is no comparison. It breeds a whole new type of personality again when you learn something new, you become something new. Chris: Those that do decide to get into flying and they are going to be jumping into it, what can expect and what are maybe the three top things they should be looking for. Let me just mention one I want to hear about from you, finding a good instructor, maybe wrapping into that, a good school and how do they apply themselves. I know that you probably will answer that one really well so how did they apply themselves to making sure that they become a fantastic student, not only for a license, but a student for life in aviation. Rod: Well and if I haven’t said this, you’re asking some great question by the way so. Chris: Appreciate it. Rod: Great questions, one of the most important things that anybody can do in learning to fly is to find a good instructor. Without any doubt whatsoever, it is the single most important thing for a person to do. In fact, there’s an old Chinese saying, would you like to hear it regarding instructors? Chris: Absolutely. Rod: Okay, now do you want to hear it in Mandarin or English? Okay, English it is so it’s so much more elegant in Mandarin, but it goes like this, “It is better to look for an instructor for three years than to spend even three minutes with a bad one.” That’s extremely important. How do you find a good instructor? Here’s how you do it. Go to my blog piece at RodMachado.com or BecomeAPilot.com, same site, go to the blog area and look at the article on how to find a good instructor and I list something like around 12 points in there that tell you how to go about doing that. Requires a little Gumshoe work. You have to check out the person’s reputation, there are certain questions you want to ask absolutely do not want to spend time with a bad instructor and unfortunately, like in many professions, not everyone who has a flight instructor certificate is a good instructor and perhaps, to be fair, maybe not everyone is appropriate and maybe a good instructor—maybe they’re not appropriate for you. That’s what I would recommend and if you find somebody that knows something about stick and rudder flying then that is a absolute must. You want to, you want to try to look for somebody like that. The other things that one can do and that one should do is consider having some good books to study and of course, another shameless plug I happen to have the perfect book, Private Pilot Handbook, which covers all the basics in aviation for the general knowledge and then How to Fly Handbook available in physical form as well as in digital form or audiobook form too. Again, I write these all myself. I do all of the illustrations. I do everything myself. The only thing I don’t do is print it because I can’t fit a Heidelberg Press in my garage and have room for my car so that’s the other thing and also to be fair, there are many good courses that you can take, courses that are written test prep courses that are offered by the John and Martha King ASA Sporty’s, these are all fun courses. You find something that best fits your personality and pursue that means of study. The other too Chris, if you couldn’t—if a student could attend a live ground school where you have an experienced instructor talking to you over let’s see, a nine week period, two nights a week something like that, a live ground school local to your airport then that is an absolute must if you can get in that ground school. Chris: Perfect. I’m actually looking at these blog articles that you mentioned here. You mentioned something that I want to ask of you and that is training for the certificate or training for confidence or proficiency and this is something I always wonder of really experienced instructors out there, how they answer this problem because obviously, it gets a little complex with the time that it takes to get a license and obviously, people are very eager to get their license and be able to take up their family. Obviously, money is a motivator, but can you speak to that a little bit. The difference between passing a written or passing a check ride and actually being able to perform those skills and what that takes, do you know what I’m asking there? Rod: I understand completely what you’re asking. Chris: Perfect. Rod: Again it’s a very good question. It’s a very insightful question and my response is this, first of all, private pilot certificate and this is important to remember, private pilot certificate is a license to learn. It is not a license that says you learned everything. A private pilot certificate accomplishes one goal and that is to allow you to go out by yourself and carry passengers and be safe enough to acquire additional experience. No, private pilot certificate does not say that you are qualified to fly every airplane and to fly every place in the United States under any type of VMC conditions. It doesn’t state that at all. That was never what it was intended. It is philosophically impossible to accomplish that let’s say that level of performance after you’ve spent 40 hours or so learning the skills necessary to pass a private pilot practical exam. This is something people forget about so and it’s extremely important so as a private pilot, you’re thinking, okay, I’ve got my private license, this is what I can do. I can go out and learn how to develop skills beyond what I have now. How you do that is this, you take your airplane and you go on a cross country flight. You fly a different airplane. You develop—in other words, you go out and you fly a different airplane. You get checked out in another airplane. You go to the local aerobatics school and you take aerobatic training and you develop yours and then maybe you go out with an instructor and then you perform or develop some other type of skill such as let’s say emergency landing skills. Yes, you have emergency landing skills already, but what about emergency landing skills such as engine failure on take off. Such as being directly over an airport, having the power fail and spiraling down to that airport and being able to land on that runway, which you could do at certain airports that are not too busy, which means pretty much no airport in southern California, but I’m talking about somewhere out where you don’t have that much traffic. You can do those kind of things. You can always find a way to improve your skill so, but unfortunately Chris and this is a slightly different aspect of that, today there’s a very large movement in the aviation community that wants to essentially raise the let’s—the level of thinking sophistication of the private pilot to the extent that the intent is to train a private pilot to think with—for a lack of a better phrase airline transport pilot skills, skills in terms of decision making risk assessment situation where I sit and what have you. You know what? You can do that, you can do that if you’re willing to sacrifice obtaining a private license in 40 hours. You can give a private pilot airline transport like thinking skills if you want to spend 1,500 hours with that private pilot in dual and solo flight training. It’s just not realistic to do that. My whole thing with learning, teaching people is one thing. My philosophy and my guiding statement is, “I want the average person to be able to acquire a private pilot certificate at a reasonable cost without having to jump through too many government hoops.” That is extremely important because again, we can over regulate private pilot flight training to fulfill the ideological desires of some people in aviation because they want aviation to be so safe. Yes, I want aviation to be so safe too, but there are ways to make it safe without having and to increase a pilot safety and inspiring them to be safer without having to mandate that they spend more time and more money in private pilot development and training, which eventually means, ultimately means that your average person is going to look at the curriculum for private pilot training, look at the amount of money spent and say, “Ah, there’s no way I can do this.” Go home and fly flights simulator and that’s it. Chris: I suppose that’s a crux in my question is we—I feel like we have a pretty good system right now where regardless of the school, you go to, meaning if it’s a Rating Mill or if it’s a 141 School, you’re going to get a license at a pretty reasonable hour and from there, it’s a license to learn. Just like you said and I found that in my experience, you know, once I hit private pilot. I started doing a lot of cross country and at that time, I started flying with more experienced instructors, was very blessed to be able to do that and it completely changed my perspective, you know. Rod: That’s very wise by the way because you ferreted out more experienced instructors after you acquired a private pilot certificate and what you did was you went to this is the best analog for that, you went to graduate school for private pilot training because you found a different instructor and sort of like you became a Rhodes Scholar and apprenticed yourself to this one individual and that’s Rhodes Scholar, not Road Scholar, R-O-A-D. I want to make sure you got that or rodent scholar, I did not say that. You raised your level of awareness that way and that was—that’s brilliant on your part, but again, what we do in aviation is we want to get the private pilot qualified. To think with the highest order thinking skills all up front, which is physically impossible to do without having to have that person spend more time and more money and in essence drive them out of aviation. At least, that’s what I worry about so inspiring private pilots, people who are newly readied to then go on and develop these thinking skills that’s what I like to do. It’s what I do and I like to think I might be effective at that with some of the things I write and my lectures and things like that, but that’s my ambition. Chris: I certainly think you are so one last question I have for you before we part ways here and that is how does a pilot, any pilot at any level, whether you’re a brand new student pilot or you’re a 10,000 hour pilot. How do we collectively and individually commit ourselves to life long learning, continually learning? What are the steps or even maybe it’s just a psychological mindset that you can tell us about that commits to that for long term. Sure there are only two ways to get smart. At least only two ways that I know of, you have to read a lot of books and ask a lot of questions. I don’t know of any way that works better than that so reading a lot of books means that you find the aviation book that has the answers to your questions. There are a lot of great aviation books out there. You know, I look back at some of the books I read when I was working—just became a flight instructor, Robert Bucks—Bob Bucks’ book, Weather Flying as an example. Richard Collins had many wonderful books and he shared a lot of insight and wisdom. Wolfgang Langewiesche had Stick and Rudder, which became a classic. Then Richard Bach’s, A Gift of Wings. It has in it probably one of the best articles I’ve ever read on the—on anxiety in flying and it’s called Loops, Voices, and the Fear of Death and it was an amazing book. Then Antoine Saint-Exupery book, Wind, Sand, and Stars is probably one of the most beautifully written books I have ever read and there’s actually a great deal of wisdom in that sort of autobiographical tone of his and it was just so well done and but there are—those are the books I’m talking and there are many many books like that. Another shameless plug if you don’t mind. Chris: Yes. Rod: My book Plane Talk, which is one of my—actually, one of my most favorite books and it’s a book that has 100 chapters in it with articles that range from how to think critically, how to learn more efficiently those things are extremely important. That method of learning is extremely important. Read a lot of books, ask a lot of questions and I think the ambition is this. Nobody wants to fly an airplane and worry about hurting themselves or their passengers. You want to fly an airplane knowing that you have the training that allows you to handle the most common things that could happen to you as a pilot. In all the seminars I’ve taught on handling in flight emergency just as an example, I have yet to have somebody give me an emergency that doesn’t have a solution, that is not what we would call classically an act of god. In other words, getting hit by a meteorite on the downwind leg, nothing I can do for that. Chris: Yes. Rod: That’ll teach you to hold a heading and that’ll teach you not to have the airplane degaussed so the fact is that there is an answer for everything and that answer is what we call—there’s a reason why get trained. Getting you know example—door pops open in flight. There’s a way to handle that. A gear doesn’t come down, there’s a way to handle that runaway constant speed propeller, there’s a way to handle that. There’s a way—in flight fire, electrically based fire, control malfunction. First of all, these things are all extremely rare, but they sit resonant in the pilots mind sometime and he or she wonders, “Gee, I don’t know what I’d do if that happened.” Therefore, they feel anxious when they fly. You should never feel anxious when you fly because you should have an answer for the most common problems, but one should fly in a heightened state of awareness, always ready to handle anything that could happen. Sort of like a trained martial artist when he operates or she operates in an environment where she’s not familiar with, you know, a little heightened state of awareness, not uncomfortable, just always prepared like the boy scout motto that you of the boy scouts you had over at your place. By the way, I always have boy scouts over when I need to start a fire. They are great at starting barbecues. Yes, it’s pretty good. Of course, I’d normally end up with that on the barbecue, 5% meat, 95% barbecue fluid so lighter fluid. They’re great at starting fires. Chris: I’m not sure they’d appreciate that down there, the starting to the smog. Rod: Definitely not. That’s true, Los Angeles is a great place to be if you’re a muffler. Chris: Perfect, well I really appreciate you spending time with us today. I’ve always appreciated your wisdom whenever I’ve been able to see you speak and personally I’ve enjoyed your training material too. I knew that my audience would enjoy listening to you and if they hadn’t heard from you before, getting introduced to you so I really appreciate it. I really appreciate your time, Rod. Rod: Chris, thank you so much and I appreciate what you do too. You do ask very thoughtful good questions. I’ve been on several of yours before and your questions were very well thought out so thank you so much for asking great questions and you do great work too with you radio program, your podcast so I want to wish you continued success with that. Chris: I appreciate that and we’ll catch up soon, maybe at Oshkosh, we’ll run across each other. Rod: I look forward to it. Chris: Right, thanks Rod, take care. Rod: Thank you. Join us next week for another exciting topic or interview with a great guest. Spread the AviatorCast message. Please review AviatorCast on iTunes or submit an audio question for the show at AviatorCast.com. All iTunes reviews and audio questions that are aired on the show will get an official AviatorCast t-shirt. You can write AviatorCast directly on AviatorCast.com where you can interact with the AviatorCast community or write AviatorCast at firstname.lastname@example.org. We’d love to hear from you. For more information on Angle of Attack simulation training videos for FSX, X-Plane and more, go to www.flyaoamedia.com. If you are looking for a professional aviation training video services and other media, inquire at www.angleofattackpro.com. Now, for the final release clearance, back to Chris Palmer. Chris: Alright so a huge thanks goes out to Rod for joining us on this episode of AviatorCast. I was talking to Rod after the show and he was nice enough to actually give you guys a coupon to get onto his store and order some of his books. Now, Rod and I didn’t arrange this ahead of time at all. I didn’t bring him on the show so he could promote himself or anything like that. He’s a great guy. He’s part of the community, really wants to see the community move forward and be safer and I love his stuff. That’s why I brought him on the show. Now since you guys are listeners, of the podcast. I know that you like listening to material so what I found actually is that I actually don’t sit down and read as much as I should right now, but I found that I could really absorb some good material with some of the other busy work I was doing by just listening to stuff. It’s cool that Rod has his audiobooks with most of his books and I think that’s a really useful tool if you guys are open to that. Otherwise, if you are a book kind of person, obviously, great stuff too and with the audio, you’re missing the great illustrations and things that Rod does so you would certainly get more with the actual book. I think he does a fantastic job. I definitely recommend his material. If you go on his store, it’s going to be for the next week. This will expire the 27th of May you will type in the code Alaska so that’s where I’m from. That’s where the podcast is recorded from here on C plane court in Homer, Alaska. He is doing that coupon code Alaska, 20% off on all orders. It’s good for one week, expires the 27th of May. Great material, I think you guys will really enjoy it so if you are looking for something, I think that’s a pretty dang good deal and honestly, I’m going to go take advantage of it myself. I do have the How to Fly and Airplane book and really enjoy it, but I think I would enjoy some of the other stuff as well. Make sure you check out his website, BecomeAPilot.com. Again, huge thanks to Rod. It was a pleasure to have him on the show. I wish we could talk to him for hours. Maybe we’ll have him again some time in the future, but always love talking to an experience educator in the community. Really, really, appreciate it. Also, big thanks goes out to the Angle of Attack crew for all that they do outside of this podcast to help the company move forward so that you and I can spend time doing things like this often. I’m glad we’re doing the podcast often. It’s a lot of fun for me and thank you the listeners for all you do to make this podcast possible. You know, I know that we have this—a bit of an exchange going here with, “Hey review this show and I’ll send you a t-shirt” but really you know, I really appreciate getting that feedback and knowing that this show is doing something for people. If you guys ever have any ideas, any guests you want to see on the show, send them to me, email@example.com. Let me know what is troubling you. What’s in your way, what kind of blocks you’re maybe having to getting into flying or keeping flying, whatever it is let’s talk about it. Let’s get someone on the show or I’ll address the topic myself and we’ll make sure that we answer some of these things that pertinent to you guys right now, some of these challenges. You know, I just went through a process myself in renting local 172, getting insured, getting checked out, all of those things and I can tell you, it does take a lot of work. It takes a lot of work to call people you don’t know and show up and do these things, these steps that allow you to fly. I can tell you, it’s totally worth it. You know, this aviation is one of those things where people will help you, but you have to help yourself as well and you have to take those steps. I would love to help you guys out. I’d love to give you some knowledge, some assistance in getting where you need to go, but I really want to see you taking those steps. If there’s anything I can ever do, let me know. Again, firstname.lastname@example.org or you can write me on any of the social networks that we’re on and I’d always love to talk to you guys. Again, really appreciate it. Keep up the good work. Keep pushing forward. Keep reaching for your dreams and try to stay in the air as much as you possibly can so long as you have fuel, okay. Alright so that’s it for this episode of AviatorCast. Until next time, throttle on. [/transcript] The post AviatorCast Episode 88: Rod Machado: Flight Instructor | Becomeapilot.com | Speaker | Edutainment appeared first on Angle of Attack.
The Pilot to Pilot podcast is a place for aviators to come for inspiration and encouragement. We aim to help all types of aviators to continue pursuing their aviation dreams, whether that be flying commercially or flying for fun.
Rank #1: Logan Flood: Plane Crash Survivor & Regional Airline Captain.
PILOT TO PILOT PODCAST EP 024 FT. LOGAN FLOOD: REGIONAL AIRLINE PILOT & PLANE CRASH SURVIVOR What is going on Avination?! Today, I am talking with Logan Flood. Logan is a current regional airline captain, flying out of everyone's favorite Laguardia airport. Logan has overcome an incredible amount of adversity and disabilities to get to where he is today. If you would like to read more about Logan and his accident check out this article "No One Would Ever Hire Me" Some of the things we talk about in this episode are. His dream was to be a starship cargo pilot. Star Wars helped him find his love for aviation. We talk about his hometown in Nebraska. How he thought the only way to become a pilot was by going to the Air Force. Talked about how Flight Sim helped Logan get familiar with flying. How working at Sears led him to finding out he can be a pilot with poor vision. How his high school teacher got him an internship at a local FBO. How he quit Sears as soon as he realized he could work at the airport. How Logan chose what College to go to. How he saved money in college. Logan was renting airplanes for $50 with the instructor fee. How he started his flying career. How Logan's connections helped him get his first job. Why it is important to have a mentor in your career. Why its all about networking. How regionals used to require 2,000 TT. We talk about how he built his time. Logan goes into detail about what happened with his accident. We talk about the extent of his injuries How long it took him to recover. How he was able to get his license back. What it was like dealing with the FAA. How he was able to help a paralyzed student reach his dream of becoming a pilot. Why he thought he could never fly for the airlines. How he overcomes his disability, Why he wants to stay at Republic his whole career. How Logan was able to stay positive in such a horrific accident. Avination, thank you for listening to today's episode. If you enjoyed it, please let me know! Email me at email@example.com or reach out to me on Instagram @pilottopilot. Happy Flying, Justin
Rank #2: Kurt Leuschner: Major Airline Pilot.
What is going on #Avination?! In this episode, I talk with Kurt Leuschner who is a major airline pilot. You might know Kurt from his popular aviation Instagram account @stabilizer_motion. In today’s episode, we talk about. How he got his commercial rating by age 18. Odd jobs he did around the airport to help fund his training. How you need to treat yourself as a business. Why a 750-hour pilot needs to be extremely careful. What the interview process is like. How he almost wrecked his car when he found out he got a job with a major airline. And a story about how he lost an engine in a Cessna 150 as a flight instructor. If you enjoyed today's episode, please let us know. Either email us at firstname.lastname@example.org or reach out to us on Instagram @pilottopilot. Happy Flying #Avination! Justin Download Episode!
General Aviation news, pilot tips for beginners & experts, interviews, listener questions answered, technical details on G1000 & Perspective glass cockpits & flying GPS approaches. 40 yrs experience flying general aviation aircraft. As an active flight instructor, I bring my daily experiences in the air to this show to help teach pilots and future pilots to fly safely. I'm a Platinum Cirrus CSIP instructor and work with people who are thinking about buying a new or used SR20 or SR22. Go to AviationNewsTalk.com for my contact information, or to click on Listener Questions, which lets you speak into your phone to leave a question you’d like answered on the show.
Rank #1: 68 10 Things to Know about the Impossible Turn after a Takeoff Engine Failure Emergency + GA News.
68 10 Things to Know about the Impossible Turn after a Takeoff Engine Failure Emergency + GA News Your Cirrus Specialist. Call me if you're thinking of buying a new Cirrus SR20 or SR22. Call 1-650-967-2500 for Cirrus purchase and training assistance. Send us an email - http://www.sjflight.com/Forms/inquiry.htm If you have a question you'd like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. The Impossible Turn 10 Things to Know after a Takeoff Engine Failure Emergency #1 When the engine quits on takeoff, land straight ahead. Don't turn back to the runway unless you have no other good options. #2 Understand that Your Lizard Brain will take over in an Emergency And will tell you to turn back to the runway. #3 Understand that people die trying the impossible turn #4 Teaching and practicing the impossible turn at low altitude is malpractice! #5 There is almost always a better alternatives than turning back to the runway. #6 It’s NOT a 180 degree turn to go back to the runway—it’s far more complicated than that. #7 Choosing the optimal bank angle to get back to the runway will be very tricky. #8 The steeper your bank angle, the more rapidly stall speed rises. #9 You might not make it back to the runway, and if you do, you’ll be landing with a tailwind. #10 Always do a pretakeoff briefing Before you take off. Max's Blog article on the Impossible Turn Max's Blog article - Impossible Turn Part II NTSB Report - Impossible Turn Livermore, CA NTSB Report - Impossible Turn Cirrus SR20 Max answers listener questions about about pilot statistics, how many pilots there are, how many are women, and how many pilots have instrument ratings. Question of the Month Send us your audio recordings by July 31, 2018 answering this question: What did you learn after you got your private pilot certificate that you wished you learned while working on your private certificate? Click here to record your answer. If you love the show and want more, visit my Patreon page to see fun videos, breaking news, and other posts in the Blog section. And if you decide to make a small donation each month, you can get some goodies! Check out our recommended ADS-B receivers, and order one for yourself. Yes, we'll make a couple of dollars if you do. Check out our recommended Aviation Headsets, and order one for yourself! Mentioned in the Show Part 61 Changes - 53 page PDFInstrument Flight Procedures Information Gateway Luke AFB SATR U.S. Civil Airmen Statistics News Stories Two flight school employees in Redding, CA charged with kidnapping and other charges related to trying to force a student pilot to return to China. Duo arraigned in IASCO kidnapping fiasco JetBlue Radio Issues Cause Security Concerns FAA bill back to playing second fiddle FAA CUTS COST OF TRAINING, PROFICIENCY FAA RELEASES POLICY FOR ELIMINATING CIRCLING APPROACHES Republic Airways Launches Flight Training Academy Harvard Study Shows Flight Attendants More Prone To Cancer Canada Bans Lasers Near Airports ‘Not our finest hour’ admits CAA over GPS approaches Student Pilot Crashes During Premature Solo Flight
Rank #2: 126 Charter Pilot in a Piper Meridian – Interview Rob Lober.
126 Charter Pilot in a Piper Meridian – Interview Rob Lober Your Cirrus Specialist. Call me if you're thinking of buying a new Cirrus SR20 or SR22. Call 1-650-967-2500 for Cirrus purchase and training assistance, or to take my online seminar: So You Want to Fly or Buy a Cirrus. Please help support the show with a donation via PayPal or Patreon. Send us an email If you have a question you'd like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. Summary126 Max talks with Rob Lober of Air Tahoe about what it’s like to fly charter, and what it takes to start a charter operation. He talks about the process to get a Part 135 certificate, and about the rules for pilots, including drug testing, and maintenance of the aircraft. He also talks about the economics of the business, including how he finds customers and why he doesn’t own the plane. Mentioned in the ShowAir Tahoe Charter If you love the show and want more, visit my Patreon page to see fun videos, breaking news, and other posts in the Posts section. And if you decide to make a small donation each month, you can get some goodies! So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon - Register for Notification Check out our recommended ADS-B receivers, and order one for yourself. Yes, we'll make a couple of dollars if you do. Check out our recommended Aviation Headsets, and order one for yourself! Get the Free Aviation News Talk app for iOS or Android. Please Take our 2019 Social Media Survey. I'd love to understand how you use, or don't use, social media, so I can target social media posts and advertising for Aviation News Talk to other people similar to you. Social Media Follow Max on Instagram Follow Max on Twitter Follow Max on YouTube Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium Max Trescott is a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for sites to earn advertising fees by advertising and linking to amazon.com.
A Good Pilot Is Always Learning
Rank #1: 3 Ways to Improve Radio Communications.
Learning proper ATC radio communications early on is crucial for success as a Private Pilot.
Rank #2: The Private Pilot Checkride.
Jason and the MzeroA.com team have built an entire business around helping students pass their checkrides. Hear his best tips for preparing for your Private Pilot check ride.
The weekly audio podcast that explores and expands your passion for aviation.
Rank #1: 545 Boeing 737 MAX, Someone’s Got Some ‘Splaining to Do.
Two guests this episode: An airline Captain who flies the Boeing 737-800 and the 737 MAX 8 and the International President of the Association of Flight Attendants. In the news, we look at the nominee to be the next FAA Administrator, private pilots providing services to disaster victims, and the decision to replace aging F-15’s with the F-15X.
Rank #2: 543 Aviation Career Opportunities.
Aviation career opportunities, current employment outlook, industry trends, and scholarships. Boeing acquisition of ForeFlight, the crash of Ethiopian 737 MAX 8, FOD in KC-46, pilot leaves handgun onboard, pax with an RPG, SUN ‘n FUN fly-in and air show.
The Finer Points is the original educational aviation podcast. Launched in 2005, TFP delivers expert CFI wisdom from award winning certified flight instructor, Jason Miller. Over the last 20 years Jason has been working to perfect the art of flight instruction. He was named FAA Wester Pacific CFI of the year in 2009 and 2016, works as an AOPA Air Safety Institute instructor, and writes monthly columns for FLYING magazine. Jason is passionate about conveying accurate, meaningful information to pilots.
Rank #1: 3 Things You Should Always Never Do - Aviation Podcast #73.
This week on TFP I'll help you make life simple ... live by 'always' and 'never' in the cockpit and add safety to your flying. Please enjoy The Finer Points!Fly Your Best,Jason
Rank #2: Going Down Slow - Aviation Podcast #85.
Non Precision approach descent rates. Should they be faster than preciscion approach descent rates? This week on TFP we discuss the benefits of being able to control your rate of descent and your airspeed, IFR or VFR. Learn specific techniques and enjoy The Finer Points.Fly Your Best,Jason
News and conversation about the world of General Aviation flying.
Rank #1: "There's a List?" UCAP #265.
Every week the UCAP gang gathers to talk about all things GA. You can listen-in as some of General Aviation's most knowledgeable, opinionated, and plain-spoken characters do some online, hangar-flying. Show-notes can be found at http://www.uncontrolledairspace.com/
Rank #2: "Connected" UCAP #362.
Every week the UCAP gang gathers to talk about all things GA. You can listen-in as some of General Aviation's most knowledgeable, opinionated, and plain-spoken characters do some online, hangar-flying. Show-notes can be found at http://www.uncontrolledairspace.com/
Rank #1: Common Carriage, Private Carriage and Holding Out.
In this podcast Jason answers your questions regarding the differences between Common and Private Carriage. And, what is “Holding Out?”
Rank #2: The Hardest Part of your Commercial Pilot Certificate.
In this episode, Jason talks about what he believes is the most difficult aspect of becoming a certificated Commercial Pilot.
A Good Pilot Is Always Learning
Rank #1: Mock Checkride.
Listen in as Jason administers a mock check ride as Matt prepares for his Instrument Pilot check ride.
Rank #2: IFR Acronyms.
MDA, MEA, MSA. There are so many altitude acronyms in IFR flying. In this episode, Jason helps you cut through the clutter and identify IFR altitude acronyms.
Join us each week for in-depth discussions about aircraft ownership including interviews and aircraft comparisons.
Rank #1: 006 - Cessna 182, Cirrus SR22 + More!.
Welcome to The Airplane Intel Podcast, the weekly General Aviation podcast for aircraft owners, operators, pilots and mechanics. We deliver practical advice, tips and strategies to make aircraft ownership simple, safe and cost effective.Access the Show Notes HereThis week Don and I are discussing the Cessna 182 and Cirrus SR22. I share insights about aircraft airworthiness and Don reveals the Tip of the Week. Plus general aviation news, fuel prices and your questions.
Rank #2: 038 - How to Buy a Single-Engine Airplane + More!.
This week, Don talks about how to buy a single-engine airplane and gives his opinions on several makes and models based on some of the airplane prebuys we’ve done this year including the Beechcraft A36 Bonanza. Plus, aircraft ownership news, our upcoming seminar, and Don’s tip of the week.Access the Full Show Notes HereShow your SupportSend us your questions & feedback!
A Good Pilot Is Always Learning
Rank #1: Defense Mechanisms.
What are defense mechanisms and what do we do once we recognize a defense mechanism in one of our students?
Rank #2: The Greatest Teaching Method.
In this episode Jason shares with you a few tips that you won’t learn from your FOI (Fundamentals of Instruction) written test.