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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.
A Good Pilot Is Always Learning
Rank #1: E3 – Doug Grant describes the creative ways he is paying for his flight training.
Visit MzeroA.com to start your journey of becoming a pilot. To share your story with us, email firstname.lastname@example.org
Rank #2: IA E14 Jonathan Buss Made His Dreams Come True. He Says You Can Do The Same!.
Email: email@example.com Check Out The Private Pilot Blueprint: http://bit.ly/1OFrF0H
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.
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.
4 (Student) Pilots hangar flying about their experiences with flight training and enjoying all things aviation.
Rank #1: Episode 2: First Flights, a Solo, and a Line Up and Wait.
In this episode, John, Chris, and Mark return to talk about their first flights. We also discuss how we feel about radio communication. Finally, John has his first Solo! Audio from John's first solo can be found at http://podcast.inthepatternpodcast.com/Cockpit_Audio/John Pictures of the Cessna 140: http://picasaweb.google.com/101867191272847636708/Cessna14002?authkey=Gv1sRgCNSAv_Kznoy8OA&feat=directlink Shoutouts: John: CFI Tony and CFI Matt, #OSH10 crew, Twitter folks, other aviation podcasters, and CFI Stew. Chris: Everyone who listened last week and twitter folks. Mark: CFI Greg, Twitter folks, Nate (denverpilot), Dave (Daveflys), and other aviation podcasters. Proud Members of the Aviation Media Network Intro and closing music: Deep In Blue by Dan O Songs
Rank #2: Episode 18: Chris Passes his Checkride.
In this episode of the In The Pattern Podcast, Chris passes his Private Pilot Checkride with flying colors. He also talks about his first flights as a private pilot. Mark hasn't done any flight training, but he did get to take a nice flight in a Cirrus and he discusses the flight down to Long Beach and the flying over KLAX. Brad also discusses more of his IFR training and John doesn't do much of anything. Links and such Class D airspace information AIM FAR 91.129 The Anaheim 3 Departure Procedure (2 pages:  ), which Mark flew in his buddy’s Cirrus SR-22 The Phoenix Sky Harbor VFR transition corridors (magenta double-arrows at either end of the runways). Chris flies through there a lot to get from one side of the PHX Bravo airspace to the other. Brad is jealous because the MSP Bravo airspace is right in his way (he flies out of MIC, just Northwest of MSP) and there are no VFR transition corridors, so he has to go around it. The DC SFRA and ADIZ that John gets to fly in and around. The FAA has a course you need to take before you fly there, or you’ll get a visit from some F-16s (in which case you should know your intercept procedures). Proud Members of the Aviation Media Network Intro and closing music: Deep In Blue by Dan O Songs
Your go-to source for IFR communication procedures and techniques
Rank #1: Enroute ATC: Traffic and Radar Handoffs.
If your IFR training was like mine, you spent a lot of time taking radar vectors to instrument approaches using approach control service. Less time was spent working with enroute center controllers. Communicating with an enroute controller at an air route traffic control center (ARTCC) is its own special skill. In today’s show, we’ll look at ARTCC communication during traffic avoidance vectors and during radar handoffs. Show Notes and Resources: AIM 5−3−1. ARTCC Communications 2. An ARTCC is divided into sectors. Each sector is handled by one or a team of controllers and has its own sector discrete frequency. As a flight progresses from one sector to another, the pilot is requested to change to the appropriate sector discrete frequency. Notice how the following statement in the AIM has no requirement to repeat the numbers of an assigned radio frequency. AIM 4−2−3. Contact Procedures d. Acknowledgement of Frequency Changes. 1. When advised by ATC to change frequencies, acknowledge the instruction. If you select the new frequency without an acknowledgement, the controller’s workload is increased because there is no way of knowing whether you received the instruction or have had radio communications failure. More info about: Radio Mastery for IFR Pilots Everything you need to know to talk to Air Traffic Control while flying IFR Trying to decide which radio headset to buy? Check out my Headset Buyer’s Guide at ATCcommunication.com.
Rank #2: Flying an Approach Into an Uncontrolled Pattern.
You are flying an ILS approach into an uncontrolled pattern. The weather in the pattern permits VFR. There are other pilots buzzing around the airport. As you change from ATC’s frequency to the airport’s common traffic advisory frequency, what are you thinking about? Completing that ILS? Sure. If you are like me, you are thinking about whether another plane established in the pattern is going conflict with you as you arrive on short approach. Here’s what you can do to avoid turning your single-wing airplane into a biplane at the point where your ILS straight-in crosses paths with VFR aircraft on base-to-final. Show Notes: Aeronautical Information Manual 4-1-9 4−1−9. Traffic Advisory Practices at Airports Without Operating Control Towers TBL 4−1−1 Summary of Recommended Communication Procedures Under “Practice Instrument Approaches”, “No Tower, FSS, UNICOM”–Make a position report: “Departing final approach fix (name) or final approach segment inbound.” Coincident with VFR procedures, inbound to the airport: “Report 10 miles out. Report leaving the runway.” My Techniques 15 miles or more out, with time, workload, and radio traffic permitting, either request off frequency with ATC or quickly switch to UNICOM on Radio 2 and announce: Example– “Fenway Traffic, Skyhawk 9130 Delta, 15 miles northwest, inbound ILS Runway 15, full stop, Fenway.” After ATC says, “Radar service terminated. Frequency change approved,” make another position report, time and workload permitting: Example– “Fenway Traffic, Skyhawk 9130 Delta, 10 miles northwest, 5,500, ILS Runway 15 inbound, full stop, Fenway.” At 2 to 3 miles from landing, make a last chance report: Example– “Fenway Traffic, Skyhawk 9130 Delta 2-mile final, Runway 15, full stop, Fenway.” Report leaving the runway: Example– “Fenway Traffic, Skyhawk 9130 Delta, exiting Runway 15, Fenway.”
What does it take to master flying and become an airline pilot? Join me on my journey from private pilot to commercial airline pilot through the wonders of an accelerated flight school.
Rank #1: AFSP 002 – Aeronautical University, Flying Club, FBO, or Accelerated Flight School?.
Before you begin flight training, you need to know what your training options are. Should you attend an Aeronautical University, join a local Flying club, hire a CFI from an FBO, or attend an Accelerated Flight School? There are many differences between these options and I cover them here.Aviation Careers Podcast: http://www.aviationcareerspodcast.com/AOPA Flying Club Finder: https://www.aopa.org/CAPComm/flyingclubs/flyingclubfinder/GI Bill Flight Training Information: http://benefits.va.gov/gibill/flight_training.asp
Rank #2: AFSP 003 – Week 1: Steep Turns, Stalls, and Pattern Work.
The fun has begun!!! Yes! I have finally started my flight training! The first week of training has been amazing. It feels so good to be back behind the controls.Let's get right into things. We dove into some steep turns (and I sucked!), did some power on and power off stalls, and spend two entire days on pattern work. Boy did I need that pattern work! Hop on in, folks, and enjoy episode 3!SHOW NOTES:Live ATC: www.liveatc.net / m.liveatc.net
How to communicate effectively and confidently with air traffic control. For pilots of all experiences levels, flying VFR or IFR.
Rank #1: How to Switch from Approach to Tower Control.
“Chestnut 372 Victor Charlie, you’re six miles north of the airport. Contact Propinquity Tower on 119.6.” That is how the switch from Approach Control to Tower Control should sound. Does it always happen that way? We’ll rip it apart in this week’s show and see what the pieces tell us.Last time in our story, I asked you some important questions about how you would use the Aircraft Radio Simulator. Yeah, I’m talking about the software I’ve had in development since the Late Pleistocene Epoch. I’ve got your answers from the survey on this subject. The results are going to surprise you.Got a good question for you about how the ILS hold short line affects pilots flying VFR. That’s right, sometimes IFR approaches affect VFR.All that, plus listener emails and that twice-a-month brain cramp, Your Question of the Week. I’d tell you more but time is a-wasting and we’ve got a huge show to navigate. Roll the mp3 player!Show Notes: A listener writes: “I am 10 miles out [from the airport], usually where I am making my call to Tower to notify them that I am inbound for landing, but I am still stuck on ATC [approach control] for flight following. . . Had I not terminated Flight Following, would Longview Approach have sequenced me in, and had me contact the Tower, say 5 or so miles out?” Approach Control or ARTCC will always switch you to tower control before you enter Tower’s airspace. This applies whether you are flying VFR or IFR. You normally maintain your discrete transponder code when switching from Approach to Tower because most towers have their own radar display in the tower cab. Your discrete transponder code allows the tower control to view vital information about your aircraft on the tower’s radar display. If you ever find yourself in a situation where you believe the controller has forgotten or overlooked your flight, do speak up. You and the controller are both working for a safe flight. Help each other out. The results of a survey regarding the Aircraft Radio Simulator are in, and no, I cannot offer the final version of the simulator for free. I explain why in this segment of the show. You only need to hold short of the ILS hold short line when tower tells you to do so. There are very specific criteria Tower uses to activate the ILS hold short line. If Tower does not tell you to hold short of it, taxi like it isn’t there. The question about the ILS hold short line comes from my Twitter feed. You may follow me at twitter.com/jeff_atc for more tips and techniques when talking with ATC. Use the Twitter icon in the upper right corner of this website or use this link. Do you have experience with any of the following flight schools: ATP, Aerosim, Wayman, Dean, ADF? If so, get in touch with me at firstname.lastname@example.org. There is a listener in Venezuela who is interested in attending one of these schools and he needs more information. Your Question of the Week:You are departing VFR from a Class Charlie airport. Before you taxied out to the active runway, the clearance delivery controller in the airport tower gave you a discrete transponder code to squawk and a frequency to contact departure control. You have lifted off of the runway and you are climbing away from the airport. The last thing the tower controller said to you was: “Cleared for takeoff.” You are now 7 miles from the airport, well beyond the boundary of the tower’s airspace, and you have not heard anything further from the tower controller. What, if anything, should you say on the radio?When you think you know the answer to that question, go to the link atccommunication.com/answers. There you will find a complete answer along with a full explanation of how that answer was derived.
Rank #2: What ATC’s ‘Make Closed Traffic’ Clearance Means.
“Cessna 9130 Delta, Pensasoda Tower, make right closed traffic. Runway 11, cleared for takeoff.”What has ATC just authorized you to do? More importantly, what has ATC not authorized you to do? The answers are not as straight-forward as you would think.You have declared an emergency with ATC. Then, it occurs to you. You might not have a situation that requires emergency status. If your emergency turns out to be a false alarm, or if you resolve the emergency before landing, are you permitted to cancel your emergency with ATC? We’ll nail down the answer to that question in this week’s show.Cinch your seatbelt a little tighter because we are about to takeoff. The forecast for this show is a rough ride in moderate turbulence. Ready? Let’s go!Show Notes:Closed TrafficAIM Pilot/Controller Glossary CLOSED TRAFFIC− Successive operations involving takeoffs and landings or low approaches where the aircraft does not exit the traffic pattern.CFR 91.129 Operations in Class D airspace. (i) Takeoff, landing, taxi clearance. No person may, at any airport with an operating control tower, operate an aircraft on a runway or taxiway, or take off or land an aircraft, unless an appropriate clearance is received from ATC.Canceling an Emergency Note how there is nothing in CFR Part 91.3 (below) that requires you to declare an emergency; or prohibits you from canceling an emergency. All the reg says is, you are the final authority as to the operation of that aircraft. Note how the FAA may need a written report from you only if you deviate from Part 91 due to an emergency. 14 CFR 91.3 a. The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft. b. In an in-flight emergency requiring immediate action, the pilot in command may deviate from any rule of this part to the extent required to meet that emergency. c. Each pilot in command who deviates from a rule under paragraph (b) of this section shall, upon the request of the Administrator, send a written report of that deviation to the Administrator.A previous show that talks about the lack of consequences for declaring an emergency can be found at this link.Your Question of the Week:You are taxiing out to the runway for a practice session of touch-and-goes and low approaches. When you called for taxi, you said, “Rapscallian Ground, Piper 405 Echo Lima, ready to taxi from the North Ramp and we’ll remain in the pattern.” The ground controller acknowledges this and gives you taxi instructions.Next, the tower controller says, “Piper 405 Echo Lima, Rapscallian Tower, make left traffic, Runway 7, cleared for takeoff.” We know from our earlier discussion that you will require a separate clearance from Tower prior to each touch and go or low approach. Here’s your question. Given your initial clearance from Tower, after your first touch and go, will you need clearance from Tower to fly another circuit around the pattern?When you think you know the answer to that question, go to ATCcommunication.com/answers. There you’ll find a complete answer along with a full explanation of how that answer was derived.
Fly Smart. Fly Safe.
Rank #1: SMAC177 Weather Or Not A Decision Making Process.
Weather Or Not : A Decision Making Process. Welcome to another exciting episode of Stuck Mic AvCast. We are back from Sun N Fun, discussing the decision making process when weather comes up when your flying. We also have some great picks of the week. Preflight Checklist: Sponsor: AviationCareersPodcast.com – Career Coaching, Scholarships, and Interview […] The post SMAC177 Weather Or Not A Decision Making Process appeared first on Stuck Mic AvCast - An Aviation Podcast About Learning to Fly, Living to Fly, & Loving to Fly.
Rank #2: SMAC105 Preparing for a Real In-Flight Emergency.
Pre-Flight Checklist Carl, Rick, Larry, Eric, and Sean are here, as well as a special guest Tom Frick. Carl realized recently that he is an “AV Geek,” or Aviation Geek. Announcements Eric had a big signing ceremony today with ExpressJet, as Polk State’s Aerospace program entered into Expressjet’s Airline Pilot Pathway Program, which gives their […] The post SMAC105 Preparing for a Real In-Flight Emergency appeared first on Stuck Mic AvCast - An Aviation Podcast About Learning to Fly, Living to Fly, & Loving to Fly.
Welcome to the SimpleFlight Radio show! We are here to help you define your personal aviation lifestyle. We've got the tips, pilot hacks and introductions to the people who give their aviation secrets.
Rank #1: DIAMOND GIRL; YOU SURE DO SHINE August 17th, 2014.
Rank #2: VMC into IMC January 26th, 2014.
When tonight's scheduled guest had an unexpected and unavoidable issue come up preventing her from being on the show, Al and Marc had to pick up their scan and focus on aviating the show for the full two hour schedule. No problem for these two #avgeeks, who always have something to say about general aviation.Listen in as the show kicks off with a great debate about a pass or fail check ride scenario brought to light by the guys at BoldMethod (www.boldmethod.com). Would you pass the applicant?The rest of the show was a random stream of consciousness covering everything from the impossible turn, when to pull the chute, flight sims, aviation maintenance scholarships, and whether a stick shaker played a role in the Aspen Challenger crash.Wishing all of you, strong tailwinds and blue skies!
Online Ground School & Flight Training
Rank #1: 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 email@example.com. 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, firstname.lastname@example.org. 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, email@example.com 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.
Rank #2: AviatorCast Episode 62: The 7 Habits of Highly Effective Aviators.
Today’s Flight Plan You’ve heard of the 7 Habits for Highly Effective People- What about the 7 Habits for Highly Effective Aviators? Aren’t we people, too? Extraordinary people even? Today I share my thoughts on what these 7 Habits should be. They are as follows: Transcend Control Tailored Training Mentorship Variety Continual Learning Flight Simulator Use Attitude This is a short yet powerful episode. I think you’ll enjoy the thoughts and ideas. We’d love to hear your own thoughts! Credits 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]Sailing the seven cloudy seas, this is AviatorCast episode 62! 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. Being an aviator for me isn’t just about the beautiful vistas and the crafty flying machines. It’s about the challenge, bringing together knowledge, skill and perseverance to consistently and expertly navigate the world above. It’s not just about what happens inside or outside the aircraft I love, but also the challenge it offers my mind and the joy flying brings to my soul. Yes, yes, yes, I love aviation. That’s why I’m here. That’s why I am here on AviatorCast. So welcome to this, the 62nd episode of AviatorCast. It is my pleasure to welcome you, to have you here, to bring you into our fold, to have you part of our flight crew today. What else can I say? I’m glad you’re here and I’m excited that we’re going to be talking a few great things. So, AviatorCast is a weekly podcast. We talk about great flight topics. We try to bring the flight simulation community in with real aviation, bring the two communities together. We have great interviews on the podcast with influential aviators out there. So if you go and you search kind of outside of this episode, this isn’t necessarily an interview episode but you’re going to see that we have a wide variety of topics and a wide variety of guests from all different walks of life in aviation. Outside of this episode and even this episode, I hope that you enjoy what you find here at AviatorCast. On today’s episode, coming up here in a few minutes, we have the seven habits of highly effective aviators. So that’s what we’re going to be talking about today. I’m excited to share that with you guys. It’s going to be short and sweet but I think it will be effective and I think it will kind of snap you back on the right path if you’re getting strayed a little bit, so I hope you guys enjoy it. But before we get to that, we have a review that came to us from iTunes. This came from Passed:). I’m guessing that maybe he passed a checkride or something but anyway, Passed:) from the USA he says, “Eight plus hours of yoke time while driving, five stars.” He said “Just subscribed a couple months ago and I love it. I was unable to fly to Northwest Ontario last weekend due to weather and I was forced to drive. Listened for three hours on the way up and the full eight hours on the way back. The closest I could get to flying. Great guests, great info and I look forward to all future episodes.” So thank you Passed:) from USA. Really appreciate it. You got a free AviatorCast t-shirt. So I’m gonna send it to you. I’m not sure if you live in the USA or Canada, I know it says here that this came from the USA but I will even send it to Canada if that’s where you are. Really excited to do that so I’m gonna send an AviatorCast t-shirt your way, just make sure to reach out to me at firstname.lastname@example.org. It’s coming your direction buddy so I appreciate it. Glad you had such a good time on your drive listening to the show. I can’t take all the credit. Our guests are awesome, and all the people that make this AviatorCast podcast going from week to week, it’s them. It’s not necessarily just me. So I really appreciate it. Glad you’re enjoying the show. And if you want to leave a review on iTunes, you can nab one of those AviatorCast t-shirts as well. So let’s not waste any more time guys. Let’s get into the seven habits of highly effective aviators. So here we go. And now, the flight training segment… Chris: Alright, so this week, I couldn’t line up a guest so I was trying to think what kind of quick topic could I share with everybody that would kind of just snap us back on the right direction, say “Hey, let’s get right back on the right path.” And I came up with this spin on seven habits for highly effective people. I said “You know, there have got to be seven habits for highly effective aviators so why don’t I talk about that. I’m sure I could come up with seven.” Now, there is probably more than seven but these are definitely the big ones that kind of jumped out to me right away that just screamed this is what really matters, this are kind of the overreaching things that as an aviator, you need to be highly effective, so that’s what I came up with. So we’re just going to buzz through these one of the time. Again, there are seven of them. Let’s start with number one and that is “transcend control.” As pilots, we focus a lot on a perfect landing, a great maneuver or a well-executed stall. It’s been said that controlling the aircraft is only 10% of the job a pilot has and personally, I believe that’s true. There’s a lot more to it. So as pilots, we should be perfecting our control and maneuver skills to the point where they become mindless and instinctual. Then we can spend our time focusing on the other 90% of the work that really matters. So keep this in mind as you are going through training and throughout your career. Truly, it’s not about the simple act of a good landing or a well-controlled maneuver although a sign of our skill and knowledge, those types of things, if you grease a landing or whatever, it’s just that. It’s just the sign of your skill and knowledge. So call this the type of the iceberg if you will. The skills at the controls are sometimes the only thing that shows to other people especially when it comes to passengers, but the rest of the iceberg underneath as you know is huge and it’s a huge mass of information and knowledge and decision-making and human factors and abilities and so on that you as a pilot have that really make up who you are. Again, it’s that 90% of who you really are. A flight is composed of hundreds of decisions based on thousands of points of knowledge that you must know as a pilot so why then would we judge someone just based on one takeoff or one landing or one turn. First of all, we shouldn’t be judging ourselves too harshly on these little maneuvers, these little skills because although they’re important, they’re not that important. It’s not the big picture. So what I’m trying to really articulate here is that if we get really good at controlling the aircraft, really good at those maneuvers and skills, they can become second nature for us and we can transcend above just that control of the airplane and transcend into a higher level of being as a pilot. So that’s it, that’s number one, transcend control. Number two, tailored training. So here’s a thought for you whether you are a seasoned airline pilot or a brand new student. What if you sat down with your flight instructor and actually tailor the training to your specific needs, wants and desires? A good flight school would actually do this. You may even be able as an airline pilot to do this with your airline instructors there. You have pretty strict requirements based on what you need to do as an airline pilot but that doesn’t mean that you can’t tell your instructor “Hey, I usually have issues with this. Let’s talk a little bit about it” or you can study ahead of time, that sort of thing. This is applicable to all levels. So here are some examples of tailored training. So as a student pilot, you could share your fears, your apprehensions and maybe even your goals as a pilot. And again, not any one path is the same to getting your license, so why not set out a plan that is specifically geared toward your goal? So that’s for a student pilot. As a private pilot, you should be training much more often than your BFR or your biannual flight review which is every two years. I personally believe that private pilot should be imposing a regular training schedule at an interval much more like airlines. So say six months recurrent training. Why not get that recurrent training? There’s a reason why even professional airline pilots, I mean, these guys are respected by us as just awesome aviators. There’s even a reason why these professional airline pilots need this recurrent training so why wouldn’t you as a private pilot? So when you do go and actually do a BFR, say there’s that two-year interval or whatever or this self-imposed recurrent training that I’m talking about, don’t just work on the stuff that is required. You can go there and you can check out the boxes but you can meet the regulations and meet the requirements for the BFR by doing a wide variety of things. I mean, really what you have to go up and do is prove that you know what you’re doing still as a pilot and to get a refresher. So rather than go up with your instructor and do all of kind of that wrote stuff, why not go up and actually tell your instructor “You know, these are my weak points,” or point out maybe some things that you always wanted to work on and practice those more. Or even places you haven’t gone before. Say you want to practice short field landings or soft field landings, you want to land on a grass strip or a gravel strip. Expanding your horizons during this time. All of those experiences help you become a better aviator. So in a few points here, I’m going to talk about variety and you’re going to hear that in another one of the points and how important that is. And so that’s kind of what I am talking about here, is variety matters a lot when it comes to training and you can definitely work variety into your training plan. Okay, so we talked about student pilot, we talked about private pilot a little bit. So as an airline pilot, going and flying in a GA aircraft is also not a bad idea. Many airline pilots actually hate the idea of flying in a single engine aircraft even though a lot of them obviously have to move up through those types of aircraft. They are used to flying various safe and well-maintained twin engine aircraft with a crew. It’s a very safe environment in the airlines. The statistics of accidents are just so low whereas in general aviation, they are still relatively higher or at least much higher than airlines. So a lot of airline pilots don’t want to do this. They don’t want to go back to the basics basically because it’s outside of their comfort zone. So more and more it’s proving that airline pilots benefit from going back to the basics. While the large majority of airline pilots are professional and can get by without going back to the basics, many of the airline accidents happening these days are happening because of too much reliance on automation. And this is just something that is prevalent in the industry. There are those aviators out there, those airline pilots that are doing a great job making sure that they’re maintaining their handflying skills but then there are some airlines as we’ve seen in some accidents where it’s the mentality of I’ve said it many times on the show, gear up, flaps up, sports page. And it’s all about engaging the autopilots and it’s even mandated by company policy sometimes. Getting back to the basics as an airline pilot, actually flying the airplane even if it’s your airliner, it’s technically legal in most cases where you can take control of the aircraft yourself depending on altitude. There is nothing wrong with handflying the airplane. Those skills, if not practiced will go away. So all of these is just food for thought. Just little anecdotes about what you could do as a pilot in kind of those different phases that could help you out. So the question is, are you going to feed yourself the healthy aviation foods that will help you remain a strong-bodied aviator? So with that food for thought, are you going to eat those healthy foods? It’s a good question. So I encourage you to tailor your training to your specific needs and really think about things that you’ve never done that you would like to do now or things that you are maybe weak at and work on those and tailor your training. So that is number two. Number three, kind of mixed in is mentorship. So one of the best things you can do in aviation is mentor someone else. Aviation, if you haven’t learned already, is a very big happy community, happy most of the time. This community is full of passionate aviators that have vastly different backgrounds and things that they would absolutely love to share. There’s a reason why hangar talk or standing around in a hangar and just talking about stories and thoughts and ideas is a powerful exercise in aviation. I’m almost starting to wonder if hangars were actually really built for hangar talk and not really for the airplanes. I think maybe that could be argued, the primary purpose maybe for hangar talk. That might be the most important thing hangars do. Regardless of what stage of your aviation training you’re at or aviation career, there is always someone to mentor so let’s use the extreme example of a student pilot. So as a student pilot, you can reach out to your friends that want to get into aviation too. You can invite him or her along for a ride with you when you go out for a lesson with an instructor, introduce him a little bit. I would consider that mentorship, and kind of telling him what you’re going through. If you find that you’re interested in it, that’s a bit of mentorship and you’re going to help him out. So airline pilots are often seen while parked at the gate with someone in the cockpit. This could be a 10-year-old child that dreams of flying or a 44-year-old grown male that always dreamed of flying. This is kind of on the opposite end of that. So you have the student pilot that can help out and then you have everyone in between and then you have the airline pilots that invite people to the cockpit when they’re on the ground and when I look at the switches and stuff. I always love doing that and I always love asking those airline pilots where they learned to fly and what their careers have been like and things like that. It’s always a fascinating conversation. Very inspiring. So mentorship opportunities are all around us in aviation. Don’t hesitate yourself to share your part because after all, you are a unique aviator with unique experiences. You can help someone out and they can learn from and become impassioned about aviation through you. So that is number three, mentorship. Number four, variety. I mentioned this before. Aviation is a large space. It expands a sky that encompasses a large world, it’s a 3D space where we can go here and there with relative ease. Aircraft fill this space which we call the sky of all shapes and sizes. The earth underneath this space is filled with a variety of terrains and locations where different types of aircrafts can operate. As pilots, we can literally own the space of land, air, sea and in some cases you could even argue fire. We can own all of them as aviators. That’s really cool. Can you really say that about anything else? So why not go out there and get a float rating? Why not get a tailwheel endorsement? Why not learn aerobatics? Why not learn to land on a glacier or a river sand bar or even something as simple as a grass strip or a gravel strip? We own the sky. We own the air. We own the land. We own the sea. We can make this happen guys. There is so much out there that you can do different with your license. You don’t have to just be the point A to point B guy that does the same thing every time in the same airplane. What I’m saying here is there’s a lot of different opportunity in aviation to do different things. Variety does a lot of things for us as pilots. Each new thing we venture into teaches us a unique set of lessons about the aircraft and about this space that we live in, this bag vast space. A takeoff in a float plane is not the same as a takeoff in a wheeled plane. For those of you who haven’t experienced that, you just have to experience it to know. There is just a ton to learn from every corner, nook and cranny of aviation. So why not put ourselves out there, try something new and learn something new from this vast world of aviation? Then we can put another proverbial feather in our cap saying I can do that, I had a blast doing it and I learned so many things along the way and that is what variety can do for us, number four. Continual learning. If there is anything I can teach you about aviation, it’s this. You can’t possibly learn everything about being an effective aviator but that doesn’t mean you shouldn’t try. In developing yourself continually in aviation will keep your head in the game. When you’re not flying, you’re thinking about flying. When you’re not engaged in hangar talk with someone, you’re reading an aviation book. There is course a great knowledge component to aviation. You’ll never be able to learn it all but you can learn a whole lot of great new stuff all the time especially with how much media consumption is going on these days. There is always something to learn. Keeping refreshment, excitement and curiosity in this building of your knowledge is so key to being great aviator. Learning from the books isn’t just the only way to learn. Learning from experience is also a powerful tool to grow and remain sharp. There is a good reason why our requirements exist for certain ratings and milestones as a pilot, the reason being is that little pilot life lessons happen all the time all along the way and put a new twist on something or show you what something really means or reminds you that you aren’t hot stuff. What you experience while you’re out there building your flight hours, as you’re out there just piling on the flight hours, maybe flight hours don’t even matter to you anymore, you’re experiencing and learning new things all the time so the knowledge component isn’t the only part. Experience and just time is very, very valuable. As aviators we need to put the craft is aircraft. Building that craft comes with time, practice and effort. So that is number five, continual learning. Number six, flight simulation use. You guys have heard me say this many times. I am a big preacher of flight simulation use. So with skyrocketing aircraft rental prices, fuel that is expensive and what seems like a mountain of money that is required to get or maintain a license even, there’s a way to save money and time with flight training and staying sharp and you guessed it, it is flight simulation. So with an initial investment of a few thousand dollars which may seem like a lot to you, you can get yourself a high, high quality flight simulator that will then give you infinite amount of practice. This isn’t just limited by clocking the hubs and all that stuff, infinite amount of hours of practice. So no, you won’t be able to actually log this time, at least not in most cases. What we’re talking about here is a home-based simulator and really logging the time isn’t the point. The point here is to keep your head in the game in between flights, practice what you’ve learned in the books and get a general feel of the things before you ever even turn the key on a gas-guzzling money-chugging airplane. So this just gives you the opportunity to try all the stuff out, to perfect it, to get those flows, those checklists down, to get the maneuvers down, to get your scan down. There are so many different things. So simulation can become a powerful tool for private pilots of all shapes and sizes but not just private pilots, any pilot, airline pilots even, but it’s especially effective when it comes to instrument training and all of those spaces. A simulation can never give the feel of a real airplane even with a motion platform. It’s just not exactly the same. The type of stuff where you’re bumping around, you’re slamming hard on the landing, you’re just not going to get that from a simulation but what it can do is it can give you a believable and immersive instrument environment. Instrument training on a simulator, instrument practice on a simulator is fantastic. It works so well. One great thing that a flight simulator does, an effective flight simulator, is it makes you forget for certain moments that you’re actually on a simulator and if you can get your simulation experience to be that real where you forget even for a few minutes that it’s not a simulator, then you have really done yourself a lot of favors when it comes to preparing yourself better to be in an actual airplane. So with that initial investment in a simulator, you will save time and money. It’s a fact not only that you will be safer and a more practiced pilot. Today’s tech is to the point where home-based simulators can no longer be denied their strong position in a pilot’s toolbox. A simulator is truly something that every pilot should have. I’ve said it. You guys need to go get a simulator okay? So that’s number six, flight simulation use. Seven, attitude, and this is a big one. I’m not talking about the indicator. I’m talking about your attitude. So do you have an upset attitude? A good instrument scan is completely reliant on an attitude indicator, that central instrument. If that goes out, everything will be out of whack. It’s not necessarily impossible to not fly instruments without it but gosh, it makes it hard. So we need to constantly ask ourselves what our mental attitude is and just as much as we would an actual attitude indicator. So you’re using that attitude indicator at least in the way that most scans work, in a way that most IFIS or glass cockpits are set up these days. With the attitude indicator, it’s the central, most important primary flight display background, front and center, that’s what everything it revolves around, that attitude indicator. And then in a basic six, it’s the central part of your scan, your bouncing back and forth to that attitude indicator. Just as much as we’re doing that, we need to be watching our own mental attitude. So that’s what I’m saying here. So here’s a couple bulletpoints to think of, things that we need to think about for attitudes. These are just things that I just kind of popped off the top of my head. So be humble, resist macho and invulnerability. Be risk-averse, so avoid risk. Make sound decision-making a focus of who you are as an aviator. Approach the aircraft and I would even offer a simulator into this. Approach the aircraft and the simulator with respect. And be teachable. Now, these are just a few of the ideas that quickly came to my mind when I thought of what it takes to become an affective aviator. So you’ve heard the saying “There are old pilots and bold pilots but there are no old, bold pilots.” In other words, you’re not going to live long if you’re taking risks and being the hotshot. There are awesome and amazing aviators out there especially the forefathers of flight, Chuck Yeager comes to mind, Charles Lindbergh, the Wright brothers you can throw in there, like amazing, amazing aviators but guess what? I’m giving your permission and me permission, personally I’m talking to myself here too. I’m giving you permission that it’s 100% okay to be just an average pilot. You don’t have to be exceptional, you don’t have to be bad, as long as you are consistently doing the right things, learning from your experiences along the way, being teachable and humble, you will have a long and enjoyable journey as an aviator. It’s okay if we’re average. We don’t have to be Chuck Yeager, okay? You just have to have enough of the average stuff. You don’t necessarily need to have the right stuff. You know what I mean? It’s good enough. It’s good to be the good pilot, let’s just put it that way. Some of those things, most of those things just come from the attitude of how you approach this. Recently, I keep coming back to the word respect and I think we need to continually push ourselves to respect what we are really doing in this aircraft. The fact that this aircraft have a lot of moving parts, a very complex maintenance plan, the possibility of things falling apart, the air space system, air traffic controllers, other pilots, the dangers that come with weather. There are so many things as pilots that we need to respect and we need to respect the fact that we ourselves are inherently flawed as people and we need to approach things that way. Now I’m not saying be scared about everything. I’m not saying that. I think in a way we as pilots take fear to the curb and we kind of transcend it, not saying that fear isn’t a component of being an aviator because I think knowing that there is that vulnerability to us drives us to do things really effectively and to be sharp on our skills and to be sharp on our knowledge. But what I’m saying is that we need to approach all of these things with respect and perhaps that’s the biggest attitude that we need to have. So, it’s definitely a very big one. So truthfully, it really is all about your attitude and how you approach the airplane, your career, your growth and inevitably as a pilot, your life. So that is what the seventh and final effectiveness or a point here does for you and how it makes you an effective aviator. So that’s it. So just a quick summary. We talked about transcending control, making controlling the aircraft that 10% invisible second nature. We talked about tailoring your training, working on the things that maybe you don’t work on that much or haven’t done before. We talked about mentorship in number three and reaching out and being part of the community and giving back. We talked about number four, variety, offering variety to your repertoire of aviation training, of experiences. We talked about number five, continual learning, never ever, ever stop learning. We talked about six, flight simulator use. We talked about that a lot on this show. It’s a big one guys. Flight simulators are awesome. Today’s day and age, these simulators are top notch and they help out so much. And then we talked about number seven, the attitudes that we have as pilots. Not the attitude indicator but our mental attitude and that is so, so important. Again, I kind of went off on a tangent there and talked a whole lot about respect. I hope you guys learned a few things. These are just kind of my candid thoughts on the subject. I think there are couple powerful points here that definitely kindle in me a fire to be more respectful of what I do, and this profession and this honor we get to go and cruise the skies above. I mean, gosh, it’s awesome. It is so amazing that we get to do that or have the opportunity to do that. So let’s take care of that and let’s nurture that. So that’s it guys. We’re gonna have a few messages here and then I will close up the show, so I’ll talk to you again in a few seconds. 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 email@example.com. 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 guys, so thanks for joining us on this episode of AviatorCast. It really has been a joy to have you here. I hope you enjoyed the short content that we had on this episode. I like hearing from you guys. If you ever want to reach out and talk to me, you can do so through AviatorCast.com. You can write me at firstname.lastname@example.org, that will work. And if you did enjoy this show and you want to leave a review on iTunes, I’d really appreciate it. That helps others learn about the show and helps us get more listeners and bring people into this community and help them out with some of this information, so that would be much appreciated if you could do that. Thank you for all of you who have already done that, and again, if you do leave a review on iTunes and it is read on the show, you will get an AviatorCast t-shirt. I’m still in the process of getting those designed, I just want to make sure it’s top top notch so I’m taking my time. It’s gonna happen but they’ll be there. So thanks to the Angle of the Attack crew for all they do. These guys are awesome. They truly do a lot behind the scenes, stuff that you would not want to do, not necessarily going dumpster diving or anything terrible like that or cleaning out the lavatory in the aircraft, but these guys do a whole heck of a lot to make sure that AviatorCast and Angle of Attack as a whole is a well-oiled machine. These guys are rock stars. Thank you to you the listeners as well. You guys are awesome. I couldn’t do it without you. Thanks so much for your encouragement, for you sharing AviatorCast with the aviation community, for leaving those reviews and for writing in to me at AviatorCast.com. You guys really are top notch. I would even go as far as to say I love you guys but there’s one person I love more than anyone else, and that’s Jesus, and then I love my wife. But you guys, I definitely love you guys too. Keep it up and keep being an awesome aviator and keep working hard. I hope that you learned a couple things from today’s episode. Join us next week. We are going to be talking to Jeff Nielsen, Airline Pilot Guy, you guys have probably heard of him before, so that is what we’re going to be up to on the next episode of AviatorCast. Until next time, throttle on![/transcript]The post AviatorCast Episode 62: The 7 Habits of Highly Effective Aviators appeared first on Angle of Attack.
Learning to fly…in front of the world. A Podcast about flight training. Follow Bill as he progresses through his flight training. This is the audio only feed. The audio podcasts are NOT the same content as the video podcasts, so if you want all the content, please subscribe to both. The audio feed is more tied to the student experience, in cockpit training, with a few features and special events. The video feed includes in-cockpit video sometimes, but is more feature oriented and does not typically coincide as closely with the training.
Rank #1: SPC #033-Into the Night, Part II.
This is part II of my night dual cross country flight. This part takes us from Marana Airport in the far northern part of Tucson back to Chandler. [KAVQ-KCHD] I mentioned the Remos GX LSA flight from Oshkosh in this episode. Here is the link to the Airspeed episode that covered this. My flight video from this will be coming in the future. Also, feel free to follow me on Twitter for the latest news from Student Pilot Cast land at http://twitter.com/billwil. If you are thinking about learning to fly, check out Air Freddy’s Learning to Fly Guide, an e-book that will answer many of your questions beforehand, and do it in an entertaining way. I hope you all enjoy the episode. Please send comments and feedback.
Rank #2: SPC #028-Into the Night, Part I.
Hello SPC listeners! Today we will follow my outbound leg of my dual night cross country. I had to take a couple of weeks off because of extensive travel, including some family vacations. I’m back now, though, but headed to Oshkosh this week. This means lots of content coming up hopefully. For most of it, follow me on Twitter at http://twitter.com/billwil, and I’ll keep you updated. In this episode, we did a dual night cross country from KCHD (Chandler) to KAVQ (Marana) which is in north Tucson. KCHD-KAVQ (around Eloy) Thanks again for listening, everyone. I hope to see you at OSH!
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: 14: Kathy McCullough - Retired Boeing 747 Captain, Photographer & Pilot Mentor.
Kathy McCullough shares her inspiring pilot journey. At the age of age 16 Kathy McCullough Flying career choice, was not wholly supported by her parents. However by the end of college, Kathy had purchased her first airplane, a Cessna 140 “taildragger”. Over the next few years a lot of change followed aviation wise for Kathy, including working as a flight attendant on Vickers Viscounts, flying Cessna 206’s to and from Mines and even helping fighting fires in Boise, Idaho. Kathy joined Northwest Airlines in 1981 which was the start of fantastic 26 year career. Starting on the 727 and DC-10s, Kathy finally retired as a Captain on the prestigious Boeing 747. Now retired Kathy is following and enjoying her other passion, photography and also does motivational speaking to at-risk kids and school groups.
AOPA presents the "Never Again" series in AOPA Pilot magazine and online to allow pilots to learn from the experiences of others.
Rank #1: Never Again: Blowing in the Breeze.
A Piper Archer pilot finds out that opening a door in-flight is no big deal...until you fly into a cloud...
Rank #2: A monumental mistake (July 2019) .
Sightseeing pilots in a dream destination are seduced by scenic grandeur into making a flight they would regret. (By Alan Cockrell)