Articles - FLY8MA Online Flight Training

So you want Free Flight Training huh?

15 Comments / Flight Training / By Jon Kotwicki

Yup, we do to! Everyone loves free things, especially pilots. Flight training is expensive to pay for it on your own, so how can you get a company to pay for your flight training? We’ll talk about ways to get a company to pay for your pilot training, as well as other ways of how you can pay for flight training. Companies that pay for flight training What company will pay for your flight training? The answer is, a lot and nobody. While that’s confusing, let us explain. Absolutely nothing in this world is free. Once you understand that, if your question is, “what company will help pay for my flight training, or give me training at a reduced cost?” then we can help you. There are many different roads to go here, but ultimately to have someone else pay for your flight training it is going to have to benefit them in some way that you become a pilot. Generally speaking, if your flight training costs $10,000, they will need to extract more than $10,000 in value from you becoming a pilot over a defined period (usually 1-2 years). In some cases the company may be willing to realize their investment over a long period of time. Take a look at the video below. This is how Lufthansa Airlines pays for their pilots training. Pilot Training paid for by the Airlines So does Lufthansa actually give their employees free flight training? Yes and no. While they foot the bill up front, the employee has a contract that they have to work for the airline for so many years to ultimately pay back the “loan” the company gave the student to complete the flight training. Because it costs nearly $200.000usd to train a new hire to the point they can go fly an Airbus for Lufthansa, the contract that requires them to work for the airline is much more than just a few years. US based airlines paying for pilot training In the United States, some airlines like Jet Blue are starting to use a similar model to the Europeans. Jet Blue offers a guaranteed job to cadets that enroll in their program. Again, however, the flight training provided to the “employee” is nothing more than a loan that must be repaid to the company. If the student fails flight training, or chooses to not fulfill the requirements of building so many flight hours after earning their commercial certificate, they will not get their airline pilot job, and will still be on the hook for over $100,000 loan. How to pay for flight training If you don’t want to become an airline pilot, or are just looking to get started with flight training and earn a Private Pilot’s Certificate, there are other avenues to get your training paid for. We’ll go over a few different ways this can work for you. Working at a Flight School Get a job working at a flight school answering phones, washing airplanes, and maybe working in the hangar helping out with basic maintenance. It is common for the flight school to give you a steep discount on the aircraft rental costs if you are working there, and potentially trade some of your work hours towards flight hours (avoiding paying tax on the income, although there is probably some law against that, it has been common practice for the last 75 years or so). There generally is not a “contract” time period you have to remain employed for to avoid repaying these benefits. Instead, working at a flight school to pay for flight training is more of a “pay as you go” model (or “work as you go”). Find a job as a Line Guy (or girl) A “line guy” is someone who helps park aircraft as they arrive at smaller airports, fuels airplanes, potentially washes airplanes, and moves larger aircraft with tugs in and out of hangars for private aircraft owners. Being that you’ll obviously spend a lot of time around aircraft owners, this job just may land you an opportunity to makes friends with someone who will let you use their airplane for little or no cost towards flight training (expect to repay them in some way such as washing the plane, helping with maintenance, etc.). The FBO (fixed-base operator) is who you would be working for in this case. FBOs are the companies at airports that sell avgas (airplane fuel), jet fuel, offer maintenance, and other aircraft services. FBOs can often time also own one or two small aircraft you may be given access to as an employee benefit, or be able to trade your working hours in exchange for hours using the planes. Similar to working at a flight school, working at an FBO to pay for flight training generally would not have a contract tied to it. Free or reduced-cost training as an employee benefit If you’re looking for an employer to foot the bill for your training up front, you’re going to have to look hard. While it is not impossible to find, most employers are uneasy investing in employees when there is not a guarantee they will be able to recoup a large investment such as flight training. Typically, if your employer is going to pay for your training in addition to your regular salary, there will be a contract terms attached to your training costs. That means if you leave the company prior to the term of the contract expiring, you will have to repay some or all of your flight training costs. When does a company pay for flight training? A company will pay for pilot training when they feel it will either make the employee much more valuable to the company, or if they feel the employee is already very valuable and want to offer benefits to try and retain the employee (without just throwing more raw money at the employee in terms of wages or vacation time). It is likely you will have

IFR Flight – What is IMC?

Leave a Comment / Flight Training / By Jon Kotwicki

IFR, or Instrument Flight Rules, is flying using the onboard instruments without reference to the ground. The most common example of needing to use instruments is flying through clouds or IMC conditions. IMC, or Instrument Meteorological conditions, is weather that require the use of instruments, typically cloudy or low visibility. That means pilots using IFR clearances can fly without ever seeing the ground. It would be similar to driving a car down the highway without seeing the lanes or street signs, instead only using the instruments on the dash to navigate and judge speed. Flying through clouds and low visibility sounds difficult and dangerous. However, it is a normal and safe part of flying. Pilots need IFR training to fly in these conditions. Can All Pilots Fly IFR? Though all private pilots receive some training to fly using only the instruments, it requires a separate license to legally fly in the clouds. If you are interested in learning more about IFR training or starting the process of learning to fly, CLICK HERE to get started today. Most small-aircraft planes and pilots fly on good weather days by using the ground to navigate. This method of flying is called VFR, or visual flight rules. This method works great on good weather days but limits the ability to fly anytime the weather takes a turn. You have noticed that airliners fly right through the clouds. All airline pilots and airliners fly into clouds and have powerful flight instruments to help fly in the absolute worst weather imaginable. Flying in such conditions requires operating under Instrument Flight Rules (IFR). Pilots can even land only by using the instruments and autopilot. That means they can land without ever seeing the runway. Autoland requires special training and certification for the pilots and the airplane. IFR Flight Without the ability to fly in IFR conditions, airplanes would be very limited, especially in remote places like Alaska. Watch FLY8MA Chief Instructor, Jon, fly around challenging conditions in Alaska. Flying in instrument meteorological conditions requires an instrument rating and an IFR clearance from air traffic control. It is a thrill to fly through the clouds, navigating by flight instruments. IFR training is hard work, but extremely rewarding. Many pilots consider it an essential skill. There have been accidents when VFR only pilots encountered bad weather and were unprepared to handle the IFR conditions. Some aircraft insurance companies offer large discounts to pilots with a current instrument rating. If you are interested in becoming a pilot, flying through the clouds in IMC is one of the most exciting experiences. In addition, it is one of the best things you can to advance your piloting skills and make you a more confident, safer pilot.

B-17 Crash at Bradley Accident Investigation

Leave a Comment / Uncategorized / By Jon Kotwicki

The NTSB has released the initial accident investigation findings from the October 2019 crash of the Collings Foundation Boeing B-17 Flying Fortress. The crash killed seven people. The 74 year old World War II bomber was destroyed in the crash. The initial findings from the NTSB gives some insight into what happened that day. The accident flight of the B-17 dubbed “Nine O Nine” occurred on October 2nd 2019 at the Bradley Airport in Windsor Locks, Connecticut. The weather was VFR at the time of the crash. The NTSB public docket containing the investigation evidence thus far gives us a clear picture of the flight path and ATC communications during the accident. Accident Background 12 people were on board the aircraft at the time of the crash. The pilot Ernest McCauley (age 75), and co-pilot Michael Foster (age 71), were both killed in the crash. There were 10 passengers on board, each of whom donated $450 to the Collings Foundation in exchange for a seat on the flight that was offered as part of the Foundation’s special FAA Living History Flight Exemption certificate. The flight departed from Runway 6 at KBDL (see diagram below showing runway intersection departure). The flight was handed off from tower to departure, and upon checking in with departure the crew stated their intent to return to the airport immediately. The crew did not declare an emergency (see cockpit transcript here). The departure controller did enquire as to the reason for the return and the crew stated they had “a rough mag on #4”, assuming there was an issue with a magneto on the #4 (right outboard) engine. ATC Audio: The departure controller asked if the crew needed assistance and if the flight required priority to land. The crew stated “negative” for assistance, but did say “i kinda would like to be on the ground as soon as possible.” B-17 909 Approach The crew maneuvered to join the right downwind for Runway 6. The last transmission from the crew was reporting “midfield” as they descended to about 300′ agl. As the crew continued to descend towards the runway in a low energy state, with one or possibly two of the right engines not producing full thrust they were faced with a very real problem. The engines on the left wing were not only yawing the aircraft to the right, but also the engines on the left wing were likely working harder producing more thrust to make up for the lack of thrust on the right side of the aircraft, further causing more thrust asymmetry and asymmetry of lift between the wings. Despite the issues, investigators did conclude that it was theoretically possible for the aircraft to have made it back to the field safely, but as we all know aviation rarely works out just as perfectly as the engineers intend for it to. NTSB Factual Report The report noted: (Examination of the wreckage indicates that the flaps were up, and video evidence indicates that the landing gear was down during the downwind leg of the traffic pattern.) The effect of airspeed on power required, flight path angle, and rate of climb is also presented, and indicates that during most of the flight, the airspeed was below the airspeed that would maximize the flight path angle (the condition required for maximizing the distance flown for a given altitude loss), and suggests that the airplane might have been able to clear the runway approach lights and reach the runway 6 threshold if the airspeed during the return to the airport had been higher (and/or if the landing gear had been kept raised until landing was assured). B-17 Nine O Nine Aftermath The FAA revoked the Collings Foundation’s Living History Flight Exemption in March. They noted maintenance issues found in both the #3 and #4 engines on the right wing, as well as other issues. At the time, McCauley (the pilot) served as the Foundation’s Director of Maintenance as well as the PIC for 909. This potential conflict could have led to the maintenance oversight that caused the issues in the October crash. From the report: “Regarding engine 4, to prevent the magneto ‘P’ leads from separating from the magnetos, someone had attempted to rig the magneto leads in place with safety wire. Inspection and testing of engine 4 left magneto revealed the movement of the safety-wired lead caused grounding to the case, which rendered the magneto lead inoperative. In addition, the right magneto of engine 4 was found unserviceable,” the agency stated in its decision. “An inspection of engine 3 showed all spark plugs electrode gaps were out of tolerance, fouled, and revealed various signs of detonation. Further inspection of this engine revealed problems with the cylinders.” The Collings Foundation is now defending itself in three lawsuits brought about since the crash. The Foundation has historically flown warbirds around the country, charging “donation fees” to help fund the maintenance and operational costs to keep the aircraft flying. Besides the B-17 dubbed 909, the Foundation owns and has operated many other WWII aircraft including a P-51 Mustang that you could ride along in for a $3,500 donation. In conclusion, for those of you who do not want to sift through the FAA and NTSB findings. It appears as with many accidents, that this was a case of poor decision making. Whether it be the decisions made during maintenance on the ground, or the decisions on the ill-fated flight. While we will have to wait several more months for the official “probable cause” from the NTSB, this accident, like many others, serves as a stark reminder to all in the aviation community that safety is no accident. Safety is achieved through careful and thoughtful maintenance, training, and ADM. Hopefully, we can all learn, and be reminded of the role we all need to play, so that this part of history does not repeat itself.

Corporate Pilot Life

1 Comment / Commercial Pilot, Uncategorized / By Jon Kotwicki

How to Become a Corporate Pilot There are two ways to fly on expensive and exclusive private jets. You can work and earn a big pile of money to buy one. Or the simple, cheaper option. Become a corporate pilot. Corporate pilots are commercial pilots who fly business aircraft around the world. Airplanes like Gulfstreams, Cessna Citations, Dassault Falcons, and Kingair turboprops. Unlike airline pilots, corporate pilots only deal with a few passengers and are not limited to large commercial airports. They typically fly airplanes smaller than airliners and work for companies or private individuals. Corporate aviation, also called business aviation, is an exciting career path with excellent pay, benefits, and the ultimate perk, flying fast jets and exploring the world! This article will describe the day in the life of a corporate pilot. It will cover job opportunities, the salary, and how to become a corporate pilot. Corporate Pilot Jobs Corporate pilots fly privately owned aircraft for private and public companies, private individuals, or private jet companies. Many people assume corporate pilots are private pilots for rich folks and celebrities. There are some private jet pilots for these celebrities, but this only represents a small fraction of the available corporate pilot jobs. Most business jets require two pilots to fly them. There is a captain and first officer, sometimes called a “co-pilot.” In larger flight departments, there is also a chief pilot and director of operations. These are positions that require more experience, flight hours, and sometimes higher education. They are also paid more than the other pilots. Business Aviation Jobs Corporate pilots that fly for companies are also called business aviation pilots. Many publicly traded companies and private companies operate a fleet of aircraft, called a flight department. Flight departments exist to serve the company. They do not sell seats on their airplanes. Only employees of the company are allowed to ride on these jets. Despite the high cost of private airplanes, it is often cheaper for the company than buying airline tickets. Plus, they save valuable time by avoiding security lines, extra transportation, and airline delays. It is common for corporate pilots to know the CEOs and other top executives on a first-name basis. Professionalism and safety is a top skill for all corporate pilots. Private flight department pilots are responsible for nearly everything, from catering, fueling, flight-planning, and even acting as the flight attendant on the plane. Charter Pilot Jobs Usually, when people talk about flying on a private airplane, they are thinking of a charter. The cost of owning and operating a private jet is too expensive for most people and small companies. For those who infrequently travel, chartering an aircraft is a cost-effective option. Charter pilots are commercial pilots that work for a company that owns the airplanes. These jobs are more similar to airline pilots. Since anyone from the public can charter an aircraft, it is highly regulated. Charter pilot jobs may be easier to find than other corporate pilot jobs. Some charter companies employ hundreds of pilots and are run similarly to an airline. Wheels Up is an example of a charter airplane company. Private Pilot Jobs In the world of aviation, a private pilot is anyone who holds a private pilot license. This license allows them to fly themselves and others without compensation. However, when discussing “private pilots” most are referring to an individual owning a plane and hiring personal pilots. Some high net-worth people will purchase an airplane and hire a management team to operate it. That will include personal pilots that only work for that individual. If you want to get a “private pilot license” so that you can fly private jets, you may be disappointed to find out you’ll need a very different license. To see all of the pilot license types explained, check out this article here. Corporate Pilot Life A wonderful part of aviation is that no day is the same. There are always new views, challenges, and excitement. A corporate pilot may be gone for a single day or weeks at a time when traveling around the world. Below is an example of a corporate pilot that works for a company operating a day trip. It is a corporate pilot’s job to operate the aircraft safely and maximize efficiency. Every minute counts. Day in the Life of a Corporate Pilot Let’s take a look at a corporate pilot named Steve, working for a Fortune 500 company’s flight department. Two days before the trip starts, Steve receives an email and phone notification with details about the trip. He starts preparations the next day. Steve chooses the best airports, negotiates fuel prices, and gets the airplane stocked for the flight. The morning of the trip, Steve arrives two hours before departure, or “wheels up.” He checks the weather with his first officer and files the flight plan. They perform a thorough preflight of the airplane. About 30 minutes before their flight, they start up the aircraft to have it ready the moment the passengers arrive. Steve greets the passengers. Today the company’s CEO and some managers are heading to Chicago for a client meeting. As soon as they sit down, Steve starts the engines and begins taxiing out for takeoff. Unlike airline flights, there is no security or waiting. A passenger can be dropped off at the airport and take off within minutes. For these people, time equals money. It is the pilot’s job to keep the operation running efficiently and quickly. Steve flies the first flight. En route, his first officer assists and prepares breakfast for the passengers. Before landing, Steve calls ahead on radio to the airport to confirm their car to meet them at the plane. After landing and taxiing to the private terminal, the passengers get out and drive to their business meeting. Steve and his first officer stay with the plane to prepare it for their flight home. Their business meeting is scheduled to last three hours. Once Steve and his

Low Time Pilot Jobs

Leave a Comment / Commercial Pilot, Flight Training / By Jon Kotwicki

You’ve done it! You’ve studied, you’ve trained, and you have flown your butt off to get that ‘golden’ commercial pilot certificate that finally allows you to be hired for compensation. But now what? Your new hurdle to climb is to find a job as a newly minted commercial, low time pilot. Sounds tough, but you are in luck as aviation has numerous possibilities when it comes to low time pilot jobs. Here you will find a list of low time pilot opportunities that will finally allow you to put that commercial pilot certificate to use. Banner Towing I can guarantee you have seen these planes buzzing around football stadiums, concert venues, and even pulling the occasional ‘Will you marry me?’ banner. This type of flying is a great way to start out your professional pilot career as you will most likely be flying numerous hours in a row- slow, low, and in VFR conditions. To become a banner tow pilot, you will need an endorsement that states you have gained proper instruction to ensure the safety of flight as you are hooking the banner onto your aircraft, close to the ground while already airborne. You will also need a tailwheel endorsement to fly the aircraft required to pull these banners. New to tailwheel flying? No need to stress, as Fly8MA has great resources to get you prepared for that tailwheel endorsement. What to expect Expect to find a banner towing job in large cities near stadiums or in popular tourist areas. Banner towing pilots will be flying their advertisements over large crowds of people, for numerous hours in a row, which means this type of flying position will more than likely be paid hourly. Also expect this type of flying to be done on weekends, which provides a great opportunity to have another flying position in conjunction with banner towing. Glider Towing Gliders are light aircraft that maintain flight without an engine. For these aircraft to become airborne, they utilize a powered aircraft to tow them into flight. Much like banner towing, this happens with utilization from a tailwheel aircraft. Unlike the other jobs in this article, glider towing is the only ‘job’ that you can maintain without receiving a commercial certificate, with the condition being you will not be compensated for your time. Although you may not be getting paid when you begin glider towing, this is a great way to get your foot in the door and gain experience that will lead you towards higher-paying positions. What to expect Glider flying is done in rural areas and mostly on weekends, as this is more of a sport hobby for the glider pilot. If you are being paid as a glider tower, you will more likely than be paid for a day’s worth of work, per flight, or hourly. Also like banner towing, this is another great opportunity to have another flying job in conjunction with glider towing. Aerial Photography Aerial photography is utilized to get the ‘big picture’ from above. This includes photos of real estate, construction, property, you name it, it can be photographed! As an aerial photography pilot, your job is to fly an aircraft with either a camera mounted to the plane itself or with a photographer that will be in charge of getting ‘that’ photo. You might be asking yourself, can’t a drone just do that? Yes! A drone can absolutely do that. But with the 400 ft. restriction that is placed on drone operations, drones are not capable of getting the same photograph that an aircraft can get at say, 1,500 ft.. This means that aerial photography is still absolutely in demand and a great job for a low time pilot. What to Expect Aerial photography flying jobs can be found all over as the possibilities are endless when it comes to aerial photographs. As an aerial photography pilot, expect to be paid either hourly or salary, depending on how large the aerial photography company is. Having your multi-engine rating is also a great way to make your resume stand out and bump up the pay as some aerial photography companies only fly multi engine aircraft. Flight Instructor By now you have heard it once, and you are going to hear it again. Get that flight instructor certificate! A Certified Flight Instructor’s job is of course to teach students to fly, but there is so much more to being a flight instructor than just this. In obtaining your Certified Flight Instructor certificate, you are solidifying the aviation knowledge you have already gained so far. This certificate will really take you places as you can of course become a CFI with low time, but you can utilize this certificate in many different ways well into your flying future. Have your sites on flying for the airlines? You could be an instructor for them! Ever thought of running a flight school? Every flight school needs a chief pilot, also known as ‘chief flight instructor.’ Have dreams of creating your own schedule, flying when you want, where you want, with aspiring pilots? Sounds like you would be a great career long flight instructor! This is just a few examples of where this certificate will take you, and by investing in this certificate you are really making a great investment in yourself as a low time pilot. What to Expect As a low time pilot, you will most likely find yourself in a traditional flight school setting starting out. Flight schools can really be found anywhere, and flight instructors are always in demand meaning the opportunity to find a position is in your favor. Expect to be paid hourly, although there are opportunities for salary positions depending on the school. Some flight school settings even have opportunities for additional flying depending on the services that the flight school provides. Still unsure that the effort of becoming a flight instructor is right for you? Fly8MA has plenty of

Tailwheel

2 Comments / Flight Training / By Jon Kotwicki

Ready for your tailwheel endorsement? Tailwheel flying is some of the most challenging and rewarding flying you can do. Of course the beginning of it all is earning your tailwheel endorsement. How many hours does a tailwheel endorsement take? Typically a tailwheel endorsement takes 4-10 hours of flight training. The range is due to how proficient you are when you begin your tailwheel training and what your prior flight experience is. Someone with 1,000 hours of seaplane time will generally catch on to flying a tailwheel airplane much quicker than someone who just earned their private pilot license in a Piper Cherokee. FLY8MA Tailwheel Training Fly8MA has offers an online tailwheel training ground school that has been used by over 5,000 students to help them earn their tailwheel endorsement. The online tailwheel ground school covers: Normal and Crosswind Takeoffs and Landings Wheel Landings 3 point Landings Go-around procedures Slow Flight, Power on and off Stalls Power-off 180 degree approached and landings Forward Slips Soft field operations Name Your Price Flight Training Tailwheel training is not only fun, it will make you a better, and safer pilot. At FLY8MA, we believe in this simple fact so much that we want to see as many pilots earn their tailwheel endorsement as possible. That is why we have started this tailwheel training initiative. To explore a different business model for flight training we will be offering up to 5 hours of tailwheel training at the 1L8 (Hurricane, UT) airport Fridays, Saturdays, and Sundays starting on February 19th. It’s time to kill the killer… There are many people out there that believe loss of control accidents in flight while maneuvering or during take off and landing will always be a part of aviation. We simply do not agree. At FLY8MA we believe that with better airmanship skills make safer pilots. With the proper training made available to all pilots, we really can prevent loss of control accidents from occurring. Of course, one big barrier for all pilots to receive this type of training is money. So here’s the good part, we’re ready to put our $$$ where our mouth is. We believe this training is incredibly valuable and every pilot should receive it, and we think you’ll agree once you complete it. So take the challenge, get started below, complete this ground and flight training, and it might just save your life one day. Here’s how it all works: Register for and Complete the Tailwheel Airmanship Training Course at FLY8MA.com. After the completion of the course, you will be able to schedule your first flight lesson for tailwheel and basic airmanship. You will pay what you feel your training is worth (for up to 5 hours of airplane time and up to 7.5 hours instructor time). Eligibility: Anyone holding an FAA Private Pilot Certificate or higher with current flight review. Must complete the Online Tailwheel Course at FLY8MA in its entirety prior to scheduling. Canceling a lesson with less than 48hrs notice will make you ineligible to continue in the program. Max 6’2″ height and 190lbs for the student. Up to one lesson per day. Any student may be denied at any point during the program. If the instructor feels you are not putting forth the expected effort before, during, and after your lessons, or if there is any safety concern, you may not be eligible for the program. Payment: After each flight lesson, you will be provided with a bill for the full rate of airplane and instructor time. You may be eligible for up to 5 hours of airplane time and 7.5 hours CFI time with optional payments. This program is funded with an initial $10,000 from FLY8MA. When you pay for your training that goes back into the bank account to continue the program (paying for maintenance, instructors, insurance, etc.) Once the bank account reaches zero the program will end. Additional Instructor time is $100/hr and airplane time is $120/hr Other Details The program will continue until the $10,000 is gone. Some think this will be a short-lived program. I’d like to think it will never be used up as I think you will see how valuable this training is, and pay for what you feel this training is worth to you. What is becoming a better pilot worth? What are skills that can save a life worth? When you successfully complete both the ground and flight training portion of this program you’ll have your smiling face added to our Student AIRMANSHIP page and receive 25% off any other FLY8MA online training course. Tailwheel Endorsement Completing the online ground school course and showing up for training does not guarantee a tailwheel endorsement. Endorsements are always earned. While a reasonably proficient and experienced private pilot can generally be safe enough to earn a tailwheel endorsement in as little as 5 hours, many students may take longer than that. Basic Videos If you’d like to see what your training could look like, take a look at some of our basic tailwheel training videos available for free on YouTube: Takeoff Wheel Landing High Speed Taxiing Tailwheel Syllabus How to Schedule a Flight Lesson Obviously getting to name your price for flight training is not a difficult sell for most pilots (let’s be honest, most pilots are fairly cheap). Given that what we want is for pilots to earn a tailwheel endorsement, priority will be given to those on a first come first serve basis, with consideration given to those who actually have the ability to study and time to commit to showing up to flight lessons. You can submit the form below to schedule your time slot via phone (all lessons must be scheduled via phone). After submitting the form below, one of our CFIs will contact you to schedule. First Name * Last Name * Have you already completed the FLY8MA Online Tailwheel Ground School? * NoYesIn progress now Phone * Email * Submit

Required Reports When Flying IFR

4 Comments / Uncategorized / By Jon Kotwicki

IFR Reporting Points There are two types of mandatory reporting points when flying under instrument flight rules (IFR). Reporting points in RADAR contact and reporting points when not in RADAR contact. We’ll go over all of the reporting points broken down into the two categories below. 37% of failed IFR checkrides is due to applicants not knowing the required reporting points, or failing to apply them properly in-flight or during discussion on in-flight scenarios. Mandatory IFR Reporting Points (RADAR Contact) Reporting points specifically requested by ATC (91.183) Any unforecast weather conditions encountered (91.183) Any other information relating to the safety of flight (91.183) and (AIM 5-3-3) When vacating any previously assigned altitude or flight level. (AIM 5-3-3) When an altitude change will be made if operating on a clearance specifying VFR−on−top. When unable to climb/descend at a rate of a least 500 feet per minute. When approach has been missed. (Request clearance for specific action; i.e., to alternative airport, another approach, etc.) Change in the average true airspeed (at cruising altitude) when it varies by 5 percent or 10 knots (whichever is greater) from that filed in the flight plan. The time and altitude or flight level upon reaching a holding fix or point to which cleared. When leaving any assigned holding fix or point. Any loss, in controlled airspace, of VOR, TACAN, ADF, low frequency navigation receiver capability, GPS anomalies while using installed IFR−certified GPS/GNSS receivers, complete or partial loss of ILS receiver capability or impairment of air/ground communications capability. Reports should include aircraft identification, equipment affected, degree to which the capability to operate under IFR in the ATC system is impaired, and the nature and extent of assistance desired from ATC. Take IFR Practice Tests Here Mandatory IFR Reporting Points (Not in RADAR Contact) All of the required reports when in RADAR contract PLUS these below: The time and altitude of passing each designated reporting point, or the reporting points specified by ATC (91.183) When leaving final approach fix inbound on final approach (nonprecision approach) or when leaving the outer marker or fix used in lieu of the outer marker inbound on final approach (precision approach). A corrected estimate at anytime it becomes apparent that an estimate as previously submitted is in error in excess of 2 minutes. For flights in the North Atlantic (NAT), a revised estimate is required if the error is 3 minutes or more. Pilots encountering weather conditions which have not been forecast, or hazardous conditions which have been forecast, are expected to forward a report of such weather to ATC. What you need to know Generally speaking it is difficult to remember all of these off of the top of your head. One of the easier ways to go about ensuring you know when and how you are required to make a report is to fly with an IFR kneeboard that has the required reporting points printed on it, or have them printed somewhere in your aircraft. While some examiners on IFR Checkrides will want all of these memorized, many will accept you being able to reference them in some sort of written form that would be easily accessible to you in flight. To learn more about how to actually apply these reporting points in flight and everything you need to know for your IFR checkride, check out the 2021 IFR Checkride BootCamp.

Tips on Mountain Flying

3 Comments / Flight Training / By Jon Kotwicki

FOREWORD The purpose of this series of Federal Aviation Administration (FAA) Aviation Safety Program publications is·to provide the aviation community with safety information that is informative. handy, and easy to review. Many of the publications in this series summarize material published in various FAA advisory circulars, handbooks, other publications, and various audiovisual products produced by the FAA and used in its Aviation Safety Program. Some of the ideas and materials in this series were developed by the aviation industry. FAA acknowledges the support of the aviation industry and its various trade and membership groups in the production of this series. Comments regarding these publications should be directed to the National Aviation Safety Program Manager, Federal Aviation Administration, Flight Standards Service, General Aviation and Commercial Division, Aviation Safety Program Branch, AFS-803, 800 Independence Avenue, SW, Washington. DC 20591. Preface We wish to thank all those who have contributed to this publication. including the Denver Flight Standards District Office; the Colorado Pilots Association; and, Denver Automated Flight Service Station. This publication is limited in scope and should not be considered a complete mountain flying course. To complete your mountain training, it is essential that you take a recognized mountain flying course that includes both ground and flight training. Only then should you consider yourself qualified to safely enjoy the unique beauty and challenge mountain flying can offer. Introduction Safety Window Mountain flying opens up new opportunities for the general aviation pilot for unique and interesting destinations, plus a view of spectacular scenery. However, mountain flying, even more so than flight in the flatlands, is very unforgiving of poor training and planning. There is a narrow window of safety that an untrained pilot can easily stray out of without the experience and knowledge gained from a recognized training program and a mountain checkout by a qualified mountain flight instructor. This publication is not intended to be a complete mountain flying training course. Instead, it can be used as an overview before you take recognized training or a review afterward. Recognized training for this type of flying is a must and you are encouraged to attend a recognized mountain flying course that includes adequate mountain ground and flight training. What is Mountain Flying? Rather than offer a definition of “mountain” flying, it should be pointed out that many of the subjects discussed in this publication can be found in nonmountainous areas or at low altitudes. For example, density altitudes over 8.500 feet can be found regularly on the eastern plains of Colorado in the summer. Also, dangerous mechanical turbulence and even mountain wave can be found in areas that aren’t usually considered mountainous. Of course, places like the Rocky Mountains are-where all of these concepts can be experienced first hand and you should have mastered them before you attempt a flight through these areas. Pilot Requirements Because of the more demanding nature of mountain flying, you should carefully consider your experience and background before beginning a flight into mountainous terrain. First, it is essential that you consider attending a recognized mountain flying course to give you the knowledge and skills you will need to be safe. There are numerous recognized courses taught, usually in the summer months. and you can contact an FAA Flight Standards District Office in mountainous areas for references. Second, itis usually a good idea to wait until you have at least 150 hours of pilot in command time logged before taking mountain training. Pilots with this amount of time have usually had time to become more familiar and comfortable with the airplane and with planning flying trips. Mountain flying in many areas will stretch your abilities to fly the airplane proficiently, navigate, and deal with weather. Aircraft Requirements Mountain flying presents demands on both the pilot and the airplane that may require more performance than light training aircraft have to offer. There are, of course, stories that are told during hangar flying about flying very low power airplanes into high mountain airports. 160 horsepower should be considered minimum for the airplane with a pilot with minimum mountain experience. Even that, however, will greatly limit your ability to react to strong winds and the up and down drafts they may cause. The aircraft gross weight and its affect on performance should be carefully considered. A minimum of 60 horsepower per occupant should be considered minimum. Read AC 91-15 here for a more in-depth look at real terrain flying. Last revised in 1967 “Terrain FLYING” AC 91-15 is one of the best publications the FAA has put together, and is still very relevant today. Weather Requirements Ceiling Requirements It is suggested that you cross mountain passes at an altitude at least 1,000 feet above the pass elevation. Since this altitude will usually put you over 10,000 MSL, the cloud clearance requirement is at least 1,000 feet below the clouds. Hence, you should make sure that you have at least a 2,000 foot ceiling over the highest pass you will cross. Determining the actual ceiling in the mountains, however, can present some problems. There simply aren’t very many mountain weather reporting stations. Also, those that do exist are almost exclusively in valleys. Reported ceilings at a mountain valley airport may have to be 8,000 feet or higher to give 2,000 feet ceilings at the passes. Visibility Requirements Many experienced mountain pilots recommend having at least 15 miles of visibility before attempting mountain flights. Since your navigating will be primarily by pilotage and dead reckoning, good visibility will help keep you oriented in a sometimes confusing array of geographical cues. Winds Strong winds can cause some of the most dangerous A conditions you’ll have to contend with in the mountains. To minimize the chance. of encountering dangerous turbulence, mountain flying should not be attempted if the winds aloft forecast at mountain top levels are greater than 25 knots. Above this level, potentially dangerous turbulence, as well as very strong up and down drafts are likely. IFR and Night Mountain Flights Experienced mountain pilots

Top 10 Most Difficult Private Pilot Test Questions

Leave a Comment / Flight Training, Private Pilot / By Jon Kotwicki

The most failed Private Pilot Written Test Questions Ever wonder what the toughest questions are that you will see on your FAA Private Pilot written exam? In this article we will go over each of the questions we have seen to be the most difficult for students. If you want to see where you stand and try your luck on the quiz before we get started, click on “Start Quiz” below! Use the Discount Code DONTMISS10 and get 10% OFF either your first subscription payment or course HERE!

Why Does the Cost of a Pilot License Vary?

Leave a Comment / Flight Training / By Jon Kotwicki

Private Pilot Training Costs Why is it that depending on who you talk to the price to get your pilot license varies so much? Is it that no one knows, the price always changes, or they just want to see how much money you’ve got to spend? There are a number of reasons why the cost of flight training can vary so much, and we will explain them here, as well as show you how to save real $$$ on your flight training costs. Note: there is no such thing as a “Private Pilot License” or a “Pilot License”, the correct terminology you will hear is Pilot Certificate. Variables that affect flight training costs Cost of aircraft used Cost of instructional time Total flight time and instructor time paid Flight Training Accessories Variable Fees Hidden Costs Cost of Aircraft Used The aircraft you choose to train in will play a large role in the final cost of your pilot license. Student pilots choose different aircraft for different reasons. Some folks like the idea of training in a newer, more modern aircraft (that costs a lot more to rent). While other flight training students simply want to get into the air and to earn their license as affordably as possible. We could spend many hours debating the pros and cons of renting a new vs old airplane for flight training. Ultimately, here is what matters. Whatever airplane you choose to train in, you will earn the same exact Private Pilot Certificate at the end of your training. No one will care what airplane you learned to fly in except you. And in all honesty, older airplanes typically make you a better pilot in the long run given less automation and more tasks for the pilot to handle. How to cut this cost There are several ways to save money on your flight training here. The different ways to save include: Find a cheaper plane to rent Join a flying club with cheaper rates Pay for “block time” or prepay for hours for a discount Ask for a discount for paying in cash Purchase your own airplane (this only works if you plan to fly it often to offset fixed costs) Minimize the number of hours you need to rent the plane (studying hard will allow you to learn quicker and save you on extra training time) Cost of Flight Instructor Time When you begin flight training in an airplane, you will pay not only for the rental cost of the plane, but also for the time your CFI (certified flight instructor) spends with you. If you schedule a 2-hour long flight lesson, you will likely be with your CFI for 2 hours, but only fly the plane for 1.3 hours. The extra 0.7 is the time used to brief and debrief you for the lesson. If you are not prepared for the lesson, that 0.7 can easily become 1.2 or 1.5 hours, and you will have to pay your CFI for the extra time they spend with you on the ground. Assuming you are paying $75/hr for your instructor’s time, you would have to pay an extra $60 just for the extra time they spend explaining to you what you could have studied on your own. The problem lies in the fact that many CFIs do not assign homework for you to study, and without guidance, you will not be sure how to show up prepared for your lesson. Using the Free Private Pilot Ground School on FLY8MA.com can help you become familiar with the concepts your CFI will present to you. For a more thorough course to prepare you and help you plan your studying and success in flight training, check out the Premium Private Pilot Course. How to cut costs on flight instruction The best way to cut costs here is to be prepared for your lessons which will save you on both aircraft rental time and ground time with your CFI. You can also shop around to different schools to find who might be the most affordable flight instructor in your area. You typically get what you pay for, but that doesn’t mean that the CFI charging $90/hr is any better than the instructor charging $65/hr. To determine which instructor will be the best fit for you, see “choosing the right CFI“. Total Flight Time and Instructional Time Like anything, the longer it takes, the longer it will take. What I mean by that is if you experience delays in flight training, you will begin forgetting things, other commitments you try to put on hold outside of flight training can only be put on hold for so long. Ultimately, as you begin to take more and more time between flight lessons, it will only be natural for that gap to continue expanding. Another key factor here is that if you do not devote the time to studying and accomplishing the Private Pilot Written exam PRIOR to beginning flight training, your lack of study time before beginning flying the plane will start to manifest itself in difficulty during lessons, lessons needing to be repeated, and drastically increasing your total aircraft and instructor time required to train you to proficiency. If you want to earn a license closer to the minimum hour requirements (and minimum costs as well), proactively studying PRIOR to beginning flight training will allow you to spend far less time in the aircraft and on the ground discussing topics with your flight instructor (and getting charged for all of it). Your best bet it to absorb as much information before you go to a flight school, and continue your studying (allocating sufficient time) while you are in flight training. Getting set up with a plan to follow will help you stay on track and make the whole process of learning to fly much easier. You can download our free guide to saving money on your flight training here. Flight Training Accessories First, Let’s talk about all