9 1/2 Steps to Improve Your Flying

9 1/2 Steps to Improve Your Flying By Matt Tanner

There are many things that you can do when you fly to make yourself a safer and better pilot. Too many pilots get careless and stop doing fundamental things that could save their lives. Here are some simple things that you can do to improve your flying.

1. Use your rudder pedals.

It seems simple, right? Well, too many people neglect to get in the good habit of using them. Use them during taxi, takeoff, climbs, cruise, maneuvers, descents, and landing. Get the picture – Use them all the time.

You can know exactly how much to use them during flight by looking at the slip/skid indicator. That is the ball of the turn coordinator. As long as the ball is centered between the lines, you are using the right amount of rudder. If the ball is outside the lines, add rudder in the direction that the ball is located.

For instance, if the ball is to the right, add right rudder. An easy way to remember this is to "Step on the ball." Add enough pressure to re-center the ball.

There are a lot of things happening when you are airborne. Correctly using your rudder will make you a better pilot, keep your passengers happy, and show your piloting professionalism (something you need to have, even if you are not a professional
pilot). Remember, step on the ball.

2. Use Your Checklist

As you are flying, make sure that you use your checklist for each portion of the flight. There are checklists for everything from preflight to securing the airplane. Most airplanes have a checklist in the owner's manual that you can use during your flights. Also, when you learn to fly most flight schools have checklists that are available for their students.

But checklists aren't put there to look pretty. Your job is to use them. If you get in the habit of using one each flight, you will be that much safer. It's not going to do you any good in your flight bag. Even if you know the items by heart, still double check yourself anyway.

Another thing, if you need to add something personal to your checklist (like don't forget your sunglasses, or turn off your cell phone so the battery won't run down as it searches for a signal in flight) do this as well. As long as you have all the required items included, add any that will help you personally during your flight.

3. G.U.M.P.S.

Whether you use G.U.M.P.S. as your landing checklist or not, get in the habit of using a memorized checklist for your return to earth. In a complex airplane, Gumps is; Gas, Undercarriage, Mixture, Propeller, and Seatbelts. In a non-complex airplane, Gumps could be; Gas, Undercarriage, Mixture, Power, and Seatbelts. Of course you don’t actually have to lower your gear on a fixed gear plane, but it is best to remind yourself anyway. That way, when you do transfer to a retractable gear airplane, you won’t have to add anything to your checklist. This also happens to be one of the most important checklist items of the whole flight. So you will already be in the habit of checking your landing gear when you get to the point where it really matters.

4. Weight and Balance

Never ever forget to precisely calculate your weight and balance for each flight. Too many people have gotten lazy and careless, and have added extra weight in the form of passengers or cargo to their airplanes, thinking that everything is ok. Isn’t there room for error – a little safety cushion, if you will – in the maximum useful load? Why would you even want to know? If you take this attitude with your flying, you are putting yourself and your passengers in a very dangerous situation. Never operate out of the manufacturer’s set limitations for your airplane. They are there for a reason; to keep you safe!

5. T.O.L.D.

Takeoff and Landing Data should be calculated for every flight as well. Make sure that you are very familiar with all of the runways of intended use and their lengths and widths. If it is not something that you or your airplane can handle, don’t make the flight. Don’t get in the habit of assuming that just because you are in a Cessna 172 that every landing strip is suitable for your flight. Calculate your takeoff and landing distances for each flight, taking into consideration the density altitude and aircraft performance.

6. Appropriate Radio Calls

One flying safety item that can easily be performed is making sure that you make your radio calls at the appropriate time. Whether you are flying out of a towered or uncontrolled airport, be professional with your radio calls. One common error is made at uncontrolled airports, when after an airplane lands, the pilot calls clear of the runway while part or all of the airplane is on the runway side of the hold short line. This is dangerous! What if your airplane malfunctions and you are stuck on the runway and another airplane thinks it’s safe to land? This is a hazardous situation that can easily be avoided. At non-towered airports, it’s better to not make any radio call at all, than to make a dangerous one. Get it right!

7. Complete Runup

You have done a complete preflight inspection and are now ready to takeoff. Make sure you do a complete engine runup as well. Check every aircraft system while you are still on the ground before you get in the air. Determine that all of your radios, comm and nav are functioning. Check your vacuum and electric gyros. Check your flight controls and your engine gauges. Know that when you take off, you are as safe as you can be. There is no reason to rush through your runup.

8. Situational Awareness

Situational awareness is when you know exactly what is happening with your flight and with what is going on around you. On the ground, you need to make sure that you are aware of other airplanes that are taxiing and using the runway. In the air, use the radio and your eyes to know exactly where other airplanes are in relation to you as well as their intentions. But situational awareness is not just limited to knowing where other airplanes are. You also need to know exactly what is happening with your airplane, the weather, airspace, the winds, your location, what you would do in an emergency, etc. Regardless of whether you are flying cross country or local, for fun or for training, don’t assume everything is alright. Know what is happening around you.

9. Fly the plane from engine start to shutdown

When it comes to flying, make sure that you are maintaining vigilance at all times in the airplane. Too many times pilots zone out at some point in the flight. For many pilots, that time is before takeoff and after landing. Make sure that even when you are on the ground, you are flying the airplane. Keep a watchful eye out for other aircraft and don’t rely on the tower to separate ground traffic. Position your flight controls so that you have the proper crosswind correction, regardless of the wind speed. Even if the wind is calm, look at the wind sock and taxi as if the wind is really blowing in the direction indicated by the sock. Although you are on the ground, your control surfaces are still somewhat effective. Treat them as if your safety depends on their position.

9½. Have Fun

Even though it sounds simple, keep your flying fun. When you are in the air, you are living a dream. Don’t forget it!

About the author: Matt Tanner is an experienced flight instructor in the Atlanta, Georgia area. His background includes Embry Riddle Aeronautical University, the United States Air Force Academy Aero Club, Auburn University Aviation, American Flyers and more. Matt loves teaching students to fly and has compiled his extensive flying experience and advice into a book located at http://www.privatepilotguide.com

Article Source: http://EzineArticles.com/?expert=Matt_Tanner

learn to fly

Learn to Fly - 9 Certificates Explained By Erik Johannessen

There are millions of Persons around the world, who have learned to fly. Some of them do it just for fun, others use it as a way to travel to work and there are others who become career pilots to earn a living.

If you are starting to do research on how to learn to fly, it can sometimes become an overwhelming task, but stay calm it is not as hard as it looks!!! There are 9 different types of basic certificates. In successive order of qualifications they include student, sport, recreational, private, instrument rated, commercial, certified flight instructor, airline transport pilot and designated pilot examiner.

This system of certificates, together with a set of add-on ratings is used to specify the different types of flying a pilot may do. To successfully acquire a certain certificate, a pilot must complete ground school, written examination, oral examination and flight test. The good thing is that these certificates never expire until they are surrendered, suspended or revoked. However to be able to fly the pilot is required to remain current in certain things such as to hold a valid medical certificate and to fly a certain amount of hours per year.

Let me explain to you each certificate in more detail. Note that this information is based on FAA rules. The rules imposed by the Regulatory Agencies of your country might be slightly different, however in context they are pretty much the same.

Student Pilot

This is the starting point for everyone who wants to learn to fly. It is also the point where you will know if you will like flying or not. This can happen as early as your first flight. In my case, on the first flight I felt like I was the King of the World. Student pilot privileges are very limited, however they provide enough freedom to allow you to learn all of the basics, including cross country flying and interaction with ATC. When you are starting to learn how to fly, you complete all of your flights with a Certified Flight Instructor (CFI) on board. If you have reached the age of 16, have a valid Class III medical and have mastered the basic skills and educational topics of flight, you can make your first solo (Make a flight normally at an airport with low traffic, the location may vary from CFI to CFI, without an instructor or other certified pilots at the controls). As a student pilot you are allowed to operate only near to your "home-base" and with a sign-off by your CFI you can travel to other local airports to practice your cross country skills. You may only fly in good weather during the day and night. You may think "I have a CFI on board and if weather gets worse he can fly back". In general terms that is true, but it would be a waste of your money, since those hours do not count towards your certificate. I personally do not recommend it, but hey, it is your money. As a student pilot you are not allowed to carry passengers or fly for hire. Flying on busy Class B airspaces is usually not permitted without a special permission from your CFI.

Sport Pilot

Sport pilots fly in aircraft that fly at low speeds - less than 100 mph. The sport pilot certificate created new medical standards for pilots. These pilots usually do not require Medical Certificates. The only proof they need is to have a current valid driver's license. To get this certificate you must be at least 17 years old and have a minimum of 20 hours of flight time. This includes 15 hours of flight training and 5 hours of solo flight. As a Sport pilot you may fly cross-country; however, you cannot operate at airports or airspaces that require ATC communication unless you receive the proper training and endorsements from a CFI. You are also not allowed to fly after dark and with more than one passenger on board. Every 24 months the pilot is required to revalidate their certificate by undertaking a flight review with a CFI.

Recreational Pilots

Recreational pilots are primarily people who learn to fly for fun, with little interest in becoming professional pilots or using airplanes as a practical means of traveling from place to place. Recreational pilots must be at least 17 years old and have a minimum of 30 hours of flight time (the real-world average is more than 40 hours), including a minimum of 15 hours of flight instruction. Recreational pilots may not fly more than 50 nautical miles (about 58 miles) from an airport at which they have received instruction, unless they receive appropriate cross-country training and a special instructor's endorsement. Recreational pilots may not carry more than one passenger at a time, and they may not fly for hire or at night. They are not permitted to operate an aircraft on any charity flights, nor in connection with a business or their employment. They may fly only single-engine airplanes that have fixed landing gear, no more than four seats, and an engine of no more than 180 hp. They may not fly in airspace where communication with air traffic control (ATC) is required unless they receive the appropriate training and have a special endorsement from a certificated flight instructor (CFI). As a result of these restrictions, the vast majority of people studying for their recreational pilot certificate continue to earn their private pilot certificate. Because of this, there usually are only about 300 pilots with the recreational certificate each year. Recreational pilots must have a current Class III medical, which they must renew every 24 or 36 months (depending upon age). They must revalidate their pilot certificates every 24 months by undertaking a flight review with a CFI.

Private Pilots

Private pilots comprise the largest group of pilots and are among the most active flyers. In 2003, there were 241,045 private pilots. To become a private pilot, one must be at least 17 years old and have a minimum of 40 hours of flight time (the actual average is about 70 hours), including 20 hours of instruction and 10 hours of solo. Pilots trained according to accelerated curricula defined in Part 141 of the Federal Aviation Regulations may be certified with a minimum of 35 hours of flight time. A private pilot - with appropriate training, ratings, and endorsements (e.g., floatplane, tail dragger, multiengine, helicopter, jet, retractable gear, pressurized, high-performance, complex, etc.) - may carry passengers in any aircraft, day or night, good or bad weather (see Instrument Rating below). Private pilots may not fly for compensation or hire (no passenger or revenue services) but may share equally with their passengers the direct operating expenses of a flight - specifically fuel, oil, airport parking and landing fees, and aircraft rental charges. Private pilots must have a current Class III medical, which they must renew every 24 or 36 months (depending upon age). They must revalidate their pilot certificates every 24 months by undertaking a flight review with a certificated flight instructor (CFI).

Instrument Rating

While technically not a pilot certificate, the instrument rating is the most common and logical step to take after gaining some experience while flying with a private pilot certificate. This add-on rating allows a pilot to fly in weather with reduced visibilities such as rain, low clouds, or heavy haze. When flying in these conditions, pilots follow instrument flight rules (IFR). The instrument rating provides the skills needed to complete flights without visual reference to the ground, except for the takeoff and landing phases. All pilots who fly above 18,000 feet mean sea level (msl) must have an instrument rating. The instrument rating makes the use of aircraft more practical for routine transportation because most of the time, an "IFR-rated" pilot will be able to safely conduct their flight in spite of the weather conditions they may encounter. The instrument rating requires highly specialized training by a certificated flight instructor (CFI) with a special instrument instruction rating (CFII), and completion of an additional written exam, oral exam, and flight test. Pilots applying for an instrument rating must hold at least a current private pilot certificate and medical, have logged at least 50 hours of cross-country flight time as pilot in command, and have at least 40 hours of actual or simulated instrument time including at least 15 hours of instrument flight training and instrument training on cross-country flight procedures. If not used on a regular and sufficient basis, pilots must revalidate their instrument rating every 12 months by undertaking an instrument proficiency check with a CFI.

Commercial Pilots

As the name implies, commercial pilots can be paid to fly aircraft. Commercial pilots must be at least 18 years old and have a minimum of 250 hours of flight time (190 hours under the accelerated curriculum defined in Part 141 of the Federal Aviation Regulations), including 100 hours in powered aircraft, 50 hours in airplanes, and 100 hours as pilot in command (of which 50 hours must be cross-country flight time). They must hold an instrument rating, or be restricted to flying for hire only in daylight, under visual flight rules (VFR), within 50 miles of the originating airport. They may fly for hire in accordance with applicable parts of the Federal Aviation Regulations.

Certified Flight Instructor

A certificated flight instructor (CFI) is authorized by the Federal Aviation Administration to give instruction to student pilots and pilots taking recurrent training or preparing for additional certificates or ratings. They also may give flight reviews and recommend their students for flight tests. CFIs must be at least 18 years old and must hold at least a commercial pilot certificate and instrument rating. CFIs may earn a special instrument instructor rating, allowing them to teach instrument flying (operating an aircraft in the air solely by instrument indications without visual reference to the ground). An instructor with this rating is called a CFII. In addition to undertaking their normal flight review every 24 months, CFIs must revalidate their instructor certification every 24 months. There were 87,816 flight instructors in 2003.

Airline Transport Pilots

This is the doctorate degree of piloting - and 143,504 pilots were in this distinguished category in 2003. Airline transport pilots (ATPs) must be at least 23 years old and have a minimum of 1,500 hours of flight time, including 500 hours of cross-country flight time, 100 hours of night flying, and 75 hours in actual or simulated instrument flight conditions. Most ATPs have many thousands of hours of flight time. ATPs also must have a commercial certificate and an instrument rating. ATPs may instruct other pilots in air transportation service in aircraft in which the ATP is rated. They may not instruct pilots outside of air transportation service unless they also have an appropriate fight instructor certificate. ATPs must have a current and much more stringent Class I medical, which they are required to renew every six months. Like all pilots, they must revalidate their certificates every 24 months with a flight review. However, most active ATPs undergo a check ride in an aircraft or simulator every six months.

Designated Examiner

If the airline transport pilot is the doctorate degree of piloting, then becoming a Federal Aviation Administration (FAA) designated pilot examiner (DPE) is the equivalent of mastering advanced post-doctoral work. These individuals are few and far between. They're almost like judges in that they have to be appointed by the regional FAA Flight Standards District Office (FSDO). Before one can become a DPE, he or she usually has to wait for one of the current DPEs in that region of the United States to retire. As the name implies, these people have been designated by the FAA to test or examine the performance of their fellow pilots. DPEs typically have decades of real-world experience and perform the majority of official FAA check rides or flight tests for everyone from new pilots to seasoned airline captains.