I earned my Private Pilot Certificate before heading off to college in the fall of 2011. This allowed me to be one step ahead of my classmates and let me explore the world of aviation deeper. While in college, I obtained my instrument, commercial, multi-engine, and multiple flight instructor certificates (CFI, CFI-I, MEI).

During my senior year of college, I was a flight instructor and taught many students who were pursuing the same dream that I was. Teaching gave me a whole new outlook on aviation, as the students were now looking up to me for advice just as I had looked up to my instructors as a student.

After graduation, I moved out to Las Vegas, where I flew Twin Otters for a sightseeing company called Grand Canyon Airlines. This was my first job away from my home environment, and I had to take all my skills and knowledge and apply them in a new setting. I was able to adapt to my new environment quickly. I gained valuable experience while flying over the Grand Canyon and was able to take those skills to the next level.

Once I built up the minimum flight time to become a first officer at an airline, I applied and received a job offer at Endeavor Airlines, a wholly owned subsidiary of Delta Air Lines. I had reached my dream career of being an airline pilot. It definitely wasn’t easy, as there were many stressful nights before check rides and written knowledge exams along the way. Although I may be at a regional carrier, my main goal is to become a captain at Delta Air Lines flying the Boeing 757/767.

When it comes to balancing training and class work, it can be difficult, but when it’s your passion, the training becomes easier. Every day, I look forward to flying and seeing how well I can put my skills to the test. Flying a plane can be difficult due to the various types of weather and terrain in the area. Exercising my knowledge and skills to the highest abilities makes every flight hour worth it. Knowing I’m transporting hundreds of people a day to their destination is a feeling that keeps me wanting to be a better pilot.

I was thankful to have knowledgeable and inspiring instructors during my entire time of flight training. Jim Royse, my private pilot instructor, taught me skills that have stuck with me to this very day. I may be an airline transport pilot, but I still go back to my roots and apply what I learned as a private pilot in a professional setting.

The post My Journey to Becoming a Professional Pilot appeared first on Sweet Aviation.

There is one source (sometimes more, but let’s look at the engines as a singular unit) of power for the helicopter that drives both the main rotor and the tail rotor. The engine does not care what it’s powering, nor does the airframe care what’s powering it, so long as power is delivered. Different situations require more power, until reaching a point past which no more power is available. That is the finite limit of power available. Some situations, like high-density altitude, high weight, humidity, and hot temps can lower that maximum amount of power available. In the case of a tailwind, from a physics perspective, the rotor system doesn’t care where the wind is coming from (vortex generation aside). Nevertheless, we need more power with a tailwind because the tail rotor is working harder to keep directional stability. That higher demand from the tail rotor diminishes the amount of power available for the main rotor; thus, tailwind landings require substantially more power. Add in high-density altitude, max gross weight, or hot and high situations, where there is already a reduced amount of power available, and the results can be dangerous. Understanding how different maneuvers require more or less power in different conditions will help you manage your power and get the most out of your helicopter.

For more information, here are a few recommended readings on helicopter performance:

• An excellent article on the subject, “Understanding Helicopter Power Requirements: The Power Struggle,” can be found at the following link:

http://www.rotorandwing.com/2017/10/10/understanding-helicopter-power-requirements-power-struggle/

• Cyclic and Collective by Shawn Coyle, chapter 6
• Principles of Helicopter Flight, by W.J. Wagtendonk, chapter 13
• Helicopter Flying Handbook, chapter 7

The post Power Available appeared first on Sweet Aviation.

Here’s why: when we learn a new skill, we have a learning curve, but the same holds true for forgetting. Much like how knowledge acquisition is predictable, so is our ability to forget. Our retention of what we learned diminishes over time. This is called the forgetting curve, or more appropriately, the Ebbinghaus Curve. In the following graph, the X axis is percentage of recall, and Y is time.

By flying often, your brain forms more enhanced neural pathways to the information about flying, and it becomes easier and quicker to recall. Science! We can do more than fly to help stave off this decrease in proficiency.  We can chair fly or use flight simulators like our Redbird Flight Training Device. Simulating a flight, visualizing checklists, and saying aloud radio calls all help keep those pathways active. Generally speaking, a 5-minute daily refresher on some area of aviation will go much further to help maintain knowledge than a 5-hour session once every check ride. Cramming is ineffective, but don’t worry, we all still do it.  Here’s a graph of how our forgetting curve is affected by frequent refreshers.

I think the conclusions are self-evident. The more we revisit information, the less we forget over time. Yes, this seems obvious. But what may not be obvious is how little time is required if the information is revisited consistently and often. Clear skies and happy studying!

If you’d like more information, I will be happy to send you a link of sources on the learning curve and the benefits of deliberate practice.

Sources:

“The Forgetting Curve” accessed, 03/04/2017.

Platt, Gary. “The Forgetting Curve and its Implications for Training Delivery”

The post The Forgetting Curve appeared first on Sweet Aviation.

Whether a little single-cell pop-up storm or a long line of embedded thunderstorms, stormy weather should demand our utmost respect. The hazards of these storms include turbulence, lightning, hail, icing, wind shifts, and heavy rain. A good rule of thumb is to steer clear of a cumulonimbus cloud (CB) by at least 20 miles if you are downwind of it. If you do end up in a thunderstorm, keep the speed below maneuvering speed and focus on keeping the wings generally level.

Also be sure to stay aware of density altitude. As the temperatures rise, the air becomes less dense. This has an adverse effect on the performance of any airplane. The engine will produce less power, the prop has less air to move, and there is less air flowing over the wings to generate lift. To compute the density altitude, take the current pressure altitude (the altitude you get when you set the altimeter to 29.92 in) and convert it for the warmer temperatures. This can be done on an E6-B. We can also find it already computed for us on the local AWOS broadcast. We should take the density altitude into account when we are figuring takeoff and landing distance, climb performance, cruise speeds. A hot day (over 90°F) can easily add 2,500 ft. to the field elevation. This may mean planning shorter legs, flying early in the day or in the evening, or finding ways to reduce the weight in the plane.

The last hazard that deserves to be mentioned is the traffic. If it is beautiful weather and everybody is up flying, it can get very busy. Most midair collisions occur on beautiful days with good visibility. It is easy to be lulled into the sense that nobody else is around. Especially in the traffic pattern, we should keep our head outside the cockpit, looking for traffic as much as possible.

Enjoy the summer and the chance for adventure that it brings, but be safe, keep a wary eye out for the weather, compute your performance numbers before you go, and watch out for other traffic.

The post Summertime Flying appeared first on Sweet Aviation.

Things are happening fast, and that long-dreamt desire to become a pilot is actually happening. I know for me, a lot of my preconceived notions about flying, the work required, and the limitations that come with it went out the window the first week. How we react to the changes and the unknown determines whether or not we actually become a pilot — and, if we do, how good of a pilot we are. The most important decision every pilot faces is whether to make the trip or not.

If we don’t know what we don’t know, how do we ever find out? Well, that is a tricky proposal. The first step is to humbly admit that we don’t know everything and that we better work hard to find out all that we can. For me, I tried to find out what I didn’t know by questioning everything and assuming every trip would be made. Even when it looked like there was no way to fly, I wanted to push through the information so I could build a data bank of things that someday may be helpful.

I think the mental exercise of collecting information and forcing yourself to really analyze things is a great teacher. What I have found is that learning from those experiences, the process of whether or not to fly, actually comes pretty easy. Trial and error may work in the laboratory or the shop, but in aviation, it is a very short course.

Some pilots see a cloud and immediately cancel their flight plans. Others see a hurricane and say, “No big deal!” Pilot must make decisions for themselves based on their experience, equipment, and information.

Push the envelope on the ground in your thought process, and then the decision to fly or not becomes easier.

The post We Don’t Know What We Don’t Know appeared first on Sweet Aviation.

Wouldn’t it be great to take the flight controls with some sense of confidence that you’d be able to get the wheels back on terra firma in a safe fashion? AOPA created an online course call the Pinch Hitter. I highly recommend that every pilot encourage their frequent-flyer passengers to go through this course. Statistics indicate that only 0.5 percent of all accidents are due to pilot incapacitation. However, there are multiple true stories of passengers with some level of flight experience being able to save the day when their pilot needed them to do so. The AOPA online course will help provide some knowledge, but is there anything better than climbing into the aircraft with a certified flight instructor, grasping the flight controls, and actually flying the aircraft?

Here at Sweet Aviation, we’d love to provide that training for you and/or your friends and family. We’re also more than happy to fly with someone in their own aircraft. For example, if you own your own aircraft and would like for us to provide a flight instructor to help your passengers become more like copilots, please let us know. Within an hour or two of ground and flight instruction, an individual should be able to greatly increase their odds of being able to guide an aircraft safely down onto a runway. It seems to me like that would be time and money well worth spending. Give me a call or send me an e-mail to schedule a time to go flying.

The post From Passenger to Copilot appeared first on Sweet Aviation.

Although there are multiple currency items to monitor, I’d like to take a moment to focus on the FAA’s requirement for every pilot to complete a flight review every 24 calendar months. Let’s say I just obtained my private pilot certificate on 6/1/2012. This means I will need to complete a flight review with a flight instructor by the end of June 2014. There are a few things that can alter this requirement, however. For example, if I completed my private pilot training on 6/1/2012 and then completed my instrument rating on 9/30/2013, my flight review expiration date would be reset to 24 months later, on 9/30/2015. So, can you guess where I’m going with this? Yes, go ahead and upgrade your pilot skills by achieving your instrument rating, and in so doing, reset your flight review expiration date.

For those of you who are already private pilots or better, you will soon notice a slight adjustment to ouronline flight-scheduling system. It will ask for your flight review information. If you are in need of a flight review, the Flight Schedule Pro system will provide you with a warning that your flight review is outdated or past due. We hope this will help reduce the chance of you ever experiencing that embarrassing moment.

If you decide to complete a normal flight review rather than upgrade your pilot certificate, why not learn something new while you’re at it? This might be your perfect excuse to get behind the controls of our new Diamond Star DA40. The FAA simply requires that you receive at least one hour of ground instruction covering current regulations, and at least one hour of flight instruction. Once your instructor is satisfied with your knowledge and performance, he or she will provide you with a logbook endorsement that will reset your flight review expiration date.

The post Flight Reviews – Are You Due? appeared first on Sweet Aviation.

At a minimum, pilots should be willing and self-motivated to go beyond the FAA required currency requirements as needed to maintain a high level of proficiency. I encourage every pilot to take this idea to the next step. Fly with a dedicated passion for learning more every day in order to become more proficient and safe with every flight. The more proficient you are the more you’ll enjoy each flight knowing your knowledge and skills are well fit for your mission.

It is commonly said that a pilot is at the peak of his level of knowledge and skill on the day he obtains his certificate or rating. However, in my opinion, you’re now safe and legal to enjoy the privileges of your new achievement as a license to continue learning. Is satisfying the FAA’s requirements for currency good enough to be a safe pilot? Although each person has differing capabilities and limitations, I think it is nearly impossible for a pilot to maintain a safe enough level of proficiency by simply complying with the FAA’s bare minimum currency requirements. My question is, “Why be satisfied with being legally current and just proficient enough to hopefully be safe?” Take your passion for flying and continually apply it to looking for ways to become a more knowledgeable and skilled aviator.

What might this enjoyable and satisfying quest for an increasing level of proficiency involve? That will vary from person to person, but here are some ideas. Read AOPA articles and highlight, or rip out and place in your flight bag, the ones that stand out to you. Complete AOPA online safety courses and quizzes. Spend time hanging out with aviation experts. Analyze every flight you take, and learn all you can from it. Closely evaluate the weather on the days you have to make a “no go” decision to see what actually transpired in comparison with your original forecasts.

Join us for a ground school session that covers an area of interest or difficulty for you. Fly with a certified instructor and practice some crosswind takeoffs and landings while flying out for a $100 hamburger. I know a pilot who flies with an instructor every month. He rotates each month between emergency procedures, instrument procedures, and basic maneuvers to include takeoffs and landings. I like the saying, “Practice doesn’t make perfect. Perfect practice makes perfect.” Enjoy your passion for flying and apply it to an ever increasing level of knowledge and skill. Whether you’re flying for fun or flying for business, fly with proficiency. It will help to reward you with a long, safe, and enjoyable flying future.

The post Passion for Proficiency appeared first on Sweet Aviation.

Most of the people who are learning to fly at Sweet Aviation have a full-time job as well as a family begging for their time. But I’ve seen many of these people find a way to make it happen — and they love it because frequent flying helps them enjoy success.

There are other important benefits to flying frequently. With less time between lessons, the material from your previous lesson stays fresher. This means you can make more forward progress with each flight and spend less time reviewing the previous lesson. Not only does this save you money, but it also provides you with a greater sense of accomplishment and boosts your enthusiasm for the next step. Some of us have experienced the frustration of feeling somewhat trapped in a rut of endless review.
As flight instructors, this is something we’re particularly watchful for as individuals approach such milestones as their first solo flight or a check-ride. In addition to allowing you to review a plan or a syllabus for completing your goal during each pre-flight and post-flight briefing, flying frequently ensures your steady progress toward completion of your goal — and bringing you that great feeling of success.

In addition to finding time in your busy schedule, you may find the cost of flying frequently to be a challenge for balancing a budget. Please let us know if the expense presents an issue for you, and I’d be happy to discuss options for keeping you flying frequently — even on a limited budget. And to overcome the challenge of finding the time to fly frequently, I recommend scheduling multiple flights in advance. Flight Schedule Pro makes this fairly easy for you to do, via the “recurring” check box on the reservation window. If you haven’t done so already, please consider taking advantage of this option for scheduling multiple flights in advance. If the weather is bad, you can meet for ground instruction — at least for an hour or so. This will help to keep you moving forward and feeling good about your progress.

Learning to fly should be an extremely satisfying and rewarding accomplishment, and the journey to get there should be half the fun. Fly frequently, with a good plan of action that ensures an enjoyable journey and a timely completion of your training goal. In my opinion, that equals success! If for any reason your training process is not going as well as you’d like, please let us know. I’d love to meet with you and find a solution that will guarantee success by keeping you happily flying frequently.

The post Frequent Flying Leads to Piloting Success appeared first on Sweet Aviation.

To put a flight plan on file, most people use either an app on their iPad or an online service such as DUAT or DUATS, or by calling Flight Service at 1 (800) WX–BRIEF [that’s 1 (800) 992–7433]. Flight plans can be filed well in advance, but for various reasons, such as having current weather information, it is normally best to file your flight plan within a couple of hours of your intended time of departure.

To activate your flight plan, you need to talk with Flight Service, either on the ground via telephone or in the air via radio. If you’re sure you’ll remember to update your flight plan if your schedule changes, you may go ahead and activate your flight plan by providing Flight Service with an assumed departure time. However, the preferred method of activating your flight plan is via the radio after takeoff. The correct Flight Service radio frequency is easily found on the sectional chart. In the Fort Wayne area, Terre Haute Radio is available on 122.2 and 122.45.

Once you’ve activated a flight plan, you have to close or update it before the time runs out on it, in order to prevent embarrassing calls from Flight Service trying to make sure you’re ok. To help prevent forgetting to contact Flight Service (along with the resulting phone calls and sheriff visits to the airport), try to develop the good habit of closing your flight plan via cell phone before you exit the airplane. Another method of closing flight plans is to close it over the radio once you’ve spotted your destination on the horizon. It’s also a good idea to include your cell-phone number in your flight plan so that if you forget, they call you first.

To help make the filing process easier, you may find it helpful to set up a pilot profile with Flight Service by calling the briefer and requesting a pilot profile. The profile is connected to your phone number. Once you set it up, the briefer will answer the phone, knowing almost half the information required for the flight plan.

The post Planning for Safety: Flight Plans appeared first on Sweet Aviation.