Tip#29:
Circling-Only Approaches

You should understand that when you accept a circling-only approach there are reasons why only circling minimums are authorized for the procedure and make allowances for these.

Most instrument pilots know that if a final approach course is not aligned within 30° of the extended runway centerline then only a circling approach is authorized. This does not mean that the pilot must circle the airport. However, it does indicate that more maneuvering will be required to land than for a straight-in approach. This is why circling minimums include greater obstacle clearance and visibility values.

Circling-only minimums may also be authorized when the final approach course does not intersect the extended runway centerline, or come within 500’ of the extended runway centerline within a required distance from the threshold. Therefore, on a circling-only approach, don’t expect to see the threshold right in front of you. Before you start the approach, create a mental image of where to expect the runway to appear. Have a plan for how you are going to maneuver to landing.

High descent gradient is another reason that straight-in minimums cannot be authorized, regardless of alignment. Final approach should be a segment of modest descent rate to landing. It is not safe to establish too high a rate of descent on final, and maintaining a normal descent rate on some approaches would have the pilot landing too far down the runway. Therefore, only circling minimums are authorized. Calculate the required descend gradient. Anything over 400’ per NM should indicate required maneuvering.

Remember to read any circling notes. Circling may not be approved in certain areas around the airport.

Tip#28:
Traffic Pattern Conflict

Hearing someone in the pattern with you that you can’t find is a real dilemma, particularly if they say they are on the same leg. The best thing to do is stay calm and fly level so you can see anything you are likely to hit and you won’t descend or climb into anyone. While looking for the other aircraft, announce your exact position in the pattern and your altitude and ask the other pilot for his exact information.

Example: Bonanza that just announced your position as downwind, runway 5, Frederick, this is Cessna 123TT also on downwind. I am opposite the numbers 23 at 1450 feet and cannot see you. Please state your exact position and altitude. Do you see me?

If you cannot resolve your relative positions, maintain your altitude and depart the pattern without any turns. Rock your wings a little to make your aircraft more visible to the other pilot. When well clear of the pattern, return to the airport for another try. If both aircraft maintain their altitude, it will avoid the classic traffic pattern situation of a low wing airplane descending into a high wing airplane, which is the worst visibility arrangement.

If you are lined up with the runway on final with one or more aircraft whose position is uncertain, it is best to turn away from final and the pattern to prevent someone from descending into another aircraft. Remember, you could be the one being descended upon, or the one descending onto another aircraft. Do not climb until well clear of the final.

Tip#27:
HAVE NO DOUBT

Have no doubt about yourself. Are you healthy and rested enough to make the flight? Are your piloting and instrument skills adequate? Are you legally current? Are you checked-out and current in this category and class (and type) aircraft?

Have no doubt about the aircraft. Is it appropriate for the mission? Is it in good condition and legally airworthy? Is it fueled and loaded properly?

Have no doubt about the weather. Do you have enough information? Are you and the aircraft prepared to handle it? Do you have an alternate plan if it is not as forecast?

If you cannot answer yes to all of these questions you need to correct the items or wait for conditions to improve.

Tip#26:
Balancing Your Load

Most light aircraft are not designed to fly with full seats, full baggage and full fuel. Every flight is a loading compromise. Full seats for short flights, or fuel for a long flight with one or two people.

It is a good idea to do several weight and balance computations for each aircraft you fly so you get an idea what its limitations and capabilities are.

When you do a weight and balance computation for a particular trip, remember to do a second one allowing for the fuel that will be used during the flight. Some aircraft fuel tanks are not located at the Center of Gravity (CG). As fuel is burned, the CG shifts and the weight changes. This can move the CG out of the approved range.

Always use the latest empty-weight information for the aircraft. As aircraft age, equipment is changed and repairs are made that affect the empty weight. Look for the latest form, or calculation in the logbook, completed by a mechanic or technician.

Tip#25:
After Landing

Don’t be in a hurry once the wheels have hit the ground. Too many pilots get anxious to retract the flaps, change frequencies, get out the after-landing checklist, etc. Unfortunately, the lack of attention to the still fast-moving aircraft causes mishaps.

Concentrate on keeping the aircraft under control until it is off the runway and stopped on the taxiway. Then call ground control, search for the after landing checklist, retract the flaps, etc. Retracting the flaps while still on the runway is particularly risky. Sooner or later you will get distracted and retract the landing gear by mistake.

Once underway again, concentrate on controlling the aircraft and looking for other traffic. When you have shut-down, secure the aircraft so it won’t roll away, even if you are just stopping there temporarily.

Remember to cancel your flight plan.

Tip#24:
PILOT PROFICIENCY

The most important piece of safety equipment in an aircraft is a proficient pilot. There are many ways to get and stay current, but at this time I would like to discuss the PILOT PROFICIENCY AWARD PROGRAM, also called the WINGS PROGRAM, because of the lapel wings pins issued to pilots as they complete phases of the program.

The PILOT PROFICIENCY AWARD PROGRAM is jointly run by industry and the FAA, and is available to pilots of all categories and types of aircraft. It is designed to encourage pilots to get regular ground and flight training. The certificates and lapel pins given to participants are a tasteful bonus.

In addition to obtaining the certificate and lapel wings pin, a pilot need not accomplish the flight review requirements if he or she had satisfactorily completed one or more phases of the Wings program within the preceding 24 calendar months.

The program consists of safety seminars conducted by the FAA and various industry groups, and flight training provided by any flight instructor of the pilot’s choosing. Local FAA offices and Flight Service Stations usually have a list of upcoming seminars in their areas.

Pilots flying airplanes can complete a phase of the program by attending at least one safety seminar and taking three hours of flight training including: 1 hour of basics, stalls, turns and other maneuvers; 1 hour of takeoffs and landings, including crosswind, soft and short field; and 1 hour of instrument work in an airplane or approved simulator, even if you are not instrument rated.

Upon completion of the above, the pilot will receive from the FAA a certificate and lapel wings pin. A pilot can repeat the process each year and receive another certificate and pin, which changes with each successive participation.

Pilots of all types of aircraft can participate. To learn more, get a copy of ADVISORY CIRCULAR 61-91H. It is available from the Safety Program Manager at all FAA Flight Standards Offices and on the FAA website WWW.FAA.GOV. From the FAA’s home page, use QUICK FIND and select ADVISORY CIRCULARS, then choose “by number”.

You can also learn more about the program at any safety seminar. Invite a flying friend to go along and you will have twice the fun.

Tip#23:
DEPARTURE PROCEDURES

Before departing IFR get out the instrument procedures charts for the departing airport. Check for the Delta T symbol, indicating non-standard departure procedures due to obstacles. Non-standard departure procedures may also be developed for efficient air traffic flow and ATC facilitation. Look for these. Familiarize yourself with such procedures and comply with them. Make sure the “after take-off instructions” in your clearance also complies with them. If there are no specific departure procedures, standard departure procedures apply. A standard departure requires 1 SM visibility for aircraft with one or two engines and one-half SM visibility for aircraft with three or more engines (all helicopters – 1/2 SM).

Established departure procedures are based on the aircraft crossing the departure end of the runway at or above 35 feet AGL, climbing at least 200 feet per NM (not per minute) to 400 feet above airport elevation before turning, and climbing at least 200 feet per NM (not per minute) throughout the remainder of the departure, unless a climb gradient is specified. This will provide the aircraft with 48 feet of obstacle clearance for each NM traveled in the departure (at the end of 10 miles of climb, there will be at least 480 feet of clearance).

While you have the chart book turned to the departure airport, familiarize yourself with the approaches into the departure field and set up at least one navigation radio for an approach that they are likely to be using at that time. In case of an emergency shortly after take-off, you are prepared for a quick return.

At airports below, or outside controlled airspace, a clearance usually starts with “upon entering controlled airspace…” This is because you cannot get an IFR clearance for flight in uncontrolled airspace. When departing such a field, it is totally up to you to make sure you will avoid obstacles until entering controlled airspace in the area mentioned in the clearance. In addition to following the guidelines above, it is a good idea to review a VFR chart for the area around your departure airport and ask local pilots or instructors if there are any dangers to departing aircraft.

Tip#22:
High, Hot and Humid

High altitude, hot temperatures and high humidity each have a negative affect on aircraft performance. In combination the effect can be considerable.

Each of these factors reduces performance by making the air thinner, less dense. The less dense air causes the engine to produce less power, the propeller less thrust and the wings less lift. Many pilots only equate this with high elevation operations. Summer temperatures have a significant effect on performance, even at lower elevations.

There are ways to deal with this phenomena. The first is to calculate the expected performance under the expected conditions, using the manufacturer’s materials. If you do this before you go somewhere, you may find the aircraft won’t takeoff safely until the following winter, or the climb performance at the destination will be so poor you couldn’t make a go- around. If there is not sufficient performance to takeoff and climb out, some accommodation must be made. You can wait for evening, or morning, when the lower temperatures will thicken the air. Reducing the weight may also make the difference. Don’t fill the tanks. Just carry enough fuel (plus reserves) to get to lower elevations. Leave out some of the load. In the mountains it is common for charter operators to make multiple runs with reduced fuel and load.

Turbo-charging helps under these circumstances. It gives back some of the performance lost to the thinner air. However, it does not return all of the lost capability. The engine may be producing sea-level power again thanks to the turbo-charging, but the propeller is still biting into thinner air as are the wings. You must still calculate what your expected performance should be.

Add some additional safety factor to your calculations, because the book figures were created by a factory test pilot flying a new airplane. Also, you may encounter unexpected conditions, such as gusty winds or a rough runway. Also, if it is humid reduce your performance expectations a little, because most manuals don’t provide for humidity variations.

Under these thinner air conditions the airplane flies at a higher True Airspeed for a given performance. However, do not fly at a higher Indicated Airspeed because of the thinner air. The Airspeed Indicator is also affected by the above factors. If you use the same Indicated Airspeed as usual, you will have the right True Airspeed.

Tip#21:
NUTS AND BOLTS

Whenever you are pre-flighting an aircraft look carefully at all the fasteners you can see. Use a flashlight, if necessary. Make sure they are all attached as intended. The engineers chose various types of fasteners for a reason. Know which location is supposed to have a locknut, cotter pin, DZUS fastener, safety wire, rivet, etc. Substitutions are not a good idea.

Pilots have lost wheels, landing gear components, ailerons, etc. because the appropriate fasteners were missing, poorly attached or in bad condition. Do not takeoff with a few cowling fasteners missing, assuming there are plenty more. The cowling was designed with all the fasteners for a reason. The engineer did not count on a pilot starting a flight with less than all of them.

Piano wire hinges require special attention. Some are held in place by cotter pins and others by being bent at both ends. Look carefully for the small cotter pins or to make sure the bent wire hinge pins have not broken and are working their way out. While checking the control surface hinges, also check for the integrity of any balance weights. If the weights come loose, the control surface can shake itself loose from the aircraft.

Some pilots don’t examine the cockpit door hinges, possibly because they are not structural items. It will be pretty scary if a door comes off as the aircraft flexes during maneuvers.

If the cowling design allows for opening during pre-flight, take advantage of the opportunity to examine the engine mounts and landing gear fasteners in this area.

Confirming the integrity of all the fasteners during pre-flight adds to the confidence factor during flight.

Tip#20:
Avoiding Wake Turbulence

Flying through the wake of a large airplane can easily cause an uncontrollable roll that may be impossible to recover. The only safe procedure is avoidance.

Wake Turbulence is caused by the high pressure beneath the wing of an aircraft curling over the wingtip to the lower pressure on top of the wing. This causes a horizontal vortex rotating counterclockwise behind the right wing and clockwise behind the left, as viewed from behind. The larger the airplane and the slower it is going the worse the vortices, because the pressure differential is greater between the bottom and top of the wing. Once created, wingtip vortices slowly settle downward and drift with the wind.

To avoid Wake Turbulence do not fly close behind and below large aircraft, particularly close to the ground, where there is little room or time to recover. Time is your best ally. The more time between you and a preceding airplane, the more the vortices will have dissipated. When landing, stay above the flight path of aircraft landing ahead and land beyond where it did. If landing behind a departing airplane, land before the point where it lifted off. Do not fly through the flight path of either. When departing behind another departing plane, give it some time and then takeoff before its liftoff point. Try to climb out upwind of its flight path, since the vortices will drift downwind. When taking off after a large airplane just landed, give it a couple of minutes and if the runway is long enough, takeoff beyond the touchdown point of the landing aircraft.

Controllers will often warn of potential Wake Turbulence. Believe them. However, do not count on them. Evaluate every situation yourself.

Tip#19:
Thunderstorm Avoidance

If you think you are giving a thunderstorm sufficient clearance, give it a little more. Severe wind shear from a thunderstorm can be encountered as much as 20 miles away and hail can be found thrown almost that far. Although downwind is often considered the most dangerous area outside the storm, thunderstorm hazards can be encountered in any direction from the visible cloud.

Do not try to takeoff or land in front of a thunderstorm. A low altitude gust front often precedes a thunderstorm. It has caused many pilots to lose control of their aircraft. This is also a likely area for microbursts.

Never fly under a thunderstorm, even if you think you can see the other side. All of the terrible elements that can be found inside a thunderstorm are very possible beneath: hail, tornados, wind shear, turbulence, microbursts and heavy rain.

Remember, the cloud is just the visible portion of a much larger and dynamic storm system.

Tip#18:
Think Safety When Buying An Aircraft

Buying an aircraft is exciting, but safety should be considered as part of the process. There are two safety factors to address, the aircraft and the pilot.

Have a mechanic of your choice give the aircraft the equivalent of an annual inspection, even if the logbooks show a recent annual. Too many people have bought aircraft with Parker Pen annuals that later cost them a lot of money, or worse. Examine the logbooks carefully. Missing pages can hide repairs from a previous accident. Request a check of the aircraft's maintenance records from the FAA in Oklahoma City, which can also reveal accident history.

Also, get a good checkout from the previous owner or aircraft dealer. Even if you are familiar with the model, there may be options or new equipment with which you are not familiar. After a comprehensive checkout you will be current and more comfortable in your new flying machine.

A safe pilot in a safe machine is the only way to go.

Tip#17:
Being Organized

An organized pilot enjoys his flights more and is less stressed at the destination. He is also better prepared to handle the unexpected.

Before calling for a briefing look at the charts to familiarize yourself with the route. Have your planning sheet out and the names of prominent cities along the route already entered so you just have to fill in the weather information as given.

Open and fold all your enroute charts so that the point of entering each chart is visible. Stack the charts in the order in which they will be used. If you plan to use Instrument Approach Procedures charts, tab all the airports you may need. Also, get out and put in order the booklets for all the states over which you will fly. If you use looseleaf Approach charts, consider putting all the states you need in one trip binder.

Before starting the engine make sure you have all your tools handy (checklists, pens, plotters, computer, stop watch, etc.). Also, make sure you and your passengers are briefed and belted before starting the engine.

If flying VFR obtain all the necessary departure area and landing area frequencies as part of the planning process. VFR or IFR, manage your radios so it is easy to go back to the last frequency, if necessary. Also, if you have the input capacity enter the next expected frequency during a slack time.

Tip#16:
FROST

Never attempt to fly with frost on any of the airfoils. Frost on the wings, or the tail surfaces, destroys the laminar flow of air across the surface causing a significant loss of lift.

Any amount of frost will do this. It does not have to be thick. As the air passes over the rough frost, the layer next to the surface burbles and breaks free, causing a stall if extensive enough. Unfortunately, the stall frequently occurs close to the ground shortly after takeoff.

To eliminate this problem keep the aircraft under cover. If it does get frost, clean it ALL off before flight. Turning the aircraft into the sun while doing the rest of the preflight may quicken the thawing process.

Tip#15:
Checking Fuel and Oil

Check the fuel and oil before each flight. Not once a day. Not just after each refueling. Check them before each flight, even if you have only been on the ground a short time. During the flight water may have sloshed from nooks and cranies found in many fuel tanks. Deteriorating fuel caps can allow siphoning of fuel during flight. Loose seals may also allow rain water entrance into a tank. Pilots have been known to get a significant amount of water when refueling at a poorly maintained FBO. Paying attention to the amount of water found at each draining can alert a pilot to some of the above problems.

Checking the oil before each flight not only shows how much you have, but can also indicate possible problems. A significant increase in oil consumption per hour mandates a look at the engine by an experienced mechanic. Even on a short flight, a seal, oil ring or valve guide could go bad, causing considerable oil loss. Pay attention to how many hours it takes for the oil to appear dirty. If this increases quickly, it could be indicative of problems.

Don't forget oil analysis when the oil is changed. An oil analysis history can tell a mechanic a lot about what is happening inside an engine. This could prevent catastrophic problems or expensive repairs, as well as prevent an accident.

Tip#14:
Always Check Notams

If you don't like surprises when you fly, check notams before each flight. Even if you are just going for a local ride, it would be nice to know if there are any navaids out of service, or any runway or airport closings. Notams will warn you of restrictions due to airshows, sporting events and some political activities. Even something as simple as a model rocketry gathering could be unnerving if you were out sightseeing at low altitudes. Recent terrorist activities have shown how quickly restrictions can be placed on aviation.

Checking notams is the best way to be informed of the latest aviation system changes that could affect your flight.

Tip#13:
Avoiding Arrival and Departure Routes

If you live and fly in a busy area, and are concerned about avoiding the heavy iron, there is a simple solution. Visit the nearest Air Traffic Control (ATC) facility. They will gladly explain the inbound and outbound routes, fixes and altitudes used by different size and speed aircraft. You may find that time of day is also a factor. Avoid these routes, fixes and altitudes and you are unlikely to mix with heavy or fast airplanes. If you must fly in these areas, you will know where to be extra vigilant and where to be certain to communicate with ATC.

Tip#12:
Unintentional Stall/ Spin Accident Scenarios

Many stall spin accidents do not occur when pilots are practicing these maneuvers. They frequently occur in normal operations when the pilot's attention has been diverted. There are several common scenarios that tend to lead pilots into Stall/Spin accidents.

1. Short Field Takeoffs- The pilot gets distracted by obstacles and loses his awareness of attitude and airspeed. He may also induce yaw by not using enough right rudder for the high nose attitude. The best way to prevent this situation is to practice short field takeoffs regularly, know the attitude for best angle of climb and accurately calculate the required takeoff distance.

2. Slipping or Skidding Turn to Final- When overshooting the turn to final it is easy to setup a slipping or skidding turn in an effort to get lined up with the runway. This increases the rate of descent, which can cause the pilot to pull back on the yoke, causing a stall and spin. If you overshoot the turn to final, simply maintain a normal turn until close to the extended centerline and then reverse the bank to line up. If the overshoot is too drastic, go around.

3. Overtaking Slower Traffic- If you find yourself too close to slower traffic, do not continually reduce speed. Instead, turn to stay outside of them or leave and reenter the pattern. Remember to announce your intentions.

4. Engine Failure- When the engine quits you must maintain the best glide speed and attitude. You cannot stretch the glide by pulling up the nose, even though there is great temptation to do so. It is better to hit something under control, than to spin in out of control. Know your best glide speed and attitude, and practice glides and forced landings occasionally.

5. Go-Arounds- When we apply the power to do a go-around, the trim is usually up and the flaps down. This causes the nose to pitch up dramatically. Your attention is usually diverted to whatever made you do the go-around. You must pay attention to the airplane, and keep the nose from going up too high.

6. Rapid Flap Retraction- If you retract the flaps too quickly, you can change the stall speed from the flaps- down stall speed to the flaps-up stall speed faster than the aircraft can accelerate. It is a good idea to retract the flaps slowly. Airplanes with manual flaps are particularly susceptible to rapid retraction.

If you avoid these scenarios you will probably not be involved in a stall/spin accident.

Tip#11:
Check The Accuracy of Forecasts

Compare the actual weather, at various stations in the direction from which weather may be coming, with the previous forecasts for those stations to see if the actual reported weather matches the forecasts and if the timing of the weather is accurate. This helps you determine how much faith you want to put in the current forecast and what, if any, allowances you want to make for any previous forecast inaccuracies.

Tip#10:
Get The Whole Weather Picture

Don't just get the weather for your route. Check either side of your course and beyond the destination. Do this so you know which way to turn in an emergency and also, which direction unexpected weather may come from.

Whether you are flying VFR or IFR, you want to know where the good and bad weather is. As a VFR pilot you want to stay in good weather. Knowing where the IFR weather is and which way it is heading can help prevent unwanted surprises.

When flying IFR, you want to know where the good IFR, the bad IFR and the VFR weather is located. This not only helps with planning the trip, but also provides good information for use in an emergency, such as radio or electrical system malfunction.

If there is a High Pressure Area along your flight, plan to fly to the left of it and pick up a tail wind. Fly to the right of a Low for the same effect. The wind is strongest where the isobars are closest.

Tip#9:
Long Cross-Country Weather Planning

When considering a long cross-country flight it is a good idea to start watching the weather a couple of days in advance. Use the Weather Channel, newspaper weather maps, morning and evening news meteorologists, computer weather services, etc. to get the big weather picture and trends. Then, when you call for a briefing, you will already have an idea of what is going on and where it is headed.

When getting a briefing, regardless of where you get the information, do not shop around for a forecast that you like. Assimilate all the information and then make informed decisions based on all the information you have.

Remember, if the forecast makes you nervous, the flight is not likely to calm you down.

Tip#8:
Collision Avoidance Tips in the Traffic Pattern

Before making turns in the traffic pattern look over your shoulder for traffic that may be closer to the runway than you. In a high-wing airplane it is important to look under the wing as soon as you complete a turn to make sure there is no traffic closer-in coming at you.

On base, before turning final, look out the extended final approach to make sure there is no traffic further out on final making a long straight-in approach.

Always listen carefully on the radio (at both controlled and non-towered airports) for the position of other aircraft. At non-towered airports, make frequent position reports approaching the airport, in the pattern and on the ground before taxiing onto the runway.

If there are instrument approach procedures approved for your airport, it is a good idea to know which direction they come from and which direction the missed approaches go. Find out where the outer markers and procedure turns are located. When other aircraft call at these positions, you will know where to look.

If you are making an instrument approach (for real or practice) listen for traffic in the pattern and make frequent position announcements.

Be aware of overtaking situations with faster or slower aircraft. You could be either one.

When forced to make a go-around by other traffic in front of you, maneuver (usually to the right) to keep the other aircraft in sight.

Tip#7:
Enroute Checklist

Develop a mental checklist and habit pattern that you use to check things while flying along. You may find it useful to have a schedule for some items, such as comparing the Heading Indicator with the Compass every ten minutes and changing the fuel tanks at 30 and 60 minutes on the clock. The important thing is that you have a pattern for checking everything regularly. Include at least the following on your enroute checklist:

1. Scan for traffic. 2. Check the flight instruments. 3. Check engine instruments. 4. Scan for Traffic. 5. Check fuel gauges-is it time to change tanks. 6. Compare Compass and Heading Indicator. 7. Scan for traffic. 8. Check the radio and navigation equipment for correct settings. 9. Verify position. 10. Scan for traffic

Tip#6:
Make Normal Turns To Final Approach

Sometimes we overshoot the turn to final approach. Regardless of the reason, it is not a good idea to steepen the turn to correct this situation. A steep turn can easily lead to an accelerated stall.

The best way to correct for an overshoot is to continue a normal banked turn until close to the extended runway centerline. Then reverse the bank to line up with the centerline and make a normal approach.

If the overshoot is too drastic to comfortably correct, or the altitude becomes too abnormal, a go-around is in order. Remember, a go-around is less embarrassing, and expensive, than an accident.

Tip#5:
Use Extra Caution At Back-Country Airports and Fields

Many back-country airports are located in valleys or canyons, making for unusual approaches and limited sight distances. It is a good idea to overfly the airport and canyon prior to starting the approach. Mentally record the layout of the canyon and look carefully for any obstacles on the runway, such as fallen trees, gullies, wildlife and other aircraft. Many of these airports are situated in such a manner that go-arounds are not an option. You have to get it right the first time.

Back-country pilots usually monitor a common frequency (122.9 being the most popular). It is a good idea to monitor this frequency and make announcements prior to starting a landing approach or takeoff.

Since you often cannot turn around in the valleys, you frequently have to land in one direction and takeoff in the other, regardless of wind. So pay attention to any wind indicators. To land at these short fields you must approach at slow, short-field speeds. Wind tends to burble and eddy in valleys, which can be hazardous when flying slow. Experts recommend that novice pilots refrain from back-country flying when the wind at mountain peak levels exceeds twenty-five knots. Experienced pilots usually wait for winds below thirty-five knots.

Early morning flights yield better aircraft performance due to the cooler temperatures.

It might be a good idea to talk to a flight instructor, or FAA inspector, in the area where you are headed or even take a lesson on your first trip to the area.

Don't forget your survival gear.

Tip#4:
Multi-Task Chores In The Cockpit

Do chores a little at a time, while devoting time to the primary tasks of flying the airplane and looking for traffic.

Example: When it is time to change VORs, look up the frequency and radial on the chart, then go back to flying the airplane and looking outside. Then enter the frequency into the radio and turn up the volume. Again, check on the status of the airplane and look for traffic. Positively identify the VOR. Set the OBS. Go back to monitoring the airplane and checking for traffic. Confirm the OBS setting and maneuver as appropriate. Check the airplane's attitude and systems, and look for traffic.

If you are IFR in the clouds, the same procedures apply. Except you want to devote more time to monitoring the attitude instruments instead of looking outside.

The same techniques apply to other chores such as fuel management and setting up for IFR approaches, holding patterns, etc.

The important thing is to fly the airplane first and fit in the necessary chores a little at a time.

Tip#3:
Your Airplane's Attitude

You should know the pitch attitude of your airplane for all the various flight situations. Do you know what the attitude looks like over the nose for a short field takeoff? How about best glide attitude after engine failure? Is the best glide attitude different with the gear up versus gear down? You should regularly look up the speeds for all situations and then put the airplane in those situations so that you refresh your memory of what the attitudes look like.

Instrument pilots will find it helpful to know the pitch attitudes on the attitude indicator for the various flight regimes; climb, cruise, enroute descent, approach speed level and approach speed descent. Knowing the bank attitudes for a standard rate turn at different speeds is also helpful.

Tip#2:
30/45 Minutes of Fuel Is Not Enough

Slide compliments of GAMA

There are too many things that can happen during a flight to rely on the legal 30/45 minutes of fuel reserve required for Day/Night flights in an airplane.

The lineman may not get the last several gallons in the tanks.

You may have to make weather, ATC or sightseeing detours.

The winds may not be as forecast, you may not fly straight-as-an-arrow, your mixture leaning technique may be inexact, and your instruments may be inaccurate.

Several of these factors frequently gang up on unwary pilots who wind up in a farm field short of their destination.

Fuel is basically "Time In Your Tanks". Anything that reduces the amount of fuel or adds time to the flight reduces your reserve.

If necessary, add more fuel or plan additional stops.

Remember, 30/45 minutes is just the legal minimum, not necessarily the safe minimum.

For your next several cross-country flights, do a careful fuel calculation. Upon landing compare the actual fuel used with your calculations. Your findings should be informative, if not surprising.

Tip#1:
The Other Pilot Has the Right-of-Way

You learned the Right-of-Way rules for aircraft in ground school, but how good are the rules if the other pilot never sees you? Even if one or both of you are talking to a controller, one may not see the other in time.

Although you may have the "legal" Right-of-Way, it is safer to assume that the other pilot doesn't see you.

Always give the other pilot the Right-of-Way. It is better to be safe, and alive, than right.

About Bob Cathers

Since soloing in a Cessna 150 over thirty years ago, Bob has lived and breathed aviation. With over 6,000 Pilot-In-Command hours, he's done it all — flight instructor, charter pilot, corporate pilot, freight pilot, airport and FBO manager, even aircraft salesman!

In addition to holding CFII, Commercial and ATP certificates, Bob is a leading aviation expert and has conducted over 300 aviation safety seminars. Mr. Cathers is also a consultant for the COMM1 training series.

Check back monthly to gather all of Bob's Timeless Tips