Insights

As a student pilot 50 years ago, I never arrived at the flight school just in time for my lesson, nor did I depart as soon as it was over. I arrived early and stayed late so that I could listen to experienced pilots talk. That education was called “hangar flying.”

Our company’s administrative manager suggested that we offer open meetings for our student and renter pilots so that an instructor could address their aviation-related concerns. The customers would direct the meeting, not a specific topic. I immediately envisioned a modern-day version of hangar flying and volunteered to conduct the sessions. Three examples follow.

“I become very nervous when attempting a cross-country flight with my family when clouds are present but the forecast shows that it’s OK to go.”

That’s not uncommon; the solution is proper pilot thinking and planning. With two feet on the ground, I’m the eternal optimist. When within two feet of an airplane, I’m the eternal pessimist. You should be the same. You must assume that weather conditions will deteriorate and plan one or more diversion options that will ensure your safety and travel priorities. If such options do not exist and you must go, use another means of transportation.

“What’s the most dangerous part of flying?”

Takeoffs. Performance is minimized because of maximum weight (full fuel). If an accident occurred with structural damage, the fire hazard alone could be life threatening. On takeoff, smart pilots accelerate rapidly to the best-rate climb speed, VY, and maintain that speed until reaching a safe altitude—one that provides suitable landing options in the event of an engine failure. Flying is risk management that you can control with proper training, but there are two things that you should be truly afraid of: an in-flight fire and a midair collision.

“I asked for and received an IFR clearance to VFR conditions on top. If I experienced communication failure prior to reaching VFR conditions, should I return to my departure airport, turn toward the original clearance limit, or continue flying the assigned departure heading?”

First, remember that a rule cannot be made for every conceivable situation that you could encounter. Common sense and good judgment must prevail. Being a pessimist, you must assume that regardless of what you do, you’ll probably receive a phone call from an FAA inspector who asks for your side of the story. Only a fool would become arrogant or refuse to discuss the situation. It is the inspector’s job to get both sides of the story, so be thankful that you have that opportunity. However, you must be able to tell the inspector, “I consider my decision to be the safest course of action.” End of discussion.

No one can second-guess a pilot in command, and that means all pilots, from solo students to airline captains. Every pilot in command has the same level of responsibility.

With this loss of communication situation, what would be your safest course of action: returning to your departure airport—a Class C airport in this case; turning to the clearance limit—a VOR—and then proceeding to a nearby Class D airport in instrument conditions; or staying on the assigned heading knowing that VFR conditions would be encountered?

Stay on the assigned heading and continue climbing to VFR conditions, providing you could then divert to a suitable airport in VFR conditions. IFR clearances to VFR conditions on top are usually utilized when instrument conditions are localized, a common occurrence in coastal areas—not when they are widespread, a condition that mandates an instrument flight plan and clearance for your own protection.

“How often should I fly in order to maintain my proficiency?”

Don’t rely on federal regulations for this subject. It’s a matter of personal choice so that you can maintain the proper level of self-confidence for safe flying. My yardstick is what the U.S. Army required when I was an Army pilot: “Fly four hours a month or forfeit your flight pay.” And without flight pay, the ability to party hearty was out of the question. The Army knew what was required, because it had years upon years of experience that dealt with thousands of exceptionally well-trained pilots who flew light airplanes.

When I’m asked the cost of learning to fly, I always say, “Your first consideration should be the cost of maintaining proficiency once you become a pilot.” If a basic training airplane rents for $100 an hour, you’re spending $400 a month plus the cost of incidentals such as current navigation charts, medical certification, and AOPA membership. Only then will I explain the initial cost of learning to fly—the best bargain in America.