In our last blog, we asked our instructors for their top tips on how to make the most out of your time at a flying school. In this blog, we asked them what they thought were some of the most common student pilot mistakes.
Studying to become a pilot isn’t easy, and there are plenty of opportunities for error when learning how to master the controls of an aircraft. Making mistakes is a part of learning anything. This blog has tips helps you to avoid some of the biggest ones when flying.
Being underprepared
According to our instructors, the most common student pilot mistake relates to preparation. Many student pilots make the mistake of thinking that they know more than what they actually do know, and then find themselves out of their depth.
Preparation is crucial, and it’s impossible to over prepare. Poor preparation commonly sees students struggling with exams, or wasting valuable flying hours going over things that they should already know.
Students will confirm their pre-flight checklist items before takeoff such as checking the auxiliary fuel pump, setting the altimeter and exercising the propeller. However, a mistake students often make regarding preparation is not using their flight checklists.
Not conducting a pre-landing checklist is another common student pilot mistake. One that can result in failing their final flight test. Checklist items may feel like second nature, and you have the information in your head, but you must manually go through them every time.
One of the most common student pilot mistakes is not using your checklists properly – they are there to keep you safe and make your flight more enjoyable!
Impatience
There is no fast track to becoming a pilot, and nor should there be.
Flying is a distinguished skill that takes time to learn. Whilst there may be key competencies that you can pick up quickly, the process overall needs patience. Many students tend to want to jump ahead, and find it frustrating when things aren’t moving faster.
This results in misaligned over-confidence and rushing through components that require more attention. It can also make students disillusioned with their pilot pathway when they aren’t grasping things through lack of practice.
Not looking outside the cockpit
Just like driving a car, it’s important to look out the window when piloting an aircraft. Inexperienced pilots can unknowingly find themselves staring at the flight and screen controls rather than picking up visual and audio cues that indicate the performance of the aircraft, traffic and weather.
Students must remember to develop and hone their pilot instincts. This means not constantly relying on the flight controls to provide the information they need, and being continually aware of what is happening in the sky around them.
Lack of radio communication skills
Airports and their airspace are constantly busy. Communication over radio is rapid-fire and can be daunting for new students. Reluctant students can become hesitant to jump in during quiet moments over radio, and don’t communicate sufficiently with ground crew and air traffic controllers.
Clear and direct communication skills are essential for professional pilots. Practice your scripts when contacting the controller, and develop your skills to ensure you are confident and clear in your radio communication.
Not bribing your instructors with coffee
Believe it or not, this was actually the top response – every single instructor agreed that their students not buying them coffee was the most common mistake that they see during training.
We’re totally joking. But are we…? 😉
Don’t forget to buy your instructor a coffee occasionally!
You can get more pilot flying tips by subscribing to our YouTube channel. We have RPL/PPL flying lessons, aircraft pre-flight check videos, and more. Click the button below to subscribe!
You’re passionate about aviation, and you’ve made the commitment to learn how to fly. Make no mistake. Becoming a pilot is a huge investment of your time and finances. Like learning anything, you can be certain that the more effort you put in, the more you will get out of it – and the more successful you will be. We asked our Senior Flight Instructors for their top flight training tips.
1. Be well prepared
Just like many things in life, preparation is the key. Study before your lessons the theory course materials and other information available to you. The best student flight training candidates ensure they are well prepared for theory and flight lessons. It reduces the chances of having to repeat parts. Learning to fly isn’t cheap. Being well prepared will save you both time and money.
2. Observe other flights
– Always take the opportunity to join other training flights or sessions when they present themselves.
– Ask if you can come along as an observer and sit in the back seat on other students flights.
– Take notes whenever you can.
The more you are able to learn and build information outside of your own flying time, the faster you will grasp concepts. This can also help avoid the need to pay to fly extra hours to achieve your flight training objectives.
“Backseating” a flight to observe is one of our instructors’ top flight training tips
3. Be flexible with your schedule
Flexibility with your schedule is very important. There are many factors that can affect both instructor and aircraft availability, and if you are able to adapt to schedule changes then you will get more flight training time.
Always keep an eye on the weather forecast, and the upcoming flight schedule. Communicate regularly with your instructors to make the most of the times that look likely to be good flying conditions.
You should also try to schedule your theory lessons for when the weather is likely to be bad, as your instructors will be on the ground too.
4. Ask lots of questions
If you are completely new to the aviation world, it can feel pretty foreign. It comes with its own technical language, terminology, abbreviations, and that’s just the start.
You may feel uncomfortable asking questions, but you will find that everybody is more than happy to share their knowledge. What may seem like a silly question to you may be something that helps to piece together something far more important that greatly assists your flight training.
Don’t be afraid to ask a question. This gives you access to your instructor’s top flight training tips at any time!
5. Spend time at your flying school
The more time you spend at the school, the more chances you will have to join training flights as an observer at short notice. You can also then take advantage of cancellations and schedule changes where other students weren’t able to be as flexible as you.
It also goes without saying that spending more time around your instructors and the other student pilots will allow you more time to ask questions and share ideas.
6. Make use of flight simulators
Flight simulation technology now provides an exceptionally realistic representation of the cockpit, avionics, flight conditions, and aircraft behaviour. Flight sims form a crucial part of your training, and they are also a very economical way to hone certain skills, and to train for specific non-standard flight situations.
The more time you are able to spend learning your skills in a simulator, the more you can use your time in a real aircraft to put those skills into practice.
7. Fly as often as you can
Practice makes perfect. Repetition allows you to retain information and allow your skills to become second nature. If you don’t fly frequently, you may find that small bits of information have disappeared by the time you fly again, and you may need to repeat certain things.
If you are spending your flying hours going over things you’ve already learnt then you won’t be able to progress your flight training as quickly. Fly as much as you can!
8. Have fun!
This may be the most important point of them all. When it feels like hard work, try to remember why you wanted to fly in the first place. You’re learning to do something that many people dream about, but will never experience for themselves.
Celebrate your successes, be proud of your achievements in an aircraft, and never forget – YOU ARE FLYING!
One of the most important flight training tips is to remember that flying is fun!
You can get more flight training tips by subscribing to our YouTube channel. We have RPL/PPL flying lessons, aircraft pre-flight check videos, and more. Click the button below to subscribe!
For student pilots, flying repeat circuit pattern procedures around their aerodrome will form a large part of their training. In this blog, we reveal circuit flying tips to help you get it right from start to finish.
“The standard aerodrome traffic circuit pattern facilitates an
orderly flow of traffic and is normally a circuit pattern made with all
turns to the left. When arriving at an aerodrome to land, a pilot will
normally join the circuit upwind, crosswind (mid-field), or downwind
(before mid-downwind). Landings and take-offs should be made on the
active runway or the runway most closely aligned into wind. If a
secondary runway is being used, pilots using this secondary runway
should avoid impeding the flow of traffic on the active runway.”
The circuit pattern is the orderly take-off and landing flow of aerodrome traffic. Maintaining it is crucial to even the most major airports. Procedures will vary locally at different aerodromes that may have other factors to consider (terrain etc).
There are five basic legs to circuits:
– Take-off Leg – Crosswind Leg – Downwind Leg – Base Leg – Final Leg
While it might seem like a fairly standard or boring flying procedure to many people, circuit flying forms the basis of any pilot’s training.
Circuit flying includes fundamental flying syllabus including take-offs, climbs, climbing turns, medium level turns, straight and level flying, descending, descending turns, slow flying and landing. It’s also crucial to developing your separation skills as the presence of other air traffic is common.
The circuit flying pattern can be split up into 5 flight legs.
The definition of a perfect circuit
According to CASA, a perfect circuit will see the pilot completing the following:
– Take-off and then climb to 500ft (approx 150 metres) – Turn onto crosswind leg (perpendicular to the extended runway centreline) – Climb to 1,000ft (approx 300 metres) – Reference aerodrome for turn point and turn onto downwind leg – Reduce power, turn onto base and commence descent – Turn onto final leg and land
There are many factors that can intervene and subsequently make it harder for you to complete that textbook perfect circuit flight. These include:
– Traffic – Wind – Light – Glare
External factors aside, the best method for putting together a perfect circuit is to look at perfecting each of the legs individually.
Departure (take-off) leg
When airborne, find the attitude that allows you your nominated climb speed on full power. As soon as the attitude is established, find a reference point on the horizon and aim at that.
Once you have established your climb to a safe altitude (300ft or above), complete your take-off checks including a glance back to ensure your reference point is maintaining the extended runway centreline. Look for a reference point for your turn, just ahead of your left wing’s leading edge.
A clean take-off and a good setup into your first turn is essential for smooth circuit flying.
Crosswind leg
Begin your turn after you have reached an altitude of at least 500ft, although 750ft is the CASA recommendation. As it is a climbing turn, look to bank the aircraft at a 15 degree angle.
As other aircraft commonly join a circuit pattern on the crosswind eg at circuit height, keep a good lookout for traffic, and then adjust to maintain separation. Once the turn is made, maintain your attitude and power, and look for a reference point for the downwind turn.
Downwind leg
The turn onto downwind is generally made when your aircraft is at 45 degrees to the upwind threshold, onto a suitable reference point so as to track parallel to the runway. Depending on adjustments made for separation, you will either need to be level the aircraft at circuit height (1000ft) before, during or after the turn onto downwind. Lookout is again stressed, as traffic may also be joining the circuit on the downwind leg.
If a downwind radio call is required, it should be made when abeam of the upwind threshold. You should confirm your position in the circuit. Making a visual search by scanning from the threshold back along the final approach to base and then to downwind ahead of you. Identifying other aircraft positions within the circuit.
Maintain straight parallel flight by visually running the runway through the wingtip. Then you can complete your landing checks. Say each one out loud as you do them. Consider a reference point for your turn to base.
Base leg
As you are reaching a point in line with a 45° angle from the threshold, pick your reference point along the wing. Then make the base radio call if required. The best time to make the call is just before commencing the turn, as a turning aircraft is more easily seen by others in the circuit.
Reduce the power (1500-1700rpm as a guide) and then start a medium level (30°) turn. There’s no need to adjust your trim, as you will naturally wash speed in the turn whilst holding height at reduced power. Continue the turn onto your reference point, allowing for drift, until the leading edge of the wing is parallel to the runway.
Before the descending turn onto final, look carefully for traffic, especially along the approach path to ensure no other aircraft are on long final. Try to anticipate the roll out onto the approach (final) leg. This will help to ensure that the wings are level at the same time as your aircraft aligns itself with the runway centreline.
Throughout the turn, the angle of bank should be adjusted to achieve this by about 500ft. Adjust your altitude to maintain the nominated approach airspeed.
Circuit flying has a number of threats to look out for, and one of the major ones is other traffic.
Final (approach) leg and landing
During the approach, as with all phases of flight where the intent is to maintain a specific airspeed, it is important to emphasise that you should select, hold and trim the correct altitude for the desired airspeed.
When established on final, select full flap at the appropriate time and maintain your airspeed. Or allow it to decrease through attitude adjustment. Avoid extending your flaps during the turn onto final.
Select an aiming point on the runway (commonly the numbers, or the threshold), and then monitor and adjust your power as required to maintain a steady rate of descent to touchdown. If the aiming point moves up the windscreen, increase power – and if the aiming point moves down the windscreen, decrease power.
If you have trimmed the aircraft correctly, then the power adjustments should be small.
Your landing should be one smooth manoeuvre that slows the rate of descent to zero, and the speed to just above the stall speed, as the wheels touch the ground. When you have have assured your landing, often described as “crossing the fence”, close the throttle and progressively raise the attitude of the nose.
Gradually increase backpressure to achieve the correct attitude, so that your touchdown is light and on the main wheels only. Following touchdown on the main wheels, gently lower the nosewheel to the runway using the elevator. Use a reference point at the end of the rudder to keep straight on the runway centreline with your rudder, and then apply your brakes as required.
And there you have it! There will always be factors that require you to adjust things, but if you use this as a guide, then you will be well on your way to perfecting your circuit flying.
You can get more flight training tips by subscribing to our YouTube channel. We have RPL/PPL flying lessons, aircraft pre-flight check videos, and more. Check out our lesson on circuit flying, the click the button below to subscribe!
Effective communication is an important skill for any pilot. Being able to pass your ICAO Aviation English Exam with flying colours is crucial to your career. It is a requirement for radio communications with aircraft and air traffic control, advising your flight intentions, and with colleagues both in and around aircraft.
To ensure consistency, global standard English is the recommendation from ICAO for communication. It forms an essential part of pilot training. It covers a range of topic areas including the use of relevant terminology, vocabulary, and protocols. Pilots will be tested on Aviation English throughout their career.
Pass your ICAO Aviation English exam with flying colours.
Background
The language proficiency standards were established by the International Civil Aviation Organisation (ICAO) in 2008, and then applied to flight crew licensing and signatory countries soon after.
Although one may speak English well, it’s also critical that pilots can listen to and comprehend instructions given over the radio. Accents from controllers and pilots can vary from flight to flight. Overcoming the challenge of accents alone can mitigate issues, and consequently play a significant part in making a flight run smoothly.
Listening Skills
Taking the time to observe and listen to Air Traffic Control (ATC) can be a valuable strategy prior to your ICAO Aviation English test. Live ATC allows individuals to listen to various control centres globally. You can listen to ground control, control towers, and en-route centres at a number of locations around the world.
When developing your listening skills, accents from both pilots and controllers will become apparent. This allows you to effectively tune your ears to a range of accents and instructions that you will likely experience daily as a pilot. This will ultimately then make this component of the ICAO English test more achievable.
Vocabulary skills
In addition to honing your Air Traffic Control listening skills, pilots need a broad spoken vocabulary in practical aviation. Reviewing aviation images or scenes online and then describing them out loud can be a valuable technique in determining the depth of your vocabulary.
Google search for aviation scenes and images. Practice describing what you see in random scenes or images verbally using known aviation terminology. Practice this technique regularly to help expand both your aviation vocabulary and flow of communication. You will need to execute this for the Aviation English Proficiency Test.
Preparation is Key
Clear and effective communication will always be critically tested and assessed for any pilot candidate. Utilise the resources available to you immediately and then start applying techniques in preparation. Expanding and improving your own listening and communication skills will prepare you well as a future pilot in a rapidly developing and growing industry.
You can get more flight training tips by subscribing to our YouTube channel. We have RPL/PPL flying lessons, aircraft pre-flight check videos, and more. Click the button below to subscribe!
As technology progresses faster and faster in the modern world, there are many processes that are becoming automated. So where do human factors in aviation sit in an increasingly automated world?
What are human factors?
Even with automated tasks and processes, humans still need to either control, manage, intervene, or interact with technology at many stages.
Human Factors in its widest definition describes all the many aspects of human performance which interact with their environment to influence the outcome of events. These may be related to either the physiological or psychological aspects of human capability. Both of which are able to directly affect the way in which the human operator performs in different circumstances.
Human Factors knowledge reduces the likelihood of errors, and builds more error tolerant and more resilient systems.
What are the effects of human factors in aviation?
Things have changed a lot from when we had to manually start an aircraft’s propeller. And also from when pilots had to exclusively use landmarks to visually navigate during flight. But even with all of the latest technology installed in aircraft, human factors still play an enormous role.
The human factors involved in the operation and interpretation of even the most modern technology remain of the utmost importance in ensuring the safety of aircraft operations.
Negative human factor impacts
Most of the world’s worst aviation disasters have been a direct result of human factors, including the following. An example of this is the Tenerife disaster in 1977. A runway collision between two B747 airliners, due to misinterpreted radio communication form the captain of one of the aircraft. It resulted in 583 casualties.
There are examples of failed interactions between humans and technology. One such incident is the mid-air collision between a chartered Tu-154 passenger flight and a B757 DHL cargo jet over Überlingen, Germany in 2002. This resulted from ambiguous air traffic control and TCAS (traffic collision avoidance system) instructions. The automated TCAS instructions were in fact correct in warning the pilots of nearby traffic. It directed them to change their respective altitudes accordingly. The intervention of a fatigued air traffic controller however, who was unable to access the full scope of information he needed, resulted in the TCAS instructions being ignored, and the aircraft collided.
The Uberlingen disaster was a combination of automation and human factors in aviation.
Positive human factor impacts
Whilst human factors such as stress, fatigue and psychology can no doubt be discussed in relation to negative impacts on aviation, there are many situations where human factors are essential to the safe operation of a flight.
Most technology still requires a human to either operate it, manage it or translate it. In flight in particular, there are so many variables that at this stage it is very difficult to rely entirely on an automated system to make decisions.
A perfect example of the above lies in the recent tragedies involving Boeing 737MAX aircraft. This led to the grounding of the aircraft globally while software systems were checked and upgraded. There is evidence to support that the failing system was overridden by a pilot on the LionAir aircraft during flight the day before the subsequent accident occurred.
Investigation into human factors decisions that have proven to be efficient in breaking a chain of events that would have led to an accident is very important in improving aviation safety overall. This is helping to develop better technology.
Would you trust flying in an entirely automated aircraft?
The only way to eliminate human factors in aviation contributing to accidents is to completely eliminate human involvement. In other words, become 100% automated. But is this feasible, and would you trust an entirely automated aircraft?
The use of commercial and military drones shows the technology for pilotless plane travel exists and is in regular use. But whilst the world’s most common types of passenger aircraft rely heavily on computers to execute the commands of pilots and crew, a completely unmanned flight poses many potential issues.
Would there be teams of pilots on the ground controlling the aircraft? Who is in charge of the plane when it is in the air, and what would happen if an emergency situation with a passenger on board occurred?
It is incredibly difficult to think of scenarios that would not require human involvement at some level. Therefore, human factors are still relevant at some point in the process.
What do pilots think?
Naturally, pilots are concerned about flight safety. Steve Landells, flight safety specialist for the British Airline Pilots Association, says:
“Automation in the cockpit is not a new thing – it already supports operations. However, every single day pilots have to intervene when the automatics don’t do what they’re supposed to. While moving pilots to a control tower on the ground might eventually save airlines money, there would need to be huge investment to make this possible, and even more to make it safe.”
Where do human factors fit in the future of aviation?
Negative human factor influences may be accountable for most aviation accidents. But how many accidents have been avoided through positive human factor intervention?
The study of human factors in relation to aviation is incredibly important to maintain and improve the safety of flight operations in today’s world, as well as for the future of air travel.
With technology accelerating and offering more in the way of automation, the nature of the relationship between human factors and aviation will continue to change. Human management, interaction and involvement with technology and automated processes in aviation now is no less crucial than it was in the management of fully manual processes in the past.
I know nothing grabs your attention like the words ‘exams’ and ‘theory.’ Here I will give you the scoop on what to expect, and provide some tips on how to pass pilot theory exams.
No matter which course you have enrolled in, you need to study – so let’s get pumped for pilot training exam preparation!
Aviation is a complex and sophisticated profession. Airlines are not looking for cowboys and hotshots, but well-rounded, intelligent statesmen and women. The purpose of this post is to remind you of the importance of approaching the exam runway carefully.
I’m in the fortunate position of having completed all seven of my CPL subjects (woo-hoo!). I have already passed my RPL and PPL exams. I’m not here to brag, but instead, offer my experiences to help you.
First of all, congratulations on embarking on a dazzling journey in aviation. But before you hit the cockpit, you need to hit the books! Study is the best way to get your career off the ground. The RPL theory and subsequent RPL(A) theory exam covers:
Basic Aeronautical Knowledge Basic Aerodynamics Flight Instruments Human Factors Navigation and Flight Planning Meteorology Air Law
You may find some subjects harder than others, which is why thorough study is important. The exam is multiple choice, and can be completed online. You are allocated 2 hours, and the pass mark is 70%.
To tackle my RPL exam, I set aside two hours of homework each night after class. It allowed me to iron out weak spots and plug up any knowledge gaps. If you have any questions (and you should), or are finding certain areas tricky, always contact your instructor. They are there to help you pass! I would also recommend completing some practice/mock exams beforehand so you get an idea of the exam format.
The exam will only cover things included in the theory syllabus. That said, sometimes a question can have more than one right answer. You should choose the answer that sounds MOST CORRECT. That might sound funny, but it’s not just a matter of recalling information from memory. It’s important that you display your understanding of concepts.
Private Pilot Licence (PPL) Theory Exam
The PPL exam will cover a wide range of navigation-based topics, as well as knowledge learned during RPL. So it pays to brush up on RPL knowledge as well. The PPL exam has 55-60 questions, varying between multiple-choice and single answer. The pass mark is 70% and you are allowed 3.5 hours.
Some questions offer up to 3 marks and require calculations. It’s vital to answer as many of the extra point questions correctly as possible, as they can ultimately make or break your campaign. These questions mostly relate to take-off and landing distances, weight and balance, density, height and pressure calculations.
It’s advantageous to memorise the formulas for these problems as an over-reliance on the flight computer could throw off your answer due to rounding errors. Flight mathematics must be precise. Slight variants will result in an incorrect answer. There’s no room for guesstimates!
You are allowed to take charts and materials into the examination, so you need to be organised. It’s a good idea to familiarise yourself with the region(s) depicted in the charts as they’re based in Sydney. Most navigation questions require you to draw on the chart.
My best advice here is to take it slow. You have a sufficient amount of time to complete the exam. Slow and steady does win the race. Keep it neat. You don’t want your charts to look like a doctors prescription pad! There’s a saying in the military that applies to exams:
“Slow is smooth, smooth is fast.”
I found that taking the AIP (Aeronautical Information Publication) into the exam didn’t help me. I referenced the Visual Flight Rules Guide (VFRG), and that covered all my bases. This is the only exam which allows you to carry the VFRG – which is concise and easy to follow.
Commercial Pilot Licence (CPL) Theory Exams
Since there are seven separate exams for the Commercial Pilot Licence (CPL), I will give a bit of overview advice. The last thing I want to do is overwhelm you. All exams except Aerodynamics, Aircraft General Knowledge (AGK) and Human Factors, require reference materials and tools to complete the questions.
For all exams, a sound knowledge of the basic concepts is paramount as you could get quizzed on anything. The difficulty for each exam can fluctuate wildly, depending on whom you talk to. I found Aerodynamics and Aircraft General Knowledge easy, while others struggled with these.
It’s worth taking other students’ reports on an exam with a grain of salt. Everyone will have their strengths and weaknesses within each subject. The best bet is to be prepared for anything! You can always set yourself a practice exam (what better way to spend a Saturday night!). For my preparation, I tackled each exercise in the Bob Tait books twice, ensuring I scored above 90% in my practice exams before considering myself ready for the real thing.
Preparing for exams is stressful and tiring. If you’re flying AND studying for your CPL exams, it’s worth reducing your flying time. It sounds like a drag, but this is one case where too much multi-tasking can be your downfall. Use the extra energy to find which study times and locations suit you best. Some work better at home, in the morning – while others may be able to concentrate at school during the afternoon.
For subjects like Navigation and Performance, there are various calculations and chart reading exercises. You will benefit from completing the practice exercises and familiarising yourself with the formulas and formations. Again, it’s important to remember that rounding errors can jeopardise your entire exam.
Conclusion
To conclude, all exam success relies on sound study. Practice, be prepared and remember to take your time. Slow is smooth. There are no shortcuts to aviation knowledge, and being ready for all-weather is a good rule for life and an even better theory for flying. Good luck!
Thank you to student pilot Howard Lau for contributing these tips on how to pass your pilot theory exams.
One of the best tips for how to pass your pilot theory exams is simply to study hard!
Have you listened to the way a pilot speaks over the intercom? Can you make out everything they say? ICAO Aviation English is the universal language of aviation. It is used by pilots, air traffic control, aircraft maintenance engineers, technicians, airport crew, and airline and cabin staff. Like any language, there is a lot to learn, but knowing it well will make you a far better pilot. So what are some of the most common pilot phrases that you should know?
Clear Communication
Passing the radio communications exam is compulsory for all trainee pilots. A pilots role is to be fluent and knowledgeable in the various technical words and abbreviations. A pilot who can respond swiftly and accurately with an air traffic controller will significantly reduce the margin for error. In the air, mishearing can lead to a big mistake.
Some of the worst plane disasters occurred with confusion from the pronunciation of certain words. A pilot must not just break through the sound barrier, but the language barrier as well.
The Phonetic Alphabet
The NATO spelling alphabet that you may already know (Alpha = A and Bravo = B) was first developed by the International Civil Aviation Organisation (ICAO) after World War II. Like all languages, the phonetic alphabet can differ slightly around the globe. Certain Scandinavian countries have altered letters and added symbols. Some words in the NATO alphabet are spelt differently to assist with international pronunciations.
For example, ‘Alfa’ is spelt without the ‘ph’ because some European languages would not pronounce it as an ‘f’. ‘Juliett’ is given an extra ‘t’ for similar reasons because, in French, with Juliet a single ‘t’ is silent.
Common Pilot Phrases
AFFIRM
Don’t believe everything you saw on Top Gun! Pilots don’t say “affirmative” for ‘yes’ – the correct term is “AY-firm”.
APPROACH
A plane coming into land.
MAYDAY
This is one you never want to use. It’s the distress call for emergencies, such as a complete engine failure. It comes from the French ’m’ aidez’, meaning ‘help me.’ When in trouble, a pilot will say it three times.
MEL
Minimum Equipment List. This means a part of the aircraft has malfunctioned but is not of vital importance to the flight.
PAN-PAN
This is the next level of distress down from ‘Mayday’. Apply it situations which are severe but not life-threatening. Pan-pan originates from the French word ‘panne’, meaning a breakdown. Like ‘Mayday’ it is said three times at the start of a call.
ROGER
Contrary to popular belief, not all men who work in aviation are called Roger. This code-word confirms the pilot has received a message but not yet complied.
SQUAWK
To squawk is to set your transponder (the device for receiving a radio signal) so that your location can be identified on radar. Pilots may be asked to ‘squawk Mode – – Charlie’ or ‘squawk ident’, which are individual settings to allow air traffic control to locate a plane.
STANDBY
Meaning “please wait”, this is said when the air traffic controller or pilot is too busy to receive a message.
WILCO
An abbreviation of “will comply”, meaning the message has is received, and the pilot will comply. The phrase ‘Roger Wilco’ has made its way into more popular use, but technically, the ‘Wilco’ part is the more important.
So, read up on common pilot phrases! Then combine them with clear pronunciation and eager listening skills, and you are clear for takeoff.
Knowing some common pilot phrases is a great start to mastering ICAO Aviation English.
The case study of the successful forced landing has proved that other than having the tremendous flying experience, pilots need to be determined and make quick decisions.
Forced landings are simulations that we do when we are down to 500 feet and when we punch the power and overshoot; however, in reality, if your engine fails, you are literally flying the final 500 feet to the ground without training. The instructor did have the fortune to go through specialised forced landing training and he shared some excellent tips to students.
How do you sustain the seat crash tolerance?
According to the Federal Aviation Administration (FAA) regulations, aircraft that are manufactured before 1987 only require a seat crash tolerance of 9Gs in all directions while for others all seats have to exceed that tolerance.
A Cessna 172R has crashworthiness of 26Gs. As the impact in the incident was actually around 5–6Gs, it can be easy to exceed limitations if you botch something.
Tips for a successful forced landing in this aircraft:
To keep the cabin intact during the impact, you do not only need to fly at the minimum controller airspeed, but also use dispensable parts of the airplane to take the impact for you, such as the wings, landing gears and even the engine.
The crash energy goes up with the square of airspeed and using other parts of the airplane structure can help reduce that crash energy safely.
If you were to use trees as the instructor did in this case study, you should aim to impact the trees as horizontally as possible as that will allow the trees to reduce your forward kinetic energy.
How do you deal with engine failures?
A crucial takeaway from this case study is that not all engine failures are the ‘propeller stops spinning’ scenario that you might see in a textbook.
Most engine failures are in fact partial power loss. Some partial power losses can sustain level flight but in the case of the pilot in the case study, he didn’t have the power to sustain level flight, so essentially he was in a slightly powered glide.
How do you measure the best glide speed?
Tips:
If your flight is too high, then fly faster, which will allow you to be less efficient and fall faster. You just have to have the technique to slow it down.
If you want to lose altitude and you are not on final approach on a forced landing yet, it is advisable to pitch the nose over to the white arc speed in order to lose height even quicker.
In the end, you have two options, either side-slipping or S-turns or even a combination of both.
Do not be timid on S-turns! The instructor in this case study flies extremely wide S-turns, which is the only way for them to be effective.
Hopefully, this entry can inspire you to get up and practice some forced landings and consider that the last 500 feet will be the real make or break moment! Have fun and fly safe!
To learn more about forced flying techniques, head to Forced Landings: An Alternative Technique. Thanks to LTF student pilot Howard Lau for contributing this case study on completing a successful forced landing.
Practicing successful forced landing technique can help to avoid a potentially life threatening situation.
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The man who sent me on my first solo flight in Hong Kong is full of wisdom and has a sense of humour in the cockpit. He shared a flying experience involving a forced landing in a Cessna 152 with me. I want to share this story with you now as a case study along with tips that will guide you on how to execute a forced landing.
This is his story:
Tolo Harbour, Hong Kong, Approximately 2,800 Feet
On the 26th of February, like any other Sunday, I was sitting in the flight operation office in Hong Kong. Little did I know, out there in the Tolo Harbour, a Cessna 152 was about to be at the centre of a whirlwind adventure involving a forced landing.
At the time, we were doing some pre-examination exercises for students, and we had just turned around towards the Shek Kong Airfield. The engine suddenly ran rough, so I pulled the carb heat out and went full throttle, but it did not change the situation.
I was thinking, “Is this my lucky day? Alternatively, a bad day?”. But really, you don’t have time to think or even pray.
Decision Time
A decision had to be made in around 10 seconds. I had 3 options.
1. Go back to Shek Kong, but in that case, I would fly over Tai Po and many buildings.
2. Fly over to the dam wall (of the Plover Cove Reservoir), but it was 11.30am on a Sunday which means many people were there.
3. Fly towards Three Fathoms Cove.
I thought of those three options and discarded the first two options as they were too populated. Either way, today was the day for learning how to execute a forced landing.
Altitude
When you are at that height you will have less than two minutes before ground impact. I was thinking, “if I drag on too much or if I drag on too long, I wouldn’t have the altitude to execute my approach.”
At this point, I still didn’t want to believe that I had to do a forced landing, and I always wanted to revive the engine and glide back into the airfield. I asked ATC for approval to climb above the vertical limit, and they said, “Sure, no problem.”
The Engine Will Not Revive Itself. Decision Time Again.
You can’t spend too much time hoping to recover the engine. Run your checklists and if it isn’t working, make the decision to execute a forced landing.
The rule of the thumb here is to get a plan and stick with it. If you keep switching plans and your aircraft keeps descending, you will eventually limit your options for the forced landing too much, which is more likely to have serious consequences.
Forced Landing: Into The Trees On The Golf Course!
So how did I manage to land in the trees of the golf course without injuries? And moreover, why did I choose the trees?
I was trained to approach a field with an escape route to overshoot and go around in case something miraculously happens to the engine. The most important thing is that you have a technique to slow down. I can do S-turns to bleed off the height and shorten the landing distance, and side-slipping helps as well.
I was at 70 knots, nowhere near 60, and I was out of options at the time. If I dived the aircraft into the golf course, I would gather up speed, which may result in a tumble and getting wet. I spotted a relatively flat spot in the trees. I went for it. With full flaps, I hit the trees at around 45 knots, close to the minimum controllable airspeed.
Intentionally, I aimed between two branches so the wings would hopefully lessen the impact. And it did. The left-wing was broken off, but we walked away unhurt.
Head to Part 2 of this case study to see the lessons learnt and gain some tips on how to execute a forced landing. Thanks to LTF student pilot Howard Lau for contributing this case study on how to execute a forced landing.
Making fast decisions is an important factor in how to execute a forced landing.
Flying in marginal weather with an experienced instructor is a great way to gain experience and build confidence. As an aviation student, you will regularly be placed in unfamiliar situations that test your skill, airmanship and decision making. These judgements could even determine the entire outcome of a flight. It is paramount for all pilots to attain a weather briefing for all matters of flying, including flying circuits.
The 24th of September, 2017, was a definitive learning curb and monumental day for me in my aviation career. What was supposed to be a regular day of circuit flying soon turned into an unforeseen challenge.
The weather was marginal on that day, with gusts up to 20 knots and some showers, as the outer rainbands of a tropical depression were affecting us here in Hong Kong. However, it seemed safe enough to fly circuits at first glance.
Fly with an instructor who is comfortable with flying in marginal weather
This will allow you to test your limitations safely.
After pre-flight, I immediately requested not to be sent out solo due to the weather. Nevertheless, my instructor and I decided that today would be a wonderful opportunity to test my abilities safely under his supervision.
My instructor was comfortable with the conditions; however, we were both aware of a squall line brewing to the south of Hong Kong that could potentially affect us. We calculated that we had at least 45 minutes before the line hit, and we assumed we would be in the clear.
Heels to the floor, full power, RPMs in range, Ts and Ps in the green and as the aircraft passed 55 knots; I gently applied backpressure for a smooth take-off.
Almost as soon as I climbed above the tree-lines, the aircraft jolted to the right, and I corrected instinctively. I remembered exactly how to respond during turbulence – focus on holding the altitude of the plane, don’t chase the altitude and most importantly don’t bust manoeuvring speed.
As I rolled out on downwind, the aircraft was thrown around in all directions. My body, with the absence of double shoulder harnesses, was also thrown around alongside as the rain and turbulence worsened. I struggled but managed to get my pre-landing checks complete and radio call out. Despite my headset bumping the ceiling, in such turbulence, one must remember that the priority is always to fly the aircraft.
Fly the attitudes. It will save your life one day!
The final approach was terrible, the turbulence made me delay my full flaps selection and I felt as if the aircraft was being tossed around. It occurred to me that I was way too flat as I flared so I applied more back pressure to establish a landing attitude. Even so, it turns out that I was way too fast. I hit and bounced, holding the landing attitude before touching down once again. The conditions weren’t easing, and I really began to worry.
The rain and turbulence escalated and my headset fell off. The instructor took over as I tried to collect myself. It appeared the squall line on the radar image I saw before the flight was going to hit. I voiced to my instructor and knew that this was going to be a full stop.
Plan for unforeseen delays. Anything can close the runway
Prepared and eager to land, I rolled out on downwind, least expecting flight operations to declare a runway closure for 5 minutes over the radio.
The rain became menacing as I flew at circuit height and held, pelting onto the windshield, and obscuring my visibility. My instructor, however, remained silent to test my decision-making skills for flying in marginal weather.
Waiting for the all-clear seemed like forever. Panic began to set in as I came too close to losing control. “Don’t chase the instruments and hold the attitude,” I reminded myself.
“The runway is now all clear”
Thank goodness. My instructor sprang into action and decided to help me with radios. On the base leg, I set the appropriate attitude for 75 knots and trimmed—I feel very fortunate to be taught how to fly attitudes instead of chasing airspeed, the emphasis on attitude flying by Learn to Fly helped immensely.
Just as I was about to turn final, 75 knots plummeted to only 65 and I sank like a rock. I just had a wind shear of a 10-knot loss. Immediately I applied full power and performed a go-around.
On final approach, I focused on just flying by feel. The landing was hard; however, being back on the ground was all that mattered.
“A superior pilot uses his superior judgement to avoid situations which require the use of his superior skill” – Frank Borman, NASA Astronaut, Commander of Apollo 8
Fifteen minutes after landing, the squall line came through with heavy thunder and rain. It was at this moment I realised the outcome of today’s flight was merely a testament to my good judgement under pressure in a difficult situation. My instructor and I were both safe after I made the decision to call it off. It reiterated to me that as a student, we have the right to make a no-go decision! Because despite embracing every ounce of optimism, even for the simplest of tasks, it won’t change the weather outcome.
This flying in marginal weather experience strengthened my decision-making skills and confidence as a pilot. Contributed by LTF student Horace Ho.
Flying in marginal weather with an experienced instructor is a great way to gain experience and build confidence.
