From the earliest days of my aviation journey, I saw the way fog obscured the terrain around me during early morning flights. There were cross-country trips that were cut short when forecast cloud bases proved inconsistent with reality. Moonless night flights over dim farmland opened my eyes to how easy it might be to fatally confuse scattered street lights for stars. 

I don’t always need to file an IFR plan or fly in actual instrument meteorological conditions (IMC). Yet the skills, tools, and options that accompany the rating help keep me flying safely when my prior personal minimums or the regulations themselves would otherwise have grounded me. 

Most importantly, those same skills, tools, and options make for much safer pilots in all conditions.

What Are FAA Instrument Flight Rules?

Most GA flights operate under visual flight rules, or VFR.

For the uninitiated, VFR requires that conditions be such that pilots can look outside the cockpit and safely fly using external visual cues. Perhaps the most obvious scenario this rules out is flight through clouds. With few exceptions, pilots will continuously maintain visual contact with the ground. 

This is not, of course, descriptive of many flights. Aircraft regularly fly through clouds and other low-visibility conditions quite safely. This is made possible through the use of instrument flight rules, commonly referred to as IFR. 

To act as pilot in command (PIC) in actual IMC outside of a training context, you need an instrument rating for the category of aircraft to be flown and must maintain a specific standard of instrument currency. Likewise, aircraft must be properly equipped and up to the task.

Although pilots must be on an IFR flight plan to enter IMC, appropriately qualified pilots can file in any weather conditions. They are indeed required to do so if they plan to enter Class A airspace. 

Regardless of whether filing is necessary, IFR flight plans are powerful tools that enhance coordination between pilots and air traffic controllers (ATCs). They provide important layers of planning and situational awareness to the benefit of everyone in the sky. 

Instrument Rating Prerequisites

Instrument-rated pilots are statistically much safer pilots, so there’s enormous value in obtaining an instrument rating. This is true even for those who have no intention of ever entering IMC on their own. 

Before calling up a local CFII, there are a few up-front requirements, per 14 CFR 61.65.

• Private pilot certificate: Instrument-rating applicants must hold a current private pilot certificate with a rating appropriate to the intended instrument rating. In other words, if the rating qualifies the pilot for instrument flight in airplanes, they must hold a private pilot certificate with an airplane rating as opposed to a helicopter rating. It is also possible, though much less common, to apply for both a private pilot certificate and instrument rating at the same time. 
• Current medical certificate: In order for a private pilot and, by extension, an instrument-rated pilot to act as PIC, a current medical certificate is necessary. Any class of medical certificate will do. BasicMed also counts. 
• English proficiency: The applicant needs to be able to read, speak, write, and understand the English language. Certain exceptions exist for those unable to meet this requirement due to medical conditions, but these usually come with operating limitations.
• Flight experience: Applicants need at least 50 hours of cross-country PIC time and at least 10 of those hours must be in an airplane. 

Instrument Rating Part 61 vs. 141

It’s worth pausing here to recognize that not all of the above requirements apply to all candidates. The list applies most directly to students training under FAR Part 61, which is generally descriptive of most students training part-time with local schools or independent flight instructors. 

Those training with Part 141 schools have somewhat different requirements. Most notable is the lack of a 50-hour, cross-country flight time requirement. Part 141 students must log slightly fewer total instrument training hours from 40 hours under Part 61 to 35 under Part 141.

Breaking Down the Instrument Rating Requirements

With basic prerequisites out of the way, it is time to begin training. As mentioned above, students in Part 141 schools have slightly different requirements, but those training under Part 61 must meet the following instrument rating requirements.

Ground Training Requirements

Instrument students are required to receive relevant ground training.

Although there is no defined hour requirement, this training must be logged. Ground training can be accomplished using an online home-study course or with an in-person, authorized instructor. 

Aeronautical knowledge training must include the following, per 14 CFR 61.55(b):

• Federal Aviation Regulations of this chapter that apply to flight operations under IFR
• Appropriate information that applies to flight operations under IFR in the Aeronautical Information Manual
• Air traffic control system and procedures for instrument flight operations
• IFR navigation and approaches by use of navigation systems
• Use of IFR en route and instrument approach procedure charts
• Procurement and use of aviation weather reports and forecasts and the elements of forecasting weather trends based on that information and personal observation of weather conditions
• Safe and efficient operation of aircraft under instrument flight rules and conditions
• Recognition of critical weather situations and windshear avoidance
• Aeronautical decision making and judgment
• Crew resource management, including crew communication and coordination

Home-study ground school courses are a popular option for initial ground study, especially in preparation for the written knowledge test. Most of these utilize online delivery methods and give students the ability to learn in small chunks at their own pace. 

Online delivery also means students can study on the go, all while paying much less than they would for traditional in-person training. 

Knowledge Test

Assuming an instrument rating applicant does not already hold an instrument rating for another category of aircraft, they must pass a written knowledge test. The instrument knowledge test is based on the aeronautical knowledge topics above.

In order to take the written knowledge test, an applicant simply needs to be at least 15 years old, have a valid FTN (an FAA tracking number), and be endorsed to take the test by an authorized instructor. This may entail a written logbook endorsement, or if a home-study course was used, a printable training record endorsement. 

Applicants must schedule a time to sit for the written knowledge test at an FAA-designated testing center. Before beginning the exam, they must present valid and current identification. 

The test is administered on a computer at the testing center and includes 60 multiple-choice questions. Test-takers have up to two hours to complete the exam and must receive a score of at least 70 to pass. 

Missed questions will generate a series of codes printed on the final score report. These codes reference the knowledge areas those questions dealt with and will be reviewed with candidates during the oral exam portion of their checkride. Test results are valid for up to 24 calendar months.

Instrument Flight Training Requirements

The FAA requires that instrument applicants in airplanes receive and log at least 40 hours of actual or simulated instrument time. These should include at least 15 with an appropriately rated instructor and must cover the following areas of operation: 

• Preflight preparation
• Preflight procedures
• Air traffic control clearances and procedures
• Flight by reference to instruments
• Navigation systems
• Instrument approach procedures
• Emergency operations
• Postflight procedures

This time will also include a training flight of at least 250 nm with an authorized instructor using a filed IFR flight plan. The flight must include three different kinds of instrument approaches, including at least one at each airport.

At least three instrument training hours with an instructor should be logged within two calendar months before a checkride.

All flight training must take place in an aircraft appropriate to the instrument rating sought. There are provisions, however, for the use of flight simulators and training devices. These include full flight simulators (FFS), flight training devices (FTD), basic aviation training devices (BATD), and advanced aviation training devices (AATD). 

These devices must be FAA approved, and students must conduct the training time under an authorized instructor’s supervision. The most common situation is for students to count up to 10 hours of instrument training time received in a BATD or up to 20 hours in an AATD.

Practical Test (Check Ride)

The practical test, or check ride, is a universally nervous day. Even so, candidates who are well prepared should feel confident. They can expect an oral exam and a flight exam, each of which will take around two hours. 

While there is a lot of information to know and skills to perform, there are no surprises on the day of the check ride thanks to the Airman Certification Standards (ACS).

The ACS is a powerful tool that lays out the detailed standards candidates must meet during the practical test. Although the FAA is careful to emphasize that the ACS is not a training document, a thorough review should be an integral part of checkride preparation.

Ready to Begin Your Instrument Training Journey?

Are you ready to fly “in the soup?” You’ll need your instrument rating to make a career as a pilot.

But even if flying is purely a hobby, why not equip yourself with every tool you can to enjoy the gift of flight as fully and safely as possible? 

An instrument rating sharpens aeronautical decision-making, refines both instrument and general flying skills, and makes for safer pilots. Why are you waiting? 

FAQ

What airspace requires a current instrument rating?

An instrument rating is required to enter Class A airspace because flights in Class A airspace must be on an IFR flight plan. Class A generally includes all airspace beginning at 18,000 feet msl and extends up to and includes FL 600.

How hard is it to get an instrument rating?

Instrument ratings require diligent study and serious dedication. Even so, instrument ratings are not just for airline pilots. Every pilot with the means to do so should consider pursuing an instrument rating. 

How quickly can you get your instrument rating?

You can earn an instrument rating in a couple of weeks if you meet prerequisites, study full time, and schedule a checkride immediately. Most part-time students who train at least two or three times per week should take between two to four months.

The post How to Meet Instrument Rating Requirements appeared first on FLYING Magazine.

If you’re looking to charter a flight, it’s important to compare estimates from at least a few private jet providers. While some offer all-inclusive quotes meant to cover each expense under one price, others itemize theirs so you can see what you’re paying for. 

Neither approach necessarily accounts for every charge, making it even more important to know what to look for. Keep reading to learn about 11 expenses that are sometimes not included in estimates for private jet charters.

Why Charter a Private Jet?

One of the biggest benefits of chartering a private flight is flexibility. While commercial carriers operate on strict schedules and routes, private charters fly virtually whenever and wherever the traveler chooses.

There also is, of course, the element of privacy. High-profile celebrities and politicians may prefer a private charter over the complications of using public transit. Sports teams, film crews, or corporate officers may need to travel together to a specific destination. Some charter companies, such as Trilogy Aviation Group, specialize in corporate charters. 

Even if there’s no need to avoid the public eye, flying privately is comfortable and convenient for many individuals and groups.

What Factors into the Cost of a Charter Flight?

Chartering an airplane goes beyond just renting the aircraft. The price of a charter typically encompasses all of the operational costs required to make the flight happen. These basic expenses include crew salaries, fuel, and airport fees, among others.

Additional charges may be in the form of optional upgrades, extra services, or trip-specific costs. Many charter companies, for instance NetJets, offer membership packages that help make pricing more predictable.

What Is the Standard Price for a Private Jet Rental?

Aircraft charters are usually priced by the flight hour. The longer the flight, the more expensive it will be. Cost also varies with the type of airplane being chartered. Some jets burn more fuel or require more expensive maintenance than others. 

Without factoring in any variables, a private jet charter can cost anywhere from $1,500 to $15,000 per hour.

Additional Costs That Are Often Overlooked

After the base rate for the aircraft, other fees come from the unique circumstances of the flight. Flying at unusual hours, during holidays, or internationally will likely make the flight more expensive. Some charter companies also offer à la carte onboard and ground services. 

The point is, many variables can drive up the price of charter jet services above providers’ estimates. Here are 11 of the most common charter fees and costs you may not have considered:

Fuel Surcharges

While a base rate for fuel is likely factored into the hourly cost, fuel prices fluctuate. Initial quotes for a private charter flight only include a fuel estimate, not the actual price. A light or midsize jet may burn 80 to 300 gallons of fuel per hour, depending on the type of airplane.

Landing and Ramp Fees

Many airports charge a fee to land or park an airplane. A parking fee is also known as a ramp fee. Some airports waive one or both of them if a certain amount of fuel is purchased. Each airport sets its own rules and prices, so costs vary by destination.

Overnight Fees

If an aircraft needs to park overnight, expect additional charges from both the airport and flight crew. Pilots and other required staff are compensated for time away from home, not just the flight time.

Repositioning

Repositioning happens when an airplane is scheduled to fly out of a different airport than its original location. 

Let’s say an aircraft is based in Dallas but is booked for a flight out of Nashville, Tennessee. The client may need to pay for the empty airplane’s travel to Nashville. These fees also apply when a client wants to depart from a different airport than the arrival destination.

Trilogy Aviation Group uses these repositioning flights as a chance to offer much lower fares. With Trilogy, clients can book an “empty leg” charter flight and save up to 75 percent compared to normal charter rates. If your desired itinerary happens to line up with a repositioning flight, it’s a great opportunity to cut some major costs.

Deicing

In colder climates aircraft deicing services may be necessary, particularly in the winter. This entails applying de-icing fluid to an aircraft, which removes and prevents ice formation.

Planes can’t fly safely with ice on their wings, so associated fees are non-negotiable. 

Catering

Plan for a catering fee to cover the costs of special food, drink, and service requests. You may be asked to submit meal orders in advance, which will give you a better idea of what to expect on your invoice. 

Some private airplane charters take special meal requests, facilitated by a flight attendant who buys ingredients beforehand, then prepares and serves the food in-flight.

Ground Transportation

A rental car or transportation service can be arranged in advance to meet an airplane on the ground when it lands. Many private charter companies will coordinate this on clients’ behalf for an additional fee.

International Travel Fees

International flying comes with extra costs and paperwork. The pilots will typically handle the necessary forms for the trip, but the expense is passed on to the charter client. Expect international fees to apply whenever a flight crosses a national border.

Peak Travel Surcharges

If your trip takes place on or near a major holiday, there could likely be peak travel charges. Airports are busier, pilots are receiving holiday pay, and flights are in high demand. These factors could all increase the price of the jet charter.

Trip Cancellation

Just like with many types of services, cancellation fees may be incurred. Typically the closer you are to the scheduled flight time, the higher the cost. Read each provider’s cancellation policy before booking to understand how the fee may be applied.

Membership

Paying a membership fee to a private charter company can be a great option for those planning to fly private multiple times a year.

Memberships also can be a great way to get more predictable pricing on private charters. They often include a set number of flight hours at a flat annual rate.

If a membership isn’t being fully used, however, it could become an additional expense that makes private flying more expensive in the long run.

How to Accurately Compare Private Jet Charter Costs

With so many potential extra fees, the best way to compare costs is to get multiple detailed estimates. 

Most charter companies have web pages where you can submit quote request forms. When completing them, provide as much information about your trip as possible. The more detail provided, the more accurate your quote will be. If the response feels incomplete or unclear, you can always ask for an itemized estimate.

You can also look for online cost comparison tools to get a better idea of what your private jet charter will cost.

Educate Yourself Before Making a Decision

When booking a private jet charter, remember that many factors can play into the total cost of the flight. If your travel plans are clear and you know what amenities you’ll need, obtaining an accurate quote will be easy. 

Keep these cost-driving variables in mind, and ask charter companies for more details if you aren’t sure about anything. They’ll be happy to outline your options and provide clear expectations for your private charter flight.

FAQ

What is the average cost of a private jet charter?

Many factors go into determining the cost of a private jet charter. The average cost is around $10,000 per hour but may vary significantly depending on the circumstances.

Is it cheaper to fly in a private jet?

It is not usually cheaper to fly on a private jet than it is to fly on a commercial carrier.

Is it worth it to charter a private jet?

For an individual or group requiring privacy or a specific travel itinerary, a private jet charter may be worth the cost.

The post What Are the Hidden Costs of Private Jet Charters? appeared first on FLYING Magazine.

Airlines place a large amount of emphasis on the safety of their operations, all while ensuring their pilots adhere to the highest level of standards. To do so, airlines designate check airmen to conduct line checks, flight checks, competency checks, etc. to ensure all standards are appropriately met.

In the context of FAA regulations and airline operations, the terms check pilot and check airman are synonymous. The term check pilot is aimed to be more inclusive, therefore, the FAA and aviation industry members, including airlines, are gradually transitioning to the use of the term check pilot.

Nevertheless, both terms refer to a pilot approved by the airline and the FAA who has the knowledge, training, experience, and demonstrated ability to evaluate and certify the knowledge and skills of other pilots. So, whether you encounter a check pilot or a check airman, they serve the same purpose in the context of evaluating and certifying pilots’ abilities.

What Is a Check Airman?

A check airman is a pilot approved by the airline and the FAA who has the knowledge, training, experience, and demonstrated ability to evaluate and certify the knowledge and skills of other pilots. Check airmen can conduct checks and instruction in an aircraft, a flight simulator, or a flight training device.

The following information outlines the attributes, qualifications, duties and responsibilities, as well as salary expectations of a check airman.

Check Airman Attributes

Check airmen are some of the best pilots at the airlines. They are often recommended for this position by their peers and leaders (e.g., chief pilot) due to their highly desirable attributes. Some of the top qualities of a check airman include airmanship, character, communication skills, and professionalism.

Check airman candidates are skilled crewmembers who are dedicated to safety as well as professional and productive operations at an airline. They have the ability to analyze and evaluate the effectiveness of a procedure or the performance of a crew. Check airmen can also relate to and work well with others and organize their efforts and activities, all while providing a climate conducive to learning.

Check Airman Qualifications

Check airmen must possess a minimum number of hours as pilot in command, as well as a minimum number of hours in the type aircraft in which instruction and evaluation will be conducted. Previous experience as a flight instructor or a check airman can be an advantage when being considered for the position.

Check airmen are generally recommended for the position by their peers and leaders. Once recommended, they must successfully complete a preselection process, which involves the evaluation and approval by various members of the airline leadership team to be selected for the check airman position.

Check Airman Duties and Responsibilities

Check airmen represent the airline and the FAA. Therefore, they must be knowledgeable in applicable FAA regulations and publications, airline policies, procedures, training requirements, and aircraft systems.

Check airmen monitor and evaluate pilot compliance and ensure standardization through proper training. They are also responsible for staying current with their own flight proficiency and instructor/evaluator qualifications.

Check Airman Salary

Every airline has its own pilot contract that determines the pay structure for its flight crews. Typically, salaries vary based on which pilot seat the crewmember occupies (i.e., captain or first officer), which aircraft type they fly, and how long they have been in that seat.

Check airmen are generally compensated an additional hourly rate due to their added duties and responsibilities. Most check airmen are experienced and seasoned captains, positioning them towards the top of the pay scale.

Types of Check Airmen

Although every airline has its own variation of check airman designations, this list provides a general overview of the types of check airmen that may be appointed at the major airline level.

Line Check Airman

Check airmen who are authorized to conduct proficiency and line checks are also known as line check airmen. They are authorized to conduct the training and evaluation of line pilots in the aircraft.

Their responsibilities include standardizing and properly executing standard operating procedures among the line pilots.

All Check Airman

Check airmen are authorized to conduct all checks, conduct training and evaluation of line pilots in both the simulator and the aircraft. They are also responsible for the standardization and proper execution of standard operating procedures among the line pilots.

Lead Check Airman

Lead check airmen are responsible for ensuring standardization among the fleet’s check airmen. They conduct observations, training, and evaluations of each one.

These individuals are also responsible for many administrative tasks and special projects assigned by the airline.

Aircrew Program Designee (APD)

APDs are check airmen who conduct evaluations of line pilots as FAA authorized designees (i.e., FAA check airmen) for the approval of new aircraft type ratings. Additionally, they perform the standard duties and responsibilities of check airmen.

Types of Checks Conducted by Check Airmen

Check airmen conduct flight training and checks according to an airline’s approved training program. The program dictates whether the training will be conducted in a flight simulator or an aircraft.

Initial/Recurrent Training and Checking in a Simulator

Much of initial and recurrent pilot training and checking is conducted in a simulator. Simulators offer practical, efficient, and safe training and checking experiences, making them a valuable tool for skill development.

Some events conducted in a simulator include maneuvers validations and line operational evaluations (LOE).

Initial/Recurrent Training and Checking in an Aircraft

Certain training program events, however, must be demonstrated and evaluated in an actual aircraft. These events are meant to evaluate a flight crew’s ability to carry out normal and emergency procedures.

Some events conducted in an aircraft include initial operating experience (IOE), as well as proficiency and line checks.

Selecting a Flight School

Finding the right flight school is the first step in every professional pilot’s flight journey. When selecting a flight school, it is important to consider whether it offers curriculums geared towards training and developing professional pilots.

After receiving their private pilot license and instrument rating, pilots should look for flight schools that offer commercial pilot training, certificated flight instructor (CFI) training, and eventually Airline Transport Pilot (ATP) training. Although becoming a CFI isn’t a requirement for becoming a check airman at the major airlines, it may offer pilots under consideration a distinct advantage. 

Another thing to consider when selecting a flight school is whether it has airline partnerships and job placement opportunities. Many established flight schools offer varying degrees of training and opportunities to get a professional pilot to the airline level.

Online Resources

There are many online resources available to assist individuals in advancing their careers to the next level. Here are some geared toward obtaining commercial pilot, flight instructor, and airline transport pilot certificates, which are required of major airline check airmen.

• Pilot Institute offers the Commercial Pilot Made Easy online ground school to help students pass the FAA commercial pilot exam.
• Sporty’s Commercial Pilot Training Course offers complete preparation for the commercial pilot FAA knowledge test and all the tools pilots need to ace their oral exam and flight test.
• ASA provides several resources for those interested in advancing their careers to the next level by obtaining commercial pilot and airline transport pilot certificates.
• Angle of Attack boasts the Checkride ACE Commercial course to get pilots ready for the commercial pilot oral and practical tests.
• Rod Machado offers free eTeaching Tools for flight instructors to make their jobs easier and more enjoyable.
• King Schools has online ground school and test prep courses for commercial pilot, flight instructor, and airline transport pilot candidates.
• Pilots HQ provides commercial pilot and flight instructor training kits.
• FLY 8MA offers the Commercial Pilot ASEL Checkride Prep Boot Camp and CFI written, oral, and checkride prep courses.
• Wifi CFI teaches commercial pilot and flight instructor courses, as well as an ample amount of flight instructor tools.

The Path to Becoming a Check Airman

Once at the airlines, there is no one, set way of becoming a check airman.

However, check airmen are some of the best pilots, instructors, and evaluators at an airline. They possess certain attributes and experiences that make them stand out as leaders in this role. To be considered for the position, check airman candidates must also meet the necessary FAA and  airline job requirements.

If your goal is to become a check airman at a major airline, it is important to make your intentions clear early in your career and establish relationships with people that can help you get there in the least amount of time. Having a mentor is a great way to work with someone who can assist you with creating a path catered to your career goals.

Finally, check airmen are often individuals that go above and beyond the line of duty, so don’t be afraid to put yourself out there, take on extra responsibilities, and become a leader others can rely on.

FAQ

What is a check pilot?

A check pilot is a pilot approved by an airline and the FAA who has the knowledge, training, experience, and demonstrated ability to evaluate and certify the knowledge and skills of other pilots.

What is the difference between a check pilot and a check airman?

There is no difference between a check pilot and a check airman. The terms are synonymous and used interchangeably within the aviation industry.

What are the different types of check airmen?

The different types of check airmen vary based on each airline. However, some check airman designations can include all check airmen, line check airmen, lead check airmen, aircrew program designees (APDs), etc.

The post How to Become a Check Airman at a Major Airline appeared first on FLYING Magazine.

Ultimately, firearms, and ammunition are prohibited at TSA passenger screening checkpoints. Therefore, it is the passenger’s responsibility to correctly prepare, package, and declare every firearm as checked baggage.

In addition to TSA’s firearm rules, it is each passenger’s responsibility to be familiar with and abide by applicable firearms laws, regulations, and policies from the aircraft’s owner, U.S. Customs and Border Protection (CBP), and local/state authorities at the arrival and departure locations. Understanding firearms policies and planning accordingly ensures an uninterrupted, safe, and legal travel experience.

How to Fly With a Gun: Private vs. Commercial

TSA rules for flying with a gun are the same whether traveling privately or commercially. Passengers may only transport unloaded firearms in a locked, hard-sided case as checked baggage.

Ammunition must also be transported as checked baggage. It should be packaged in the same locked, hard-sided case as the firearm, if it meets the ammunition packaging regulations listed in this article, or separately from the firearm. Ammunition must be in original manufacturer packaging or in packaging specifically designed to carry small amounts of ammunition. Packaging must be made of fiber, wood, plastic, or metal.

Firearms and ammunition are prohibited at TSA passenger screening checkpoints. Upon arrival at the airport, the properly packaged firearm and/or ammunition must be taken directly to the lobby ticket counter and declared to the ticket agent.

It is important to note that private airplane owners, CBP, and local authorities at the arrival and departure locations may have additional requirements for traveling with firearms and ammunition. Passengers should contact these individual organizations and authorities for carriage policies prior to arriving at the airport.

Choosing the Right Firearm Case for Air Travel

Choosing the right firearm case to travel with a gun ensures the safety of the public and a smooth check-in process for the passenger declaring the weapon. Passengers should always check with their private jet company about guidelines, exclusions, limitations, and fees when attempting to fly with guns.

Hard-Sided Firearm Cases

Hard-sided cases are the only ones approved by the TSA when flying with a gun. These cases have rigid outer shells that are ideal for long-distance transportation. The hard shell also offers impact resistance, which is ideal for baggage handling at the airport.

Some hard-sided cases come with built-in locks, while others are padlock compatible to meet TSA requirements. These locks help prevent unauthorized access. Most hard cases even feature watertight seals, further protecting guns from the elements.

Pistol Hard-Sided Cases

The Cabela’s Armor Xtreme Dual Pistol Case, for example, protects handguns from the elements and abuse. It is resistant to extreme weather and rough handling encountered during travel. A pressure-release valve equalizes pressure inside and outside the case during air travel. The case is padlock compatible and meets all TSA requirements.

Rifle and Shotgun Hard-Sided Cases

The Plano All Weather Gun Case protects rifles and shotguns from extreme conditions. A built-in pressure-release valve equalizes pressure caused by altitude and temperature changes. It also features a rugged, industrial-strength exterior construction and preperforated pluck foam to protect firearms from dents and scratches. The case is padlock compatible and meets all TSA requirements.

Soft-Sided Firearm Cases

Soft-sided cases are not approved by the TSA when it comes to transporting firearms during air travel. These simply don’t offer the same level of protection as hard-sided cases. However, some private jet companies allow a hard-sided case to be placed inside a soft-sided one if the hard-sided carrier is secured per the above guidelines.

Trigger Locks and Additional Firearm Security Measures

A trigger lock is a two-piece device that fits over a gun’s trigger guard to prevent it from being pulled and the gun from being fired. It is an additional and inexpensive option to help prevent firearm tempering, theft, and accidents while flying.

Ammunition Transportation Guidelines

Ammunition, like firearms, cannot be placed in carry-on bags or brought to a security checkpoint. It is only allowed in checked bags. However, passengers should always check with their private jet company about guidelines, exclusions, limitations, and fees when attempting to fly with ammunition.

Ammunition Packaging

Ammunition must be packaged in the same locked, hard-sided case as the firearm, if it meets the ammunition packaging regulations listed in this article, or separately from the firearm. Ammunition must be in original manufacturer packaging or in packaging specifically designed to carry small amounts of ammunition. Packaging must be made of fiber, wood, plastic, or metal.

Ammo Cans for Bulk Ammunition

Ammo cans can be used when transporting ammunition separately from the firearm. When choosing an ammo can, passengers should consider its size, material, and whether it is waterproof and airtight, as well as added features, including locks, handles, and stacking options.

The Sheffield 12629, for example, is a weather-resistant ammo storage can designed for pistol, rifle, and shotgun ammo storage. It is a sackable, lockable, and reliable ammo storage solution for transporting ammunition during air travel.

Magazines and Separate Storage Requirements

Firearm magazines and clips for packing ammunition must completely enclose any ammo. This can be accomplished by securely covering the exposed portions of the magazine or by placing the magazine in a pouch, holder, or holster.

Best Practices for Transporting Firearms on Private Flights

Follow these best practices to ensure a smooth experience for transporting firearms and/or ammunition as a private flight traveler:

• Communicate your intentions to transport firearms/ammunition with the private jet company before you arrive for your trip.
• Follow necessary TSA gun rules.
• Bring a copy of your gun license and/or permit.
• Label the firearm and/or ammunition container.
• Verify that your firearm and magazines are unloaded.
• Place your unloaded firearm and/or ammunition inside a lockable, hard-sided container.
• Use TSA-approved locks to secure the container.
• Discreetly transport your locked firearm/ammunition container to the airport.
• Go to the check-in counter and declare the locked case that contains your firearm/ammunition.

Specific Considerations for Different Firearms

Due to the variety of firearms available on the market (e.g., pistols, revolvers, rifles, shotguns, antique/replica firearms, and unique firearms), it may be necessary to obtain a custom case to fit the firearm. Gun owners should consider the following when purchasing a custom gun case:

• Ensure it protects against dust and moisture.
• Evaluate how well it guards the firearm against knocks and falls.
• Choose a durable one that will last with regular use, such as a hard-sided one.
• Ensure it can be locked and is capable of completely securing its contents.

Regardless of the firearm type, the case must meet all of the TSA’s rules on guns.

Stay Safe by Following TSA Firearm Rules

Firearms and ammunition are prohibited at TSA passenger screening checkpoints. Since the TSA’s primary mission is to protect the flying public, anyone discovered in possession of a weapon at a TSA passenger screening checkpoint will be immediately handed over to local/state law enforcement, resulting in an arrest and a penalty.

It is a requirement to correctly prepare, package, and declare every firearm as checked baggage in a locked, hard-sided case.

Passengers are encouraged to research and follow guidelines for specific routes and destinations when traveling with a gun. Understanding firearms policies and planning accordingly ensures an uninterrupted, safe, secure, and legal travel experience.

FAQ

Can you fly with a gun?

Yes, passengers can fly with a gun. However, the gun must be unloaded and properly packaged in a locked, hard-sided case and declared as checked baggage.

How many locks do I need on my gun case for TSA?

At least one that only you can open, either with a key or a combination. The TSA recommends using all available lock tabs when securing firearms for air travel. Make sure you check with individual airlines and private aircraft owners for their policies as well.

Can the TSA open my gun case without me present?

No, the owner of the gun case must be present if the TSA needs to open the case. Only the gun case owner should have the combination or key to open it.

The post Guide to TSA Firearm Rules for Private Flights appeared first on FLYING Magazine.

You did your weight-and-balance planning properly, ensuring that you were in the weight and center-of-gravity (CG) limits. Your preflight revealed no potential surprises. Now you’re lined up on the runway, your pretakeoff checks completed.

You release the brakes and move the throttle forward smoothly, just how you were taught. Your eyes scan from outside to inside, ensuring the temperatures and pressures are in the green and the airspeed is alive.

You rotate smoothly, but as the nose pitches, you feel yourself sliding backward. You instinctively grip the control column harder and pull it back with you. Your brain briefly registers that something has gone seriously wrong. The last thing you hear is the shrill shriek of the stall warning.

I wish I could say that something like this is extreme and highly unlikely. But unfortunately it’s not.

I should know. I almost became a statistic of a loss of control and stall during takeoff. I was flying with a friend, and it was very much like the scenario described above, only we were in a taildragger. I noticed something wasn’t right as soon as the tail came up on the takeoff. I went to rotate, and my seat started to slide backward.

Luckily, my friend, who was also a pilot, noticed the movement out of the corner of his eye. As I went sliding back, taking the control column with me, he pushed forward, hard, preventing a violent pitch. We almost went off the runway, but thanks to his quick reaction, we managed to get airborne and climb away safely.

I couldn’t understand how it happened. I checked that my seat was securely latched twice before we took off. Upon landing, we discovered that a stop on the seat rail was not correctly fitted. In fact, it was not fitted at all. It should have prevented the seat from moving more than about 5 inches should the latch mechanism fail. Needless to say, checking those stops is now part of my preflight. 

Have you heard that over 28 percent of fatal stall/spin accidents occur during takeoff? 

Why Do Aircraft Stall During Takeoff?

During takeoff, an aircraft is in a vulnerable place. With flaps and gear out, you’re creating a lot of drag, and it doesn’t take a large external force to upset the flight path. It’s also a critical phase of flight, requiring a lot of concentration. Even the smallest distraction can set a chain of events in motion.

If you have read previous articles on stalling, you probably know why aircraft stall (it’s all about critical angle of attack, not airspeed), how to recognize it, and have a better idea of how to recover and avoid it. If not, here’s a summary.

Since the beginning of 2024 alone, I have come across at least five GA accidents that resulted in a stall on takeoff or the go-around. There are also many accidents involving commercial aircraft that spring to mind. They all share a common theme—pilot decision.

Aeronautical decision-making (ADM) plays a big role in risk mitigation, and a quick Google search of stalls during the takeoff and approach indicate that the decisions of the pilot are what brought on that situation. This highlights the need for good quality training that isn’t just about the flying but also includes the decision-making process required for every flight.

Contributing Factors

Weight and Performance

Have you done your weight-and-balance calculations? Are you below the maximum all up weight (MAUQ) of the aircraft? Have you considered the day’s conditions? Just because the aircraft has four seats and a MAUW of 2,300 pounds doesn’t mean you should load it to the hilt.

A heavier aircraft requires more runway to get airborne. Have you done a performance calculation for the runway you’re operating from? Have you considered the density altitude, runway slope, headwind, and tailwind?

If you haven’t, you might find yourself halfway down the runway and still below flying speed. There’s a fence at the end of the runway. You glance inside, noticing your speed is still 10 knots below V_R. You look outside again, and the fence is uncomfortably close.

You have no choice. You pull back hard on the control column. The aircraft unwillingly unsticks from the ground but doesn’t climb. You pull back more because you have to clear the fence, and the stall horn sings its song.

Elevator Trim Position

Ever wondered why training aircraft have a neutral trim position? Have you seen airliners that have a green trim range indicator on their instrumentation? Light aircraft have quite a small CG envelope, so a neutral trim position is sufficient as long as the aircraft is loaded within the envelope.

But larger aircraft have a much wider CG range, and the trim is calculated before every takeoff.

The above photo is of the Embraer 135 multifunction display (MFD). Can you see the pitch-trim indicator? It’s not in an obvious place, and you could miss that it is set well out of the green range.

Normally, taking off with it in this position will result in an aural warning as you advance the thrust levers. However, should the aural warning not work (maybe a circuit breaker was pulled), the pilot could easily overlook the trim setting, leaving themselves open to overrotation and a potential stall after takeoff.

Taking off with the elevator trim in the wrong position could result in overrotation if it’s set too far nose up or underrotation, requiring the pilot to use excessive force and possibly overcorrect to over-rotation, if set too far nose down.

Another consideration is during the approach to land. In light aircraft, it is a good idea to have the elevator trim in the neutral position when landing. Depending on the aircraft and conditions, this might make the controls feel a little heavier on the approach, but it will protect you in the event of a go-around.

Applying power to go around with the trim too far in the nose-up position will result in a large upward pitch, which could result in a stall if you’re not expecting it. 

Center of Gravity

Training aircraft are designed to have a forward CG as it makes them more stable. This doesn’t mean that loading heavy bags or people in the aircraft won’t shift the CG aft. An aft CG could result in less, or even no, pitch down of the nose during a stall. 

During takeoff, it could result in premature rotation before flying speed is achieved, leading to very little or no climb. To achieve more lift at low speed, we can increase the angle of attack, but this gets us dangerously close to the critical AOA. 

While not that relevant to training aircraft, another consideration is load shift. Do you remember the Boeing 747 that crashed in Kabul, Afghanistan, in 2013? Cargo wasn’t secured correctly and shifted aft on takeoff. 

Load shift becomes a consideration in any aircraft carrying cargo. Flying cargo in the GA8 Airvan, Cessna Grand Caravan, and Daher Kodiak, I was always acutely aware of correctly loading and securing the contents.

Aircraft Not Correctly Configured for Takeoff

In 1987, a Northwest Airlines MD-82 crashed after takeoff. The subsequent investigation indicated that the flaps and slats were not correctly configured for takeoff, resulting in a longer than normal takeoff run, reduced climb performance, and stall after getting airborne.

Investigation findings highlighted the improper use of checklists and SOP noncompliance to be contributing factors. 

I recently came across an accident report involving a Cessna 172, which stalled during takeoff in 2022.

The pilot loaded the aircraft with two other adults and operated out of a runway at 4,900 feet elevation. The flight took place in the early morning, so it wasn’t too hot yet (68 degrees Fahrenheit). 

Since the pilot was a holder of a commercial pilot license, it should have been an uneventful takeoff. Unfortunately, they decided that it was a good idea to strap the right-hand door of the aircraft to the wing strut to hold it open.

The increased drag resulted in a longer takeoff run, lack of climb performance, and subsequent stall.

Accidents like these highlight the importance of quality training to set the foundation for good airmanship and ADM. 

Risks and Considerations

While the majority of stalls during takeoff can be avoided just by practicing good airmanship and proper planning, there are some scenarios that might be outside of your control. Ask your instructor and see what they think.

Engine Failure After Takeoff

Many articles have been written about the engine failure after takeoff (EFATO), followed by the “impossible turn.” I’m not going to get into that here. But a stall can be prevented following an EFATO by identifying a suitable landing place within 30 to 45 degrees either side of the aircraft nose and flying it down rather than attempting a turn back to the runway. 

During your PPL training, you will be taught the pretakeoff safety briefing and touch checks, so that should something go wrong, you will instinctively react and recover. This is done to overcome the startle factor when things suddenly go awry, allowing us to instinctively do what we have been trained to do.

Birds

Where there is a runway, there will be birds. They are attracted to airfields and airports like bees to honey. No matter how well you scan the skies ahead, there is always a chance of birds crossing your flight path on takeoff.

What do you do?

For the most part, birds dive down to get out of the way. To create space, the logical thing for us to do is go up, right? Remember, we’re likely low, slow, and already at 5 to 10 degrees AOA for the climb, so pulling back on the control column is not the best idea.

Your best option is probably just to continue. If impact is imminent, you could duck down below the instrument panel should the birds go through the windscreen. Also consider that you may have engine trouble following the impact.

I’d rather deal with an engine failure than put myself into a low-level stall.

Downdrafts and Wind Shear

Common in the vicinity of thunderstorms, or mountainous areas, downdrafts can have you plummeting toward the earth at thousands of feet per minute. Consider delaying your departure until the storm has passed or until the winds have died down.

If you do find yourself caught in a downdraft, whether at altitude or close to the ground, don’t attempt to pitch to the heavens to outclimb it. You might just stall in the process.

Instead, don’t change the aircraft configuration, keep the wings level, add power, and do your best to fly out of it.

Stall Recovery During Takeoff

As you can see, stalls close to the ground should be avoided at all costs. But what should you do if you find yourself in that situation? A Google search doesn’t provide much information on recovery as most articles focus on prevention.

If the odds are stacked against you and you do find yourself stalled low to the ground, I can’t provide you with a one-size-fits-all recovery technique as there are too many variables involved.

Power-On Recovery Technique

1) Release back pressure to unload the wing. This needs to be just enough as releasing too much back pressure could result in a descent.

2) Simultaneously, smoothly apply full power. Anticipate the yaw and correct with rudder. Be aware that the aircraft will want to pitch toward the canopy, so you might need slight forward pressure on the control column to prevent it from overcorrecting. 

3) Keep the wings level and the ball in the middle with rudder.

4) Once the aircraft is stable and you have a positive rate of climb, do the after-takeoff checks.

While this is the recovery procedure for minimum height loss, remember that you could still lose several hundred feet during the recovery maneuver.

Some might argue that if you are low, it might be best to keep the aircraft in the stall as you will likely impact the ground with minimal forward speed. 

Personally, I would focus on keeping the wings level with rudder to prevent a low-level spin, aim to impact the ground as slowly as possible, and fly the aircraft as far into the crash as possible.

In Summary

Stalls close to the ground are rarely recoverable.

A correctly configured aircraft operated within its limits by a competent pilot shouldn’t get close to a stall. Prevention is better than cure, and a solid understanding of the fundamentals coupled with practical experience from quality training is essential to developing the skills required to keep you out of danger.

To become a safer pilot, I recommend more research of your own so that you can learn from the mistakes of others.

The post Takeoff Stalls and How to Prevent Them appeared first on FLYING Magazine.

Levi’s Men’s Faux Leather Aviator Bomber Jacket: It’s warm and features multiple pockets with snap closures, upper zipper pockets, welt pockets, and a hidden interior pocket.

Oakley SI Jupiter Squared Aviator Sunglasses for Men: The lenses provide optical clarity and razor-sharp vision as well as clarity and protection against impact and UV light.

SOJOS Retro Aviator Sunglasses for Women: The lenses filter out sunlight reflected glare and protect eyes from long term damage by blocking UVA and UVB rays.

Four-Channel Remote Control Airplane for Beginners: This classic airplane has a simple operation mode that only needs to press the switch and pull the stick to easily control the aircraft’s aerobatics. (Only good on 7/16)

MiiKARE Airplane Travel Essentials Phone Holder: This essential travel phone holder is designed to free up your hands and enhance your travel experience. It features multi-directional and 360-degree rotation.

Protective Hard Shell for MacBook Air: This shell from SoonJet fits snugly like a second skin, allows easy access to all ports and ensures smooth opening and closing. (only good on 7/16)

Small Portable Charger with Built-in Cables: Sethruki boasts that this is the slimmest and the smallest of portable chargers with cables, weighing only 122 grams and shaped like a credit card. (only good on 7/16)

Editor’s note: This article is not intended as an endorsement of the products listed, but rather as a list of options that may be of interest.

The post Top 7 Prime Day 2024 Deals for Pilots appeared first on FLYING Magazine.

The Icarus Instruments EXTenna Switch is a small device that, when installed in an aircraft, allows the pilot to use an existing VHF comm antenna with any hand-held VHF radio.

According to EDMO, EXTenna Switch greatly extends the range and readability of most battery powered, hand-held radios that usually rely on the rubber antenna that comes attached to the radio. Often the range on these devices is very limited inside the aircraft.

The EXTenna Switch eliminates the need to install a dedicated backup VHF comm antenna, a process that is often expensive and adds drag to the airframe, as well compromising the aesthetic authenticity of antique and vintage designs.

Installation

Installation can be accomplished by using Minor Alteration FAA guidance, as the EXTenna Switch is a small, nonpowered, passive device that weighs only 2 ounces.

The EXTenna Switch can be panel mounted (P/N EXTSW-1) by drilling three small holes (precision steel drilling template supplied) and applying a supplied label.

It can also be installed in a preexisting 2.25-inch clock hole (P/N EXTSW-2). The unit has two

BNC connectors on the back side. One labeled TX connects to an existing VHF comm radio’s antenna connector (normally Comm 2) using a BNC jumper cable (not supplied). The other, labeled ANT, connects to the VHF comm antenna serving the same radio using the existing cable that was previously connected to the radio.

The default condition has the comm radio directly connected to the existing comm antenna through the EXTenna Switch.

When the pilot needs to use the hand-held radio, a supplied 4-foot cable is attached to its BNC RF jack at one end, and its 3.5 mm connector is plugged into the jack on the EXTenna Switch. This enables the pilot to disconnect the normal comm radio from its antenna and reconnect it to the hand-held radio.

In addition, EXTenna allows effective use of a hand-held radio in emergency situations, such as avionics or electrical failure, or for prestart Clearance Delivery or Ground Control communications.

The unit sells for a suggested price of $129.95.

The post EDMO: New Antenna Switches Boost Aircraft Comms appeared first on FLYING Magazine.

If this happens, you may want to consider going up for an hour of dual instruction with a CFI who specializes in the area you had difficulty in—like crosswinds or short field landings.

Provided the mistake wasn’t something egregious, resulting in bent metal or broken FARs, go out and practice that particular maneuver on your own—and hold yourself accountable to assigned metrics.

Anatomy of a Proficiency Flight

A proficiency flight should always begin with a pre-brief. If you are on your own, it can be self-talk with “this is what I want to accomplish on this flight; these are the metrics I seek to achieve.” And then hold yourself accountable to those metrics, and if they are not met, determine what changes need to happen to fix the situation.

For example, “I want to land on the first third of the runway with full flaps, but I keep landing long and slightly fast. I need to pay more attention to achieving a stabilized approach. I can do this by calling out my airspeeds on each leg of the pattern as I adjust the configuration of the aircraft.”

If you are flying with a CFI, the pre-brief can be the most important part of the flight. Describe the challenge you had in detail. Saying you “had a bad landing” doesn’t really help because there are so many variables that can result in that. Were you too fast? Behind the airplane?

• READ MORE: Separation Anxiety: When Your Instructor Moves on, Your Logbook Tells the Story

Was your pattern altitude all over the place? The CFI can’t help you fix it unless we know what it is we’re fixing.

Insist the CFI verbalize the procedure to correct the problem before you get in the airplane. Airplanes are terrible classrooms, and that can add to the frustration. If it’s the pattern and landings that are the issue, for example, try diagramming the pattern on a whiteboard, paying special attention to the required airspeeds, altitude, and aircraft configuration. Using a model aircraft to fly a tabletop pattern while reciting these metrics can also be helpful.

Let the instructor know what you expect of them during the flight. If you want them to be quiet and simply be there as a safety measure just in case things start to go sideways, let them know. If you want the instructor to offer real-time suggestions, say so, and be ready to accept their input.

Are You Knowledge Proficient?

You have to remember so many things as a pilot that it is easy for your knowledge to get a little soft. When was the last time you reviewed something in the FAR/AIM or read a chapter from the Pilot’s Handbook of Aeronautical Knowledge or Airplane Flying Handbook—without it being part of a check ride or flight review?

Just as we make time to fly those takeoffs and landings in excess of the three within 90 days for currency, a good pilot should make the time to review the knowledge required to hold their certificate.

Normalization of Deviance

Pilots sometimes make excuses for soft spots that can result in greater issues known as normalization of deviance, a psychological term for deviation from proper behavior or a rule becoming culturally normalized. In aviation these can be shortcuts or avoidance that pilots rationalize—and they can come back to bite you. We’ve all read those accident reports where the pilot was significantly out of currency, and therefore proficiency, but went ahead with the technically challenging flight with disastrous results.

• READ MORE: Make Flight Reviews for CFIs Worthwhile

Rationalization is dangerous in aviation. For example, some pilots fall into a pattern of avoidance of airspace, flying elaborate zigzag routing because they don’t want to ask for a clearance through controlled airspace. They rationalize it by saying, “I don’t go into Class D airspace because I don’t want to talk to the tower” or “The tower is too busy.” The request to transition the airspace is often a less than 10-second conversation.

Another example is the pilot who avoids nontowered airports because “it is too much work to see and avoid and self-announce at the same time.” This is very limiting, because the majority of airports in the U.S. are nontowered, and that is not likely to change.

Commit to Proficiency: The CFI Perspective

One of the challenges of the normalization of deviance is trying to determine what was lost in translation: Where did the pilot pick up this bad habit? Was it from a CFI? Flying with a buddy? Something they read online? “My instructor told me…” is the aviation version of “they said” and definitely should signal the need to find another source of that information, preferably FAA-approved material such as the FAR/AIM.

When a pilot comes to a CFI seeking a proficiency flight, that doesn’t mean the instructor should look for opportunities to shred them. I say this because I’ve seen very skilled and experienced pilots walk out of a business because of the attitude of the CFI tasked with the proficiency flight. The CFI was almost hostile, as if flying with an already-certificated pilot was beneath them. Granted, the one or two hours of proficiency flying are not as lucrative as teaching an entire certificate or rating, but you’re being paid to teach, and it is adding hours to your logbook.

• READ MORE: Who Is Teaching? Low Time and Social Media Make for a Bad Combo

Listen to what the pilot seeking training wants. It can be very frustrating to the pilot needing dual instruction when paired with a CFI who has their own agenda. The pilot says, “I want to regain my multiengine currency and proficiency,” and the CFI or flight school desk person hears, “I want to get my multiengine rating.”

Study for Proficiency

Online ground schools, such as King Schools, Sporty’s, and Gold Seal to name a few, are also very helpful in maintaining knowledge proficiency. CFIs may find it useful to “test fly them” before being recommended to clients.

Have you ever heard of someone retaking a ground school for the sake of proficiency? I have and I applaud them for it. In one of the face-to-face courses I taught, there was a father who held a CFI certificate in the class because he wanted to teach his children to fly. But it had been so long since he exercised the privileges of his certificate, he wanted the refresher. He was an airline pilot and had been taking online flight instructor refresher clinics to keep his CFI active but realized that wasn’t enough to maintain his teaching proficiency.

It is incumbent on all instructors and pilots to embrace a culture that encourages proficiency training. Remember this warning: Be humble in aviation, or aviation will humble you.

This column first appeared in the May 2024/Issue 948 of FLYING’s print edition.

The post The Importance of Embracing Proficiency Culture appeared first on FLYING Magazine.

In this article, we’ll explore some of the best aircraft hand-held radio options on the market, considering factors such as performance, features, and affordability.

6 Best Aircraft Hand-Held Radio Options

• Best for extended range: Icom A25N
• Best for battery life: Icom A16
• Best for compact size: Yaesu FTA-250L
• Best for built-in GPS: Yaesu FTA-850L
• Best for ease of use: Sporty’s L6
• Best for affordability: Yaesu FTA-550AA

Top Aircraft Band Radios

The choice of a hand-held radio depends heavily on your mission. Whether your priority is ease of use or extended battery life, we’ve amassed a list of the best hand-held radios with popular features to help you make the right choice for your needs.

Icom A25N

The full-featured A25N radio is Icom’s flagship radio with all the bells and whistles. The large liquid-crystal display makes menus easy to navigate. Given the A25N’s 6 watts of power, it can transmit anywhere from 8-to-15-plus miles at altitude, making it one of the best radios for extended range operations.

Best for: Extended range

Features:

• Type: Comm/Nav
• Power: 6 watts
• Memory: 300 channels
• Battery: Lithium-ion battery provides up to 10.5 hours of operating time.
• Additional features: Bluetooth, GPS, and VOR navigation available, LCD and key backlight for nighttime operations
• Included accessories: Belt clip, wall charger (115 volt), antenna, rechargeable battery pack, headset adapter, and carrying case

Disadvantages:

• One of the most expensive radios on the market. The comm-only Icom A25C ($499.95) radio may be a more affordable substitute.
• Bluetooth connection can be complex.

Price: $579.95

Icom A16

The Icom A16 is built tough and rugged. This comm only radio is packed with 6 watts of power and an extra loud speaker, however, it is the unit’s massive 17-hour lithium-ion battery that makes it stand out in the battery life category.

Best for: Battery life

Features:

• Type: Comm
• Power: 6 watts
• Memory: 200 channels
• Battery: Lithium-ion battery provides 17 hours of operating time.
• Additional features: LCD and key backlight for nighttime operations, extra loud speaker for clear communications, rugged and water-resistant construction, compact size
• Included accessories: Wall charger, charging base, belt clip, lithium-ion battery, wrist strap

Disadvantages:

• No built-in Bluetooth capability, but the compatible Icom A16B ($399.95) offers Bluetooth connectivity for hand-free operation.
• Difficult unit menu navigation

Price: $269.95

Yaesu FTA-250L

The Yaesu FTA-250L is an affordable, comm-only, rechargeable hand-held radio. This is one of the smallest hand-held radios on the market, making it a perfect flight bag staple that won’t take up much space.

Best for: Compact size

Features:

• Type: Comm
• Power: Five watts
• Memory: 250 channels
• Battery: Lithium-ion battery
• Additional features: Rugged exterior case, NOAA weather, backlit keypad and display with dimmer
• Included accessories: Lithium-ion battery, 110 volt and 12-volt-DC charge with cradle, antenna, belt clip, and headset adapter

Disadvantages:

• Programming is complex. The radio comes with a large user manual.
• Headset adapter usage may require a screwdriver.

Price: $209.95

Yaesu FTA-850L

The Yaesu FTA-850L hand-held radio was engineered to meet the requirements of top aviators. It is a full-featured hand-held radio with a large color display and a built-in GPS.

Best for: Built-in GPS

Features:

• Type: Comm/Nav
• Power: 4 watts
• Memory: 400 channels
• Battery: Lithium-ion battery provides12 hours of operating time.
• Additional features: Color screen, Bluetooth capability, VOR, LOC, ILS, GPS navigation available, loud audio output, PC programmable
• Included accessories: Lithium-ion battery, 110 volt and 12-volt-DC charger with cradle, alkaline battery tray, antenna, belt clip, headset adapter, USB cable

Disadvantages:

• The unit is one of the most expensive radios on the market. The slightly less advanced Yaesu FTA 750L ($429.95) offers similar capabilities at a lower price.
• Complex programming requirements

Price: $449.00

Sporty’s L6

Sporty’s L6 radio allows pilots to unplug their headset from the panel and plug it directly into their backup radio. It is one of the simplest comm-only radios to operate, making it a top contender in the ease-of-use category. 

Best for: Ease of use

Features:

• Type: Comm
• Power: 6 watts
• Memory: 20 channels
• Battery: Six AA batteries
• Additional features: Six-pin jacks on top to power LEMO-equipped headsets, 3.5-millimeter jack for earbuds, USB-C power port, backlit screen and keypad, dedicated squelch and volume knobs for precise adjustment
• Included accessories: Alkaline battery pack, wrist strap, antenna, belt clip, power cable, wall adapter

Disadvantages:

• For users with the twin-plug GA headset interface, the Sporty’s PJ2+ ($249) radio may be a better fit.
• It’s a larger and heavier unit than other radios.

Price: $279.00

Yaesu FTA-550AA

The Yaesu FTA-550AA is packed with features, yet very affordable. With an oversized liquid-crystal display, the FTA-550 hand-held radio provides full communication capabilities, as well as VOR and localizer navigation features. Its great features and attractive price make it a top contender in the affordability category.

Best for: Affordability

Features:

• Type: CommM/Nav
• Power: 5 watts
• Memory: 200 channels
• Battery: Six AA batteries
• Additional features: Large display, NOAA weather, loud speaker, backlit keypad and display with dimmer
• Included accessories: Alkaline battery pack, wrist strap, antenna, belt clip, power cable, wall adapter

Disadvantages:

• The AA batteries don’t last as long as the more modern lithium-ion battery powered devices. As an alternative, the Yaesu FTA-550L Pro-X ($349.95) offers a lithium-ion battery and charger as an upgrade.
• Radio programming complexity radio

Price: $229.95

Pilot Radio Laws and Regulations

There are several requirements and things to consider when communicating over the radio in U.S. airspace. The FAA requires aircraft operating in most controlled airspace to be equipped with a two-way radio capable of communicating with ATC on appropriate frequencies for that area. 

Therefore, most U.S.-registered aircraft have a working VHF radio that is part of the aircraft equipment, and in such cases, the purpose of a hand-held radio is to serve as a backup device in the event the primary radio fails. 

The following are requirements and best practices to ensure smooth radio operations.

Licensing and Certification

FAA certificated pilots operating VHF radios and flying within the U.S. do not require any aircraft radio licensing or operator’s permit. Private or commercial pilots who wish to fly outside of the U.S., however, need to obtain a Restricted Radiotelephone Operator Permit from the Federal Communications Commission (FCC).

Frequency Use

Most radios used in the civil aviation sector operate in the VHF and UHF frequency ranges. VHF frequencies span from 108 to 137 MHz. Right above the VHF radio spectrum are UHF frequencies, which span from 300 MHz to 3 GHz. Comm radios are used to transmit and receive communications and operate in the 118-to-137-MHz VHF frequency range. 

Nav radios are used for VOR navigation only (not to be confused with GPS navigation) and operate in the 108-to-117.95-MHz VHF frequency range. ILS radios can have the localizer (108.1 to 111.95 MHz) and/or glideslope (329.3 to 335.0 MHz) capabilities and operate in their respective VHF and UHF frequency ranges.

Radio Procedures and Phraseology 

Radio communication between pilots and controllers is a critical link in the ATC system. It is essential, therefore, that pilots acknowledge each radio communication with controllers by using the appropriate aircraft call sign, keep the contact brief and to the point, all while using the appropriate phraseology.

Tips for Choosing the Best Aviation Hand-Held Radio 

There are several questions one should ask themselves when shopping for a hand-held radio:

• What is your primary reason for buying a radio?
• How often do you plan to use it?
• How tech savvy are you?
• What is your budget?
• What features are important for your needs?

There is a hand-held radio for every mission. Here are some items to consider when narrowing down your list:

• Comm only vs. Comm/Nav: While CommM/Nav capability was important 20 years ago, when GPS arrived, it took the flight deck by storm. Backup nav for most pilots comes in the form of a GPS installed on the aircraft, an iPad with an ADS-B receiver attached to it, and/or the cell phone in your pocket.
• ILS: ILS capabilities are not all created equal, so make sure to really look at the radio’s features to verify whether it provides localizer navigation, glideslope navigation, or both.
• Memory channels: More memory isn’t always better. When there are 200 memory channels, you must have a way to recall them. Some more complex radios with memory banks available can be difficult to access.
• Battery type: Although rechargeable batteries are great for high use, they aren’t convenient as a backup source because their charge must be maintained.
• Weight and size: While glider pilots prefer small and lightweight radios, linemen may require loud radios. There’s a radio for every mission, so make sure you pick the one that meets your unique needs.
• Simplicity: Although some state-of-the-art radios may seem attractive because of their many added features, there’s  beauty in simplicity—especially when dealing with an emergency.
• Know before you go: Learn how to use your radio before you really need to use it. An emergency isn’t the time to be fumbling through a user manual. 

Play it Safe With the Right Hand-Held Aviation Radio

Although a hand-held radio isn’t strictly required, it does offer a level of communication and navigation redundancy when conditions deteriorate. Because aviation is naturally a high-risk environment, having a backup is always a good idea. Find the radio that’s right for your mission and never get caught unprepared. 

FAQ

Is there an app for listening to aviation frequencies?

LiveATC.net provides live ATC broadcasts from control towers and radar facilities around the world. The LiveATC app is available for both iPhone/iPad on the App Store, as well as for Android devices on Google Play.

Do military aircraft talk to civilian ATC?

Military aircraft have transponders that can reply to civil ATC radar and TCAS interrogations.

What is the range of the airband scanner?

Airband scanners can pick up signals from 30-50 miles away with a clear line of sight.

The post Best Hand-Held Aviation Radio Options appeared first on FLYING Magazine.

Passing the FAA’s Part 107 exam is just the beginning of your journey as a commercial drone pilot. While you can earn a decent living without additional drone education, the real money lies in specialized training for more technical drone services. 

In this article, I’ll share some of the top programs in various specialized fields within the drone industry.

Quick Look: Top Drone Pilot Programs With Industry-Specific Courses

• Best for real estate: The Pilot Institute
• Best for thermal inspections: The Infrared Training Center
• Best for survey and mapping: UAV Coach
• Best for first responders: DroneResponders
• Best for law enforcement accident reconstruction: Pix4D
• Best for data analysis: DroneDeploy
• Best for credibility in the industry: AUVSI Trusted Operator Program (TOP)
• Best for your next step after the Part 107: Altitude University

8 Best Industry-Specific Commercial Drone Pilot Courses

There are many courses out there. Like anything, price and quality can vary significantly from one program to the next. For this list, I have selected high-quality and well-respected courses that are worth investigating. Consider them the best place to begin your search within each specialized field.

The Pilot Institute

Best for: Real estate drone photography

Most drone pilots start out in real estate photography. The Pilot Institute has a great course to help you build a profitable business as a drone pilot in the real estate industry.

• Taught by experts in the field and is nine hours long
• Covers subjects including how to capture and edit footage
• Leads you through the creation of two different real estate listing videos

Disadvantage: If you need really specialized training on a specific type of real estate, such as large industrial complexes, you may require additional instruction.

Price: $149

The Infrared Training Center

Best for: Thermal inspections

Your drone may have a thermal camera, but if you don’t understand thermography, you probably won’t be able to provide it as a service. When it comes to thermal cameras, no one is better than Teledyne FLIR. Its Infrared Training Center offers Level I & II small unmanned aircraft system (sUAS) thermography certification courses.

Features:

• Covers current IR cameras and imaging capture techniques
• Explains how to plan your flight’s altitude and range-to-target to get accurate thermal information for drone inspections
• Teaches you how to maximize post-processing software for image analysis, generate reports, and edit videos

Disadvantage: While courses are high quality, they’re also expensive.

Price: $2,300

UAV Coach

Best for: Drone mapping essentials

Creating maps with drones is becoming much more common. However, you need training and the right equipment to develop ones that are accurate. Dylan Gorman, who is one of the best instructors you’ll find on this particular topic, teaches UAV Coach’s online course.

Features:

• Provides an overview of the equipment and software used in drone mapping
• Highlights methodologies for data collection
• Describes how to create professional data deliverables for clients

Disadvantage: If you require more in-depth training, you’ll need to attend one of the UAV Coach’s two-day, in-person workshops.

Price: $399

DroneResponders

Best for: First responders

DroneResponders isn’t just a school. It’s the best organization for first responders using drones. I have been a member for several years, and it provides a wealth of free resources to its members.

Features:

• Offers loads of free information to members
• Supports first responders starting or growing unmanned aerial vehicle (UAV) programs
• Holds in-depth training at drone-related events throughout the year

Disadvantage: Not all training is free.

Price: Varies

Pix4D

Best for: Law enforcement accident reconstruction

When it comes to accident reconstruction, Pix4D is one of the best and most established software platforms on the market. In this online course you’ll learn best practices for capturing RGB images and creating, managing, analyzing, and sharing 2D and 3D representations of reality.

Features:

• Teaches the basics of photogrammetry and capturing collision scene images
• Explains how to generate realistic, accurate 2D and 3D georeferenced representations of reality, including orthomosaics and 3D models
• Includes instructions on exporting 2D and 3D deliverables for documentation and post-processing

Disadvantages: You will need to have a license for PIx4Dmatic software.

Price: $290 for the course (Pix4Dmatic license costs $3,500 and is billed annually)

DroneDeploy

Best for: Data analysis

At the end of the day, drones are flying data collection platforms. The data is useless, though, without someone who’s able to present it in a comprehensible manner to end users. DroneDeploy’s Analyst Certification courses qualify you as an expert in several fields.

Features:

• Offers analyst courses for the construction, agriculture, mining, and oil and gas industries
• Includes curriculum crucial compliance management details, among other important topics

Disadvantage: Courses require annual recertification.

Price: Annual subscription fee of $250 to access the DroneDeploy Academy

AUVSI Trusted Operator Program (TOP)

Best for: Industry credibility

AUVSI is the world’s largest nonprofit organization dedicated to the advancement of uncrewed systems and robotics. Its TOP certification is widely recognized across the drone industry. AUVSI also certifies others to offer its curriculum, including one of my favorite trainers, Consortiq.

Features:

• Bridges the gap between getting your Part 107 and being a recognized professional
• Teaches how to fly your drone to demonstrate safety and proficiency
• Outlines risk mitigation methods, making you a safer and more professional pilot

Disadvantages: Certification may not be familiar to those outside the industry.

Price: Level I costs around $260, and there are three levels.

Altitude University

Best for: Next step after getting your Part 107

Altitude University’s 14-day challenge course is designed to teach you everything from camera settings to editing in two weeks. Offered online, this self-paced training is designed to help you kickstart your drone business.

Features:

• Uses industry experts to explain the best camera settings
• Helps you avoid mistakes made by beginners
• Teaches how to edit with Adobe Premiere Pro and DaVinci Resolve

Disadvantage: Not industry specific, but includes instruction that can be applied across a range of industries.

Price: $197

Benefits of Specialized Commercial Drone Training 

If you already have your Part 107 certification, you may wonder why you need anything else. After all, legally, you just need your remote pilot certification. Well, there are many benefits to additional training courses and programs like those listed above. 

Here are a few of the most important, especially if you are looking to increase revenue for your drone service business:

• Enhanced skill set: Additional training improves your piloting skills, including navigation, operating in various conditions, and how you respond to emergencies. This can significantly enhance safety and efficiency.
• Career opportunities: As the drone industry continues to grow in sectors like agriculture, real estate, filmmaking, surveying, and emergency response, trained pilots are in high demand. New skills can make you significantly more marketable as a pilot.
• Increased earnings potential: With advanced skill sets, you can demand higher rates for your services, whether flying for someone else or operating as a freelancer.
• Safety and compliance: Training teaches you to operate drones within legal and regulatory frameworks, reducing the risk of legal issues and enhancing safety for you and anyone in your vicinity.
• Technical proficiency: UAV innovations are rapidly coming to market. Specialized training helps you learn to use advanced drone technologies, such as thermal imaging, multispectral sensors, and sophisticated mapping software.
• Networking: Training programs connect you with other drone pilots and professionals. Greater exposure can increase your value in the industry.

In the end, these benefits make specialized drone pilot training an attractive investment for those seeking more lucrative commercial drone pilot jobs.

Make Yourself More Competitive as a Drone Pilot

Specialized training in the drone industry will sharpen your skills while also significantly boosting your earning potential. By investing in programs such as those listed, you position yourself as a top-tier pilot who’s qualified to earn more than your average UAV operator with only a Part 107 certification. 

FAQ

Are drone pilots in high demand?

Yes. The drone industry continues to grow annually, as does the need for pilots.

How long does it take to study for a drone license?

It depends on the person. Some people can learn the material to pass the Part 107 exam over a weekend. Other people need several months. On average, if you study the material for an hour a day, you can be ready for the exam in two to three weeks.

How much does it cost to become an FAA drone pilot?

When you sign up for the Part 107 exam, the testing center will collect $175.

The post 8 Best Commercial Drone Pilot Schools for Specific Industries appeared first on FLYING Magazine.