Ask a CFI

Knowing when to cancel or delay a flight is a skill every pilot develops over time and with experience.

Weather—usually the first factor to consider:

• Visibility and ceilings: Are they above your personal minimums?
• Wind: Are crosswinds within your comfort zone?
• Thunderstorms: they can escalate quickly especially in the spring and summer.

Even if you’re legal to fly, think about whether you’re comfortable handling unexpected changes.

Many student pilots notice that their airplane seems to float just above the runway during landing. This is due to ground effect, an aerodynamic phenomenon that every pilot should understand. Ground effect occurs when an airplane is flying close to the surface, usually within a distance equal to the wingspan of the aircraft. The presence of the ground reduces wingtip vortices and downwash, which in turn reduces induced drag and increases lift.

Speed enroute is a nice problem to have—flying fast enough that you actually need to worry about speed limits. Many student pilots spend most of their training days flying less than 100 knots, so the idea of going too fast in an airplane can sound like a luxury. But yes, there are speed limits, and pilots are expected to know and follow them.

First, take a deep breath, you’re not starting from zero just because you can’t find your logbook. While the FAA requires pilots to log training and aeronautical experience to prove eligibility for certificates and ratings (FAR 61.51) and currency, there’s no requirement that those records be kept in a single physical book or in any particular format. The real key is proof—you must be able to substantiate the experience you claim.

If you fly regularly at a non-towered airport, radio calls quickly become second nature—a rhythm of position reports that helps everyone stay on the same page. But if you're used to the towered environment, the transition can feel a little disorienting, like you're flying blind. The good news? You’re not alone on frequency, and with a few key calls, you can confidently communicate your intentions and stay in sync and safe while operating with other traffic.

As summer temperatures climb, density altitude becomes more than just a textbook concept—it becomes a real-world performance factor that can catch even experienced pilots off guard.

So what is density altitude, really?
In simple terms, density altitude is the altitude your airplane thinks it’s operating at, based on the current air density. As temperature, humidity, and elevation increase, air becomes less dense. This means your engine produces less power, your wings generate less lift, and your propeller becomes less efficient.

If you’re training at a towered airport, you’ll eventually hear the phrase “cleared for the option.” It’s an ATC clearance that gives you flexibility to perform any one of several landing maneuvers: a full stop landing, touch-and-go, stop-and-go, or low approach/go-around.

Flying into an unfamiliar airport can be challenging, but a little prep goes a long way. Start with the basics: review the airport diagram to identify runway layout, hot spots, and taxi routes. Pay close attention to NOTAMs for runway closures or special procedures, and check for nearby terrain or obstacles—especially at non-towered or mountainous locations.

Use satellite imagery and tools like ForeFlight’s 3D preview to get a visual sense of the airport environment. This can help you spot unusual runway alignments, nearby highways, or terrain features that might influence your arrival.

When we talk about flight controls, most pilots immediately think of the yoke or stick and rudder pedals—the primary flight controls. These directly control the airplane’s pitch, bank, and yaw via the elevator, ailerons, and rudder. But there’s a second set of controls that play a crucial supporting role: the secondary flight controls. Secondary flight controls help fine-tune the aircraft's performance and handling. The most common examples are flaps and trim systems.

If you’ve been training for a while and your CFI still hasn’t asked you to pull to the side of the ramp so he can endorse your logbook for that first solo, it’s natural to feel anxious and frustrated. Maybe you've logged 15 or 20 hours, and your friend already soloed. And that naturally has you thinking, "Why not me?"

Remember this: soloing is not a race. Every student learns at a different pace, and your instructor’s job is to make sure you're not just technically qualified to solo, but truly ready.