Ask a CFI

Whether it’s a student pilot or a seasoned pilot accomplishing a flight review, the pattern of getting behind the airplane is remarkably consistent. Things are going fine until multiple small tasks pile up at once. By the time the pilot notices, they’re already chasing airspeed, altitude, or a clearance.

Let’s be honest—these days, the only reason most of us would get lost in the air is if our iPad died (and we forgot the charger) or it overheated halfway through the flight. Even with GPS and moving maps, it can happen. And when it does, it’s surprisingly easy to feel a little helpless.

The key is to stay calm, rely on your remaining tools, and follow a logical plan.

Every pilot hits one at some point—a training plateau. You’re taking lessons regularly, but your progress suddenly stalls. Maneuvers that felt solid last week all of the sudden aren’t, and frustration starts to build. Don’t worry—this is a normal part of learning to fly, and there are ways to get past it.

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.