Ask a CFI

For many pilots, the first step is becoming a flight instructor. Instructing allows you to get paid to fly while building the experience needed to qualify for more advanced flying jobs. It's also a good way to develop skills that aren't always measured by your logbook, such as communication, decision-making, and crew resource management.

A microburst is a powerful, localized downdraft that spreads outward when it reaches the surface. The resulting wind can change rapidly from a strong headwind to a tailwind, producing a significant loss of airspeed and performance close to the ground.

Mnemonic acronyms are wonderful mechanisms for condensing complex terms, phrases or lists into something more manageable to commit to memory.  Aviation has its fair share of clever—and sometimes silly—recall devices, which stands to reason when there is critically important information that should be committed to memory.

Speaking of clever and silly, "ATOMATOFLAMES" is a mnemonic acronym used to help pilots remember the critical components required for aircraft airworthiness for daytime flight in visual (VFR) conditions. Each letter in ATOMATOFLAMES corresponds to a specific item that must be operational before takeoff.  This equipment list can be found in § 91.205.

Many commercial pilot applicants don't open the Commercial Airman Certification Standards (ACS) until they're a few weeks away from the checkride. That's a mistake. The Commercial ACS isn't just a testing document—it's the roadmap your instructor should be using and the playbook your examiner will be using during your checkride.

Start small. Don’t make your dog’s first flight a long cross-country adventure. Spend some time around the airplane on the ground first, then gradually introduce them to the sounds and sensations of flying. A short local flight is a much better way to learn how your dog will react.

Start by creating an account on the PSI FAA testing website. Once you're logged in, you can select your exam, search for a nearby testing center, and choose a date and time that works for your schedule. Many flight schools and FBOs serve as testing centers, so there's a good chance you'll find one close to home.

The 5 Ts still work, but they were designed for an era when IFR navigation required more manual setup, timing, and cross-checking. In today’s cockpit, especially with moving maps and integrated avionics, pilots benefit from a broader situational scan rather than a fixed sequence of tasks. One useful modern alternative is the CAPERS check.

Flying in south Florida recently, I heard a Baron on an IFR flight plan call on 121.5 asking other pilots for help finding the correct ATC frequency. Apparently somewhere along the way, contact had been lost during a handoff, and the pilot wasn’t sure who he should be talking to next. It’s more common than many pilots realize and has happened to me on multiple occasions.

At our home airport (I69), the traffic pattern stays busy—especially with our flight school airplanes. It’s common to have multiple airplanes in the pattern, a steady stream of radio calls, and a lot happening in a short amount of time. For many student pilots, that’s where things start to feel overwhelming.

If you’re on final, slightly high, a touch fast, maybe not perfectly lined up, your first instinct is often to try to “fix” it. After all, we don’t want to fail, especially after a good pattern. That’s exactly when you should start thinking about a go-around. Waiting too long usually comes down to ego and fear of “failure” or the hope you can salvage the landing—and that’s when things get tricky.