Ask a CFI

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.

Maneuvering speed is considered to be the accelerated stall speed at the positive limit load factor (LLF) for the category of aircraft. Practically speaking, maneuvering speed (VA) provides a margin of safety. If the airplane is slower than VA, it cannot exceed the LLF without stalling so you can maneuver the airplane without the risk of exceeding its structural limit. Since VA is related to the stall speed, it will also decrease with a decrease in weight. 

BasicMed is an alternate way for pilots to fly without holding an FAA medical certificate as long as they meet certain requirements. To fly under BasicMed, pilots must print off a FAA Form 8700-2; BasicMed Comprehensive Medical Examination Checklist (CMEC) and get your physical exam with a state-licensed physician. Then complete an online medical course and you’re ready to fly! An important note is that third-class medical reform does not alleviate the need for pilots to continually self-certify when it comes to being fit for flight.

Basic GPS uses a network of satellites to triangulate positions anywhere on Earth.  There are at least five satellites in view at all times. Your onboard navigator can provide three-dimensional position and altitude information if it is receiving signals from at least four satellites. 

WAAS uses two additional geostationary satellites to improve the accuracy of GPS.  These satellites receive and transmit a correction signal to WAAS-enabled navigators.  The correction signals are calculated on the ground by two wide area master stations and uploaded to the stationary satellites.  These master stations receive signal error data from a network of precisely surveyed reference stations.  The reference stations constantly monitor the GPS satellite signals for errors.

Familiarize Yourself with the Format—the Private Pilot written test FAA test contains 60 multiple-choice questions, and you have two hours to complete it. Any of the written tests may also include validation questions, which are questions used to accumulate data for statistical analysis of test question validity and performance. Validation questions are non-scored questions, and do NOT count for or against your final test score. The posted number of questions does NOT include validation questions.

A description of each test, allotted times, and total questions are available via the Airman Knowldge Testing Matrix.