But what is the best way to make sure the transfer of control “ownership” happens safely and both parties know who is actually flying the airplane?

First, Why It Matters…

Flying an airplane is no small feat. We all know that. Things happen quickly, situations change on the fly and decisions must be made quickly to keep things running smoothly.

So, imagine a scenario where two pilots in the cockpit both think the other pilot is in charge at the moment in time when something needs to be done (switching fuel tanks, for example). This could result in unnecessary trouble, without a doubt.

Needless to say, the positive transfer of the flight controls is an important part of any training flight, or even your next casual flight with a pilot friend.

Successfully Transfer the Controls

Most flight instructors employ a simple process to transfer the controls from the student. This process also works great for any other pilots sharing the flight control duties over the course of a long flight.

Here are the steps:

1. Tell the student (or other pilot) you would like the controls.
2. The controlling pilot says aloud, “You have the airplane.”
3. The pilot receiving control confirms aloud, “I have the airplane.”
4. Verify the other pilot has removed their grip/feet from the controls.

It’s a pretty simple process, but it is the only way to make sure both parties know who has the airplane. And at the end of the day, someone needs to have the airplane.

Today’s discussion: Have you experienced problems when flying with other pilots and understanding who has the controls?

But do we check everything as it relates to the flight we’re about to make? The FAA requires that of pilots, and in many cases, we all fail at following this regulation.

All Information Concerning The Flight

FAR 91.103 requires that pilots become familiar with all information relating to the flight that is about to take place. This includes items like weather, destination airport information and takeoff/landing distance data from the aircraft’s flight manual.

It’s safe to say that we’re all guilty of taking off without checking some of this information. Ever leave hastily for a flight breakfast? I know I have.

The main purpose of this regulation is to ensure there aren’t any surprises throughout your flight. In many cases, the flight is one we’ve made several times, so of course we’re familiar. But the next time you head out on a cross-country to an unfamiliar airport, be sure to check your information.

The Quickest Way…

One of the fastest ways to get the information you need is to call Flight Service or to use an online service that provides similar data.

This method ensures you’ll get updated weather information, airport-specific NOTAMs and other information as well as have a log of your actions getting the briefing.

Today’s Discussion: Do you always get all information before your flights? What method do you use?

One of the tricks I’ve always used (and taught) is to visualize what is going on with other aircraft and the plan that ATC has for you.

Paint a Picture

If you’re approaching an airport and ATC is giving you instructions, try paying attention to the other aircraft that ATC is working with and figure out where you fit into the big picture. Figure out the approach instructions you’re being given and visualize that path with the other aircraft approaching or departing the airport.

Having a good idea of where you are in the process gives you the ability to expect the next instruction from ATC, thereby putting you one step ahead of the entire situation.

For IFR Pilots, Too

This method works great for instrument approaches as well. Getting vectors to an ILS approach? Visualize the approach in your head and visualize where you are in the process.

When teaching IFR students, I’ve found that this method helps them anticipate radio calls from ATC – something many IFR students struggle with at first.

Today’s discussion: Do you anticipate and visualize the patterns that ATC is working with? Share your tips in the comments or on Facebook!

You don’t have to be a flight instructor to experience this, however. Many pilots transition from airplane-to-airplane and it could be easy to get caught off-guard.

Require the logbooks

Before jumping into an airplane for the first time, make sure everything is in order. Check the logbooks for proper maintenance records, the last completed annual inspection and any other items of interest.

Of course, making sure the proper paperwork is in order is part of any good preflight, but it does get overlooked when you fly an airplane frequently, so the habit isn’t always there.

Don’t find out afterwards…

The worst time to find out you’ve just flown an airplane that is just out of annual is after the fact. You may slide by this time, but what if something had gone wrong during the flight and the FAA came to have a chat? You just can’t afford those types of mistakes – they are too easy to take care of.

But what do pilots have to log? As it turns out, not a lot.

FAR 61.51 provides guidance

For most pilots, logging each flight is habit. After all, the more hours we have, the lower our insurance rates are (if you’re an aircraft owner or have rental insurance). To the FAA, however, you only need to log certain flight times:

1. Any flight training that is required to meet the requirements of a certificate, rating or endorsement. In other words: prove you did the training.
2. Any flight training that proves your currency as a pilot. This includes your takeoffs/landings, flight review, etc.

Beyond that, you don’t have to log your flights. However, I would recommend keeping each detail in your logbook. You’ll thank yourself down the road, if for no other reason than remembering some fun times.

What to include

Your logbook entries should be as details as possible. If you’re on a training flight, your flight instructor should fill out your logbook and sign the entry.

If you’re just logging routine flights, including details helps to tell the story of your flying adventures.

Again, if you want to know exactly what is required, check out FAR 61.51. It’s all there.

Today’s question: Do you log each and every flight?

Yesterday’s weather in Iowa got me thinking about this topic. We had winds gusting upwards of 50 mph – way too much to be out in a small aircraft, especially for pattern work. Some would argue that if the wind is straight down the runway, it’s a good day for practice, but I think there’s a point where flying just isn’t a good idea.

Good practice is useful

Granted, many times the wind is just right for some great practice. A stiff crosswind that is within the aircraft’s limits is a great way to expand your confidence and get better at handling different conditions. If you’re just starting to learn to fly, you should question your instructor if they aren’t giving you some opportunity to at least practice a few times in gusty conditions.

You should also question your instructor if they are taking you out if obviously over-the-top conditions that are difficult and even dangerous. Let’s face it – there’s only so much control input available to overcome that darned wind.

Catching a “lull” in the action

If you find yourself out practicing in gustier-than-anticipated conditions or on a cross-country flight with gusty winds, consider making a few attempts at your landing. On some charter flights, I’ve had to try landing a couple of times and wait for the wind to stop gusting to get the airplane on the ground.

Of course, I’ve also diverted to an airport more suited for the wind conditions (less crosswind, for example). This is the better of the two options I’ve presented.

Knowing when to push the limits of the aircraft is essential for getting better. Knowing when to lock the door and walk away is also an essential skill of piloting.

I have a confession to make… I think it might be ruining aviation to a certain degree.

Postpone the angry mob

When I learned to fly, the entire focus of training seemed to be more “grassroots” in nature. We had the good ‘ol “six-pack” for flight instruments and felt the aircraft’s movements in the seat of our pants.

Today, it’s all about workflow and which button to push. Heck, if you miss a step, you just might end up with the complete opposite of what you need on the screen – a situation that could be a big problem.

Don’t get me wrong, here. I love gadgets. Ask my wife. If I don’t have the latest phone or new tech toy, I start shaking. I’ve also flown with a lot of gadgets in aviation and can say that they are helpful.

For some reason, though, aviation is different for me. Maybe I see aviation as a way to take a break from all this technology.

Back to the basics

Many flight instructors still teach the basics, but sometimes it gets overshadowed by how to run the autopilot or how to navigate a complex dual-screen glass panel.

Let’s get back to a few basics – basics that apply to every airplane:

• Proper traffic scans – Sequential, deliberate traffic scanning, especially when in the pattern is still essential today.
• Pay attention outside - Quit looking at your iPad in your lap and look outside.
• Listen to the airplane – If you’re familiar with the airplane, there is a lot to be learned about the inputs you need to make based on what you hear, in addition to what you see. Learn your airplane, learn the noises.

I’m not here to say technology hasn’t made some tasks enjoyable when flying, but let’s remember what got us here: good old fashioned, no batteries required aviating.

What do you think?

Checkpoints

Early in our flight training, we probably started learning how things look from the air. Getting used to that takes some time, for sure.

As our training progressed and it was time to begin cross-country planning, it became obvious that making the right checkpoint choices was critical to staying on your intended flight path.

Choose big, identifiable options

As a flight instructor, I am always intrigued by students who choose very small towns as checkpoints. “Will you be able to identify that?” I always have to ask. Sometimes they are from the area and can easily pick out that small town. Of course, that doesn’t help much when you’re one thousand miles away on a cross-country.

Here are my tips for choosing some good checkpoints:

1. Large cities w/identifiable roads. These work great because the city is easy to stop, plus there might be a freeway (for example) that wraps around and makes it obvious that this is your checkpoint.
2. Large bodies of water/rivers. Again, easy to spot and generate well-drawn on the section chart, these features are usually easy to identify without question.
3. Major highways. If you have a four-lane highway and it’s depicted on the sectional that way, these can make great checkpoints.

Not so great ideas…

Here are some checkpoint ideas that aren’t such a great idea:

1. Small towns. These towns are usually just too hard to spot and often aren’t depicted well on the sectional chart.
2. Creeks and other small bodies of water. These may be easy to spot, but maybe not…
3. Private airports. These seem like a great idea, but often they are grass strips that aren’t obvious. Unless you know the field, you may fly right over.

Of course, you can always just use your GPS or iPad… but where’s the fun in that?

As you’re learning to fly, it’s often overwhelming to talk on the radio and learn all of the procedures for setting up and landing the aircraft. The last thing on your mind is to tell the world where you are. All of us – even seasoned pilots – can do a better job of giving other pilots in the area a clear idea of our intentions and our location.

What to say

Being accurate and concise on the radio can mean the difference between smooth traffic flow around the airport and mass confusion. When announcing your position, be sure to answer these basic questions: Where am I? Who am I? What am I doing? Again, where am I?

If done correctly, that translates to something like: “Vinton traffic, N123AB is five miles North of the field at two-thousand feet, entering a left downwind for runway niner, Vinton traffic.”

This radio call clearly explains where you are in the vicinity and what you’re planning to do.

A pet peeve…

Please don’t say “Traffic in the area, please advise.” It’s a waste of radio space. If someone is in the area, they should respond.

When to say it

Knowing when to start making radio calls can be tricky, especially at a busy airport. When I teach new pilots, I often have them follow a few basic rules:

1. Start letting area traffic know of your intentions at least ten miles out from the airport.
2. If traffic is heavy (like at a fly-in), you may want to start announcing even further out.
3. In the traffic pattern, be sure to announce each leg as you enter it, especially with high volumes of traffic.

Don’t be one of “those pilots”

Blasting into an airport unannounced is a bad idea. It may seem quiet, but making radio calls even at a quiet field will help you become more smooth on the radio and, who knows, you may thank yourself for making that call if someone actually is in the area.

Use the radio whenever possible and help keep all of our airplanes separate. :)

Have you had bad experiences in the traffic pattern with traffic flow? Let’s hear them in the comments or on Facebook.

It also brings new challenges in the weather for pilots.

Winter METARs

Often, winter METARs include codes such as SN, IC, PL and even UP. So what do they mean?

• SN - This one is pretty simple: it’s snow. Of course, the +/- symbols behind it would indicate strong or light forms of snow. (Ex. SN+)
• IC - Ice crystals in the air.
• PL - Ice pellets. A little rare, but still possible.
• UP - Unknown precipitation. In the winter, precipitation can sometimes be pure snow, pure rain or something in between.

For some more help decoding METARs and other TAFs, check out NOAA’s METAR conversion card.

Fast-changing conditions…

Winter weather can change fast. Visibility drops in snow and ceilings can vary quickly. When assessing your flights in the winter, check the weather closely and understand all moving systems. A thorough understanding of weather reports (METARs, TAFs, etc.) makes it easier to make your go/no-go decisions. Be sure to stay up-to-date on the weather as you fly as well, either through Flight Service, GPS or another device.

Icing

This is not a comprehensive article on aircraft icing, but needless to say, aircraft icing is not something to be toyed with. Understanding the icing levels and understanding how icing affects your aircraft should be a top priority if you’ll be flying at altitude and in conditions where icing is favorable.

For a complete course on icing, check out AOPA’s ASF Icing Course. Good stuff.

Aircraft need attention, too.

Winter weather can play games with your aircraft as well. Pay attention to several items when doing your preflight:

1. Ice/frost on the wings and control surfaces can cause severe aerodynamic problems. Keep them clear of ice.
2. Consider preheating your engine if possible to make it easier to start and easier on the engine.
3. Emergency preparation is more important as well. Be sure to have blankets and other survival gear for a possible off-field landing.

Have some winter tips? Share them in the comments or on our Facebook page.