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I love telling people I have the world’s greatest office view.  The only bad part about my office and the incredible view is the occasional lack of space. Cockpits can be pretty cramped spots to begin with and then when you add sectional charts, plotters, calculators, E6Bs, AFDs, sunglasses, pens, etc. well…it can get pretty messy pretty quickly as is the case apparently with Mark.

Mark wrote me asking:

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I’ve written before about how much I enjoy my Bose X headset. How I think that it is the quietest, most comfortable headset I’ve ever worn.  But I’m here to say that Bose better look out, because Lightspeed Aviation is giving Bose a serious high-noon headset showdown with it’s latest entry, the Zulu.  I’ve had the opportunity to try out both headsets extensively and here is my Lightspeed Zulu vs Bose X comparison, review and final verdict:

Lightspeed Zulu

This was the underdog product that had the most to prove in my battle of-the-headsets.  I’ve heard some glowing reviews about them from my pilot friends and wanted to see…I’m sorry, hear the proof for myself.  I decided to purchase a pair from MyPilotStore.com for$850 with free shipping.  I couldn’t wait to try them out.

Lightspeed Aviation Zulu from MyPilotStore.com

The Zulu’s arrived a couple days later and the first thing I noticed about them was the weight (13.9 oz.) They seemed very light and well made; not flimsy, just solidly built. Turns out the reason for the light weight is the  construction from stainless steel and 4 different type of composite plastics.  Take the ear cups for example, which I learned later are made from magnesium.  The magnesium gives the Zulu’s earcups plenty of rigidity and makes for an excellent sound barrier which means even when moving around the cockpit or turning your head, your going to keep the noise out.  The other thing I noticed about the headset when it arrived was  Zulu’s controller.  I noticed the controller had some extra buttons that I wasn’t familiar with, but I’ll get to that in a second.

The Zulu trial:

My first flight using them was in the Beechcraft Premier, which has quite a bit of blower noise in the cockpit.  I typically put on my headsets right after the engine start and I noticed almost immediately (very comfortable by the way) that the passive noise reduction was very impressive.  Even with no ANR (active noise reduction) turned on, the headsets were very very quiet. I did turn the ANR on (the light (A) starts blinking green) and it suddenly got VERY quiet up front.  I could tell it was noticeably quieter than the Bose. Almost too quiet (I kind of like a little engine noise…I get a little nervous when I think the engines have stopped).

I was told by another Zulu owner that one feature I had to try out was the bluetooth connectivity feature.  Bluetooth is a type of short-range wireless network that allows other Bluetooth equipped devices to share information and data.  For example, my phone (the Blackberry Storm) is a bluetooth enabled cell phone.  I can actually link the Lightspeed Zulu’s to my Blackberry Storm and use the Lightspeed Zulu as a handsfree device! It didn’t take me too long to figure out this feature either.  You simply hold down the bluetooth button (F) on the Zulu’s controller for 5 secs (it will flash blue /red) and then set-up your phone to connect  (or “pair”).  It takes a couple seconds to find your phone and you might have to click “allow” on your BB Storm to confirm the bluetooth connection.  But once connected, there are a couple of neat things you can do, like:

• Press the Bluetooth button (F) on the Lightspeed’s controller once for voice dialing (if supported by your phone).
• Press the Bluetooth button once to answer the phone when it rings.
• Press the Bluetooth button once to disconnect from a call.
• Press and hold the Bluetooth button for 2 seconds to redial the last number called. Use the Bluetooth volume buttons (Zulu’s + and – buttons {H}) to adjust volume.

Once I tried out these features, I had an idea:  What would the Zulu’s controller do if I put my Storm in media player mode? Turns out, now Zulu’s controller acts as a music player remote control!  I can play, stop and adjust the volume on the Storm’s media player.  And as I was listening to the music, I pushed another button (D) on the Lightspeed’s controller, “FRC”.  FRC stands for Front Rear Channel and it is simply an amazing audio feature.  Headsets are notoriously awful for recreating true stereo.  Stereo music is designed to be listened through stereo speakers not headsets.  I’m not an audiophile, but apparently it has to do with the way that music is mixed in the studio, it is not designed for headsets.  All I know, is that when I pushed the “FRC” button on the Lightspeed controller, I thought I had suddenly slipped on a pair of audiophile quality headphones, not a pair of aviation headsets.  The sound quality was absolutely stunning.  In fact, I called up one of my passengers to try it out for himself.  I had him put on the headsets while it was not in FRC mode and then I pushed the FRC button while some music was playing (streaming via bluetooth from my Storm) and he was quite impressed.  He said, “Sounds like a pair of expensive home audio headsets”.   The other neat thing about listening to music while flying was the Auto MusicMute feature which dims the music volume by 80% when radio communications come in from the panel.  That way you don’t miss any important radio calls, but the music stays low enough to hear it in the background.

My only complaint about the Lightspeed Zulus (and it’s kind of a big one) was the clamping force.  After a couple other flights, I determined that with my big head, I can only wear the Zulu’s for 3 hours max and then my head needs a break.  I don’t know if this is due to my hat size or the headsets and since I can’t use another head other than my own for a test control, I’m going to have to come to the verdict that they clamp just a little too tight for me (they might be fine for you).

Bose X

Since 1989 Bose has literally had a patent on ANC or active noise canceling headsets.  I can actually remember the first time someone told me about the Bose X.  How they are the best headset out there but cost almost $1000.  I remember thinking, a $1000? That’s crazy.  There is no way a pair of headsets could possibly be worth $1000.  Then I tried a pair on.  Wow.  I had to have one.  It took me a little while, but I did finally get a pair and I’ve never looked back.

Bose X from Amazon.com

Why I like them so much:

When you are a professional pilot it is not uncommon to spend 6+ hours a day in an airplane.  That is a LONG time to have a small vice-like-device strapped to your head. Even the slightest amount of pressure can grow to be a pain worse than death after 6 hours.   If you are wearing an uncomfortable pair of headsets for that long, you can go home with an absolute pounding headache.   That’s simply why, I like the Bose X.  Yeah they are quiet, yeah they are expensive but flat out they are the most comfortable aviation headset, period. They are ultra light and they are quiet.

My Verdict

Ok, so here is my summary.  If I have to sit in a piston engine airplane for less than 3 hours, the Lightspeed Zulus, I think, are quieter than the Bose and are my personal preferred choice.  In any jet aircraft, I prefer the Bose X because they are more comfortable for longer stretches of flying or for long duty days.  I actually prefer to use the Bose X in jet aircraft with the ANC feature turned off so that I can hear the aircraft and engine noises.  Even the passive reduction alone in Bose X is enough to block out the sounds you don’t want to hear (like environmental blowers and avionic fans).

So:

Piston Aircraft – Short Flights:  Lightspeed Zulu

Lightspeed Zulu

Purchase the Lightspeed Zulu’s from MyPilotStore.com

Jet Aircraft – Long Flights:  Bose X

Bose X Aviation Headset

Purchase the Bose X Headset from Amazon.com

Flight instructors are taught the importance of using visual aids when preparing a lesson.  Statistically, most people are visual learners.  There is nothing more frustrating than trying to teach a certain concept to a primary student and not having a good airplane model around to use as a visual aid.

A good friend suggested that I take some time to read the “Civil Pilot Training Manual”, which I am doing now.  This manual, developed by the Civil Aeronautics Administration in 1941 is the template that every pilot training manual and textbook in existence today is based upon! And that is no exaggeration.   In this book, on page 102 I stumbled upon “Figure 73 – Plan for Demonstration Model”.  One of the reasons I like this model is because it has markings for flaps, elevator and rudder. It would be a great aircraft to teach about the three axis of flight (longitudinal, lateral and vertical) and the basic aircraft structures.

I scanned the template in, enlarged it slightly (the one in the book is much too small) and saved it as a PDF that is available now in the download section of askacfi.com.

My recommendation would be to make the demonstration model a little robust by making the airplane out of some heavy cardstock. You can do that by:

1) Printing the template out on normal paper. Make your own carbon paper by taking a lead pencil and heavily shading the outline on the reverse side of the paper

2) By tracing and heavily pressing on the outline you can easily transfer the template to your own chosen cardstock paper.

3) Cut where indicated and fold where directed.

Download the template here:

Aircraft Demonstration Model Template

p.s. it doesn’t fly very well (at least for me).

Cessna 152 POH

Are you looking for a Cessna 152 POH in a PDF format? Well you’re in luck.

Well technically, this isn’t a POH but a PIM.  The difference?  The POH, or pilot’s operating handbook, is the official serial-specific document that is required to be onboard prior to each flight.  The PIM, or pilot’s information manual, is the general reference manual that contains much of the same information as the POH but without reference to the  serial numbers, FAA registration and weight and balance data that would be specific for a particular aircraft.

So, as long as you realize that this is to be used for flight training reference only and never to be used in lieu of the required POH feel free to download this 1980 Cessna 152 PIM in Adobe PDF format.

Michael writes me asking:

Hi, I am currently working towards my PPL but am still not ready for solo despite having approximately 35 hours of flight time. The problem is the landing – the flare in particular – and I just do not seem to be getting it. Initially, I was not flaring at all and hitting the runway quite hard. Now I seem to flare too much and end up climbing again before finally landing quite far down the runway. I am training in a Piper Cadet and would appreciate any tips you can provide so that I can finally move towards solo flight. Many Thanks, Michael

Thanks for your question. First off, I wouldn’t worry about how much flight time you have accumulated so far. In fact, I’m sure your instructor has told you, “Everyone solos at different times” and that is very true. I’ve had some students who honestly could have soloed at 5 hours and others who I nervously signed off at 40+. There are so many factors that determine when someone is ready (mentally, physically, legally) going to solo.

The MOST important thing to remember when landing is to “RELAX“.  That is not some famous aviation acronym, just some practical advice to take a deep breath, follow your instructor’s advice and land the airplane. I would guess that at this point, you are thinking much too hard about the landing. Because of your insecurities with the amount of time it has taken you to solo, you are overly focused in those last few precious seconds before touchdown. Just RELAX. That doesn’t mean don’t flare or flare slowly (you already knows what happens when you do that) but just be calm and smooth about it. Have confidence, you can do it. The feeling of the flare will come to you, just like it as to many others.  Some of my worst landings happen when I’m trying too hard to get a “greaser” and some of my best landings come when I’m just doing what works. In other words, I perform better on landings, when I’m not thinking too much about it.

On a more practical note, one thing that helped me when I was learning to land was trying to visualize the landing from an outside perspective. I don’t know if you are familiar with flight simulator programs, but in Microsoft Flight Simulator you can select the “S” key on your keyboard and cycle through different views. When you are setting up for a landing, hit the “S” key in your mind and for a brief second, cycle the views till you get an outside view of your aircraft. Visualize the landing gear hanging below your airplane and what the correct pitch attitude would look like in order for the main gear to slowly come in contact with the surface. Visualize your landing and your success.  This is very important to do.  You have to see it in order to believe in it.

Trying Looking at your landings from another perspective

Maintaining the proper airspeed is important

Another thing, and one that I’m sure your instructor has taught you, is the important of a stabilized approach. Every good landing is preceded by a good approach. Make sure you are focused on making standard patterns and that at each stage of the pattern you are precisely where you should be in relation to airspeed, altitude and power.  Know your approach speeds for each setting of flaps and your pattern segment (downwind, base, final).  Good landings are possible out of a unstabilized approach, but not easy. Make it easy on yourself and begin with a stabilized approach to the airport.

Sometimes it is also helpful to fly with another instructor just to break through this kind of plateau. There might be one little instructional nugget that you are missing with your current instructor that another instructor could provide for you. Also, sometimes just hearing a different physical voice in your headset during your landing could be the difference.  A good instructor will not fight you on this request.

Hang in there. Like I said before, every pilot solos at a different times and don’t become preoccuiped with thinking about how it might be taking you longer than someone else. Just relax and fly the airplane.

Fly Safe.

Like most parents at this time of year, I’m making my daily trek to Wal-mart to buy school supplies for my kids. Even if you don’t have kids, I’m sure you can remember being sent home with a list of needed school supplies that ranged from protractors to rulers. Good times.

If you are just starting your flight or ground pilot training, you may find yourself overwhelmed by all the different supplies and accessories that are available for the beginning pilot. One look at a Sporty’s catalog or website will have you convinced that there are a lot of things you need to buy in order to become a pilot. When you get a little bit of experience under your belt, you’ll be more convinced that companies make a lot of money selling pilot supplies that are absolutely not necessary. So in my role as your online ground instructor, I’ve prepared a “Flight School Supply List.” Only the things you need and nothing you don’t. So here we go. Don’t show up to class without them:

(the items link to mypilotstore.com an affiliate of Askacfi.com)

• Good sunglasses. You can get an artifical heart, lungs, hip and just about everything else except your eyes (for now anyway). Take good care of the ones you have by investing in a good pair of sunglasses, just don’t lose them. My personal recommendation? Serengeti Salto S-Flex. Great lenses and comfortable with even the stiffest headset.
• Headset. If you are just starting out, don’t buy a headset until you solo. Until then, borrow a pair from your flight school or instructor. Once you’re ready to make that investment, don’t waste your money buying anything but the best set available. There are only two headsets I recommend, David Clark or Bose. This is not an advertisement but the advice of someone who has tried just about every pair of headset out there and has learned that Bose X is by far the quietest and most comfortable headsets I have ever worn. The runner-up and value award going to David Clark H10-13.4 The number 13.4 represents how many ounces they weigh. You can’t break em either, I’ve tried.
• Basic Logbook. Don’t get anything too fancy. Just a good basic logbook. All flight schools will have one for sale.
• Books. There are literally hundreds if not thousands of books you can purchase. Here are the 7 books you’ll need to purchase (in order of importance):
  • 2009 FAR/AIM Book
  • Private Pilot Practical Test Standards
  • Pilots Handbook of Aeronautical Knowledge
  • Private Pilot Oral Exam Guide
  • Aviation Weather Services
  • Aviation Weather
  • Jeppesen Private Pilot Manual or the one used by your ground school
• Basic Aluminum E6B Flight Computer just get a plain old E6B. Learn the basics before purchasing an electronic flight computer.
• Simple Fixed Plotter (for cross country flight planning). As simple as possible.
• Current VFR Sectional for your area if you fly in a really busy area, the appropriate terminal chart would also be recommended.
• Flashlight. Don’t get the biggest, heaviest, or most expensive flashlight (you’ll lose it) just one that is small and bright enough to comfortably take with you in your flight bag. Smith and Wesson makes a nice small bright 6 LED Flashlight that is pretty good.
• Good flight bag. There are a myriad of options when it comes to flight bags. Get one that isn’t so big you’ll never use after training but one that can at least hold a toothbrush, toothpaste and a pair of skivvies for your cross-country or short overnight. The Sky High Gear Freedom VII Flight Bag is pretty well recommended.

I think that just about covers it. You’ll be tempted to add more stuff to your shopping cart, but don’t. You’ll only rack up more costs to your flight training which is getting too expensive as it is. I wish I had this list when I was going through flight school. I was the favorite customer of my local pilot store and they saw me coming from a mile away. My shelves and flight bags are still packed with all kind of useless junk like fancy kneeboards and holding computers. Just stick to the basics and as your flying expands you can slowly add to the list (but you won’t need to add much).

Feel free to comment if you think I forgot something or have a recommendation of your own.

Fly Safe.

I just received an email from Scott, asking about what to do when you lose your logbook:

In previous years I have accumulated approx. 30 to 35 hours in student training in the air, either with my instructors or by myself, Unfortunately I have lost my log book. What should I do ? Both of my instructors are still in my area, can they help?

Hi Scott.  Sorry to hear about your logbook, that stinks.  As a pilot, I have two recurring nightmares.  The first one is where I totally forget about a scheduled flight until about an hour after it is supposed to leave and the second nightmare is losing my logbook. You are in a great position in that you have less than 40 hours accumulated so it won’t be nearly the chore it could have been, if say you had like 4,000 hours.

Jeppesen Professional Logbook

There are several ways to copy your logbook once it has been lost or destroyed by using other paper records of the flights, no matter what stage you are in your flying career.

1) Your flight Instructors. Your flight instructors will have their own personal logbook that has records of the flights that you flew with them.  You could ask your flight instructors for copies of the pages where you flew together.  You could easily use that in a new logbook.

2) Your flight school. The flight school should have both financial records and aircraft records of the flights that you lost.  You should contact the flight school and ask for a copy of the aircraft hobbs records.  Usually the hobbs will record the name of the instructor and student so it should be pretty simple to track down these records if you have a general idea of when you flew.

3) Canceled Checks.  I remember one of my flight students would jot down the flight time and aircraft registration number in the notes portion of his check.  If something would have happened to his records,  it would have been a simple matter of flipping through some old checks to duplicate his logbook.

4) FAA Form 8710. When you go to take your checkride you will fill out a form 8710 which is basically your airman application form.  Near the bottom of the form you will fill in a table that documents your flight hours and experience.  You can easily duplicate a logbook from this information.  In fact, that is one of the purposes of that form.

5) Company Records. If you are a professional pilot you can use company records to help duplicate your logbook.  I often make records of the company forms I use in the aircraft and keep them handy in the event something would happen to my logbook.

6) Electronic Backup. There are many options when it comes to logbook software and online pilot logbooks. One of the best electronic logbook programs is Logbook Pro by NC Software. One of the nice things about Logbook Pro is being able to export to many different formats for both printing and storing.

Good luck Scott with your logbook. I hope that you continue your training and that you find a solution to help prevent this in the future.  Be sure to…

Fly Safe.

How many times have you said that to yourself?

Last night was one of those nights. There was an amazing strong thunderstorm that passed through Chicago last night around 7:30 P.M. Right after it passed through, there was an amazing scene that I feel fortunate enough to witness. Picture this…dark clouds on the right, orange sky on the left, double rainbow in the middle, the airport lights on full bright, and propagating lightning surrounding the whole scene. (that’s where the lightning appears to crawl through the sky). Yeah, words definitely don’t do it justice. It was simply amazing. And all I could think of, was “Man, I wish I had my camera!”

So for today’s trip, I bring my camera. And lucky enough for me, there was this beautiful turbine converted DC3 sitting on the ramp. Of course, my camera memory card was almost confiscated during an ugly incident with a customs official that was clearing this aircraft but that is a different story….so enjoy the photo because I went through a lot to get it.

I think my camera is now officially part of my flight kit. Fly Safe.

Several years ago I bought a book that has now become a staple of my flight kit. It comes with me everywhere. If you haven’t heard about it, it is called The Captain’s Atlas and it is indispensable. It is a standard United States road atlas with aviation navigational aids (VORs, Airways, etc.) over laid. When the weather is beautiful and you can see for miles, I always have at least one passenger, who will ask me, over a random area, “What lake is that?” I guess I should take it as a complement that the passenger thinks I’m smart enough to know every single lake in the country but rarely do I know the answer but this book is my cheat! I simply look up the state (hopefully I at least know that) and find a nearby VOR on the atlas, do a little triangulation and viola! I can usually tell them the name of the feature they are requesting. You will look like a hero!

You can see more details here