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One of the most important bits of information pilots can glean from our instrument panels is airspeed. Its used on takeoff to gauge when to apply backpressure for liftoff, its used when landing to ensure were neither too slow or too fast, and we use it in cruise to help verify performance (and establish bragging rights). Depending on the airplane and the days mission, we may also use it to ensure were at or below an appropriate speed before penetrating turbulence or conducting various maneuvers.

Most IFR operations dont require an alternate airport. Thats because the advertised weather often is better than required to select one and list it in a flight plan. That doesnt mean we shouldnt at least have something in mind as an alternative place to land if, say, some nummy lands gear-up at your destination or, as we saw in December 2017, an entire major airport finds itself without power.

Problems arise when both pilots are trying to fly the same airplane at the same time. The result often can be no one is flying. Thats when hijinks ensue and both pilots become passengers. While the FARs make it clear there can be only one pilot in command, the reality is we often split duties while airborne with two. It usually works out, but clear delineation of responsibilities is a must.

According to the SAFO, the following paragraph will be added to the ATC Order: Crossing of active runway(s) by aircraft/vehicle(s): 1. During departure operations, ensure that aircraft/vehicles intending to cross a runway do not cross the runway holding position markings until the controller visually observes the departure aircraft in a turn, or the departure aircraft has passed the point where the crossing aircraft/vehicle is located, regardless of altitude, unless authorized in FAA Order JO 7110.65, 3-10-10, Altitude Restricted Low Approach.

A pilot friend of mine once described a trip he and I flew in my airplane as boring. It was a one-stopper from Wichita to Florida, mostly done in or above IMC and at 11,000 feet msl. It was a smooth flight without any drama, but my passenger found it unsatisfactory because he couldnt see the ground for most of it. He would have preferred more opportunities to look out the windows as the world slid past, something only possible if we had flown lower and slower, both of which would have made the trip longer and less efficient. He was okay with that, however. I wasnt.

After a half-century of experience in the cargo flying sector, long-time pilot Stan DeLong has seen it all. He claims to be semi-retired, but he still flies a Piper Navajo Chieftain during United Parcel Services peak season, and is chief pilot and check airman for Gem Air, LLC. If you make the mistake of assuming his experience is geographically limited, he also is check airman for Cte dIvoire (formerly the Ivory Coast) in Africa… but…

Pilots wanting to fly but who dont have the resources to own and operate their own airplane usually find themselves renting from an FBO or training organization, joining a flying club or entering into some kind of shared ownership arrangement. Renting or sharing airplanes often can be a good choice for someone with varying needs, but experiences can vary and your operational priorities, to put it gently, may not be shared by the organization supplying the aircraft.

Like most pilots, my primary training started at the local FBO. After a few months of the usual plateaus and valleys, I was progressing well and nearing the private checkride. But within a matter of a few weeks, all the instructors left for greener pastures and there was no one available to finish me off. In the meantime, the Cessna 150 and Cherokee 140 I had been flying were sold; there was nothing to fly…

Many years ago, I happened to overhear one pilot ask another, How did they find out? The question revolved around a situation resulting from an error in judgment concerning operation of an unairworthy (out-of-annual-inspection) aircraft. While there was no accident, a somewhat unusual event occurred that was traced to a mouse nest in the carburetor heater duct, which caused a rough-running engine. After a precautionary landing, mechanics discovered the problem and thought it was hilarious.

Most pilots look forward to the challenge involved in qualifying to fly a new make or model aircraft. They anticipate the ritual involved in the checkout and are understandably proud when they receive a signoff from a flight instructor. That ritual may involve one flight and three touch-and-goes, or multiple flights and several instrument approaches, among other operations. Regardless, managing the risks of introducing yourself to a new aircraft is at the core of this…