#PilotTips

[aviationschool]

1️⃣Ever heard of VOR? Very High-Frequency Omnidirectional Range, a game-changer in aviation navigation! 🛫 It projects magnetic "spokes" in all directions, helping pilots find their way. 2️⃣ The VOR receiver onboard turns signals into your magnetic bearing to/from the station. Think of it as your in-air compass, guiding the way through the skies! 🧭✨ 3️⃣ But how do you interpret the signals? When you select a course, envision a line from the VOR station. If left of course, the CDI needle points right, and vice versa. 📡🔍 4️⃣ 🚀 Tips on VOR usage! Positively identify the station, stay in line-of-sight, and remember flying TO a station means TO indication on the selected course. 👨✈️ #FlightSchool #SkyGuidance #AviationTech #VOR #FlightTech #PilotLife #PilotTips #Navigation #avelflightschool

[chennaiflightschool]

Demystifying Horizon & Attitude of Aircraft 🌅✈️ | Quick Aviation Insights

[goldenepaulettesaviationpilot]

How Does an Airplane Go Up & Down?

Let's Simplify It! Ever wondered how pilots control those giant flying machines? 🤔 Here’s the simple science behind takeoffs and descents:

🔼 Going Up (Climb): Pilots increase thrust and slightly raise the nose using the elevator. This increases lift and helps the aircraft gain altitude.

🔽 Coming Down (Descent): By reducing thrust and adjusting the pitch down, lift decreases — allowing the plane to descend smoothly and safely.

🎯 It’s all about Lift, Thrust, Drag, and Gravity — the four forces of flight!

Next time you're on a plane, you’ll know exactly what’s happening! 🛫🛬

👉 Follow @GoldenEpaulettes for more simple & smart aviation explainers!

HowPlanesFly #AviationExplained #LiftAndThrust #GoldenEpaulettesAviation #PilotLifeIndia #FlightTraining #FuturePilot #AviationForBeginners #AirplaneScience #DGCAIndia #AviationLovers #PlaneFacts #AvGeek #PilotTips #CommercialPilotLicense #AviationCommunity #FlyingDreams #PilotInTheMaking

[ become a pilot, pilot training India, CPL India, ATPL India, student pilot, aviation career, pilot dreams, DGCA exam, flying school India, how to become a pilot, future pilot, aviation roadmap, pilot mentorship, Golden Epaulettes Aviation, pilot life, pilot training cost, aviation in India, no science background pilot, pilot course after 12th ]

[aerial-photo-airman-blog]

When to say "No Go"

So they always say you learn more in your first 50 hours of professional flying than your entire flight training. I definitely agree with this saying. I would even venture to say I learned more in my first week on the job then I have in my entire flight training. The hardest to learn as a professional pilot is when to look your employer in the eye and tell them " No I won't go due to safety concerns." Why is this so hard to say? If it was easy to say then there wouldn't be so many accidents right? I have been fortunate enough in my aviation career to be able to lock in a great job without having to do the CFI thing, or having to deal with the red tape and politics of the airlines. When you go this route however you have more pressure to go when normally you would not, or be able to to because of your ops spec for your airlines. My dream has always been to be able to fly my plane and not be a button pusher for the airlines. Don't get me wrong airline pilots have an important job that requires extensive knowledge, training and ability. I don't mean to diminish the work they do at all. It's just not for me; I want to feel the air over my wings and shut off the autopilot whenever I want ( I never have the autopilot on anyways). One of the things that the "Big Guys" got right is taking the go/no go decision out of the cockpit and putting it on a checklist, a.k.a the ops spec. Let's take a look at why it is so hard to say no and the difference between professional pressures and self inflicted pressures. Professional pressures are unique to commercial pilots, where as self inflicted pressures are those we put on ourself to complete the flight. First let's examine pressures due to commercial operations. Daily you will find yourself tasked with the difficult decision to go or not. The worst pressure for me to overcome is "Jobitis". This is when, in my case, a photo shot has been waiting for more than 2 days and the clouds and weather don't look to be getting better. Myself, my employer, and the company waiting for the photos are all getting antsy to get those photos in our hands. This forces us to try to "get the job in the can" on days that would otherwise be spent in the office. Some days I lose this battle with myself. I will tell myself "well it is calm enough to test the waters" or fly to the site to see if it is to turbulent or cloudy as I saw on the satellite. We will get the job done with diminished quality. I loose this battle because of the thought of the company we are shooting for will pull the job and not use us anymore due to the delays. Also my employer could be thinking "well our other pilots would have gone out maybe you aren't the right pilot for the job. In the past, I have also been affected with the pressure to go with passengers that only had one day to fly with us. We had a couple that booked a sunset flight for their anniversary. If we could not fly them on their anniversary than they wanted their money back. The day ended up with some stronger than normals wind that would make some passengers not feel comfortable. In this case I made the passengers aware of the issue before they arrived at the airport and let them make the decision. This essentially put the ball in there court and made the flight easier as they knew what they were getting into and took the pressure off of me as there pilot. For some reason it has always been harder for me to deal with the self inflected pressures. When we want to take a family member on a flight to "show off our skills", it always seems like if we don't do the flight that day then the flight will never happen. When we have a trip planned, with rental cars waiting or hotel room reservations, we get wrapped up in worries about extra fees incurred and what other people will think of us than of the real problem, be it weather or maintenance issues. I did a lot of research about this subject before I wrote this blog, both in my 14 years of flying as well as articles and books. What I found is the best idea is to take the decision out of the cockpit, like the "Big Guys/Gals" do. Write yourself a personal checklist with risk elements, Medicare elements, and weather elements. For example; is the wind blowing greater than ___ kts yes or no, did I get more than___ hrs of sleep last night yes or no, am I current and proficient in the type of flying I am about to do VFR or IFR yes or no. Then weight the yes's and no's and stick to it. This may result in a friend being pissed off or maybe a few dollars lost but better that than departing and never being able to talk to your friend or make a trip again (if you know what I mean). Look we all want to thought of as a AMAZING PILOT, or the type of pilot that will go when no one else would. You don't get to be an old pilot when you worries out what other pilots think. I have always told my employers that if I die an old boring and safe pilot that means that I am a BAD ASS PILOT.

[goldenepaulettesaviationpilot]

Battery Voltage Below 25.5V? Here’s What You MUST Do!

✈️ If you're on the Airbus and the battery voltage is reading below 25.5V, don’t rush to start the APU — follow the proper procedure like a professional pilot:

✅ Step 1: Ask ground crew to connect external power ✅ Step 2: Set both batteries to AUTO ✅ Step 3: Let them charge for at least 20 minutes ⛔ Starting APU directly won’t charge the batteries

📌 Correct Procedure: ✔️ External power ON ✔️ Batteries on AUTO ✔️ Wait 20 mins before any other action

💡 Pro tip: Knowing this isn’t just for exams — it’s for the safety of your aircraft and your crew.

#AirbusA320 #PilotTraining #BatteryCheck #AircraftSystems #PilotLife #GoldenEpaulettesAviation #AviationKnowledge #CPLPreparation #BatteryVoltage #GroundHandling #PilotTips #FlightDeckTraining #AvGeek #FlyingSchoolIndia #CockpitKnowledge #PreFlightChecklist #AvSafety #TechnicalPilot

Pilot, Aviation, Career, Scholarships, Training, Success, Future, Dream, Flight, Groundclasses, GoldenEpaulettesAviation, Instructors, Opportunity, Growth, Journey, Education, Guidance, AviationIndia, HowToBecomeAPilot, DgcaGroundClasses

[goldenepaulettesaviationpilot]

🛫 NAVIGATION LIGHTS – Every Pilot Must Know This!

Ever noticed the red, green, and white lights on aircraft at night?

They’re not just for show—they’re crucial for mid-air and ground collision avoidance.

🔴 Port Light (Left Side)

Means: You must give way

🟢 Starboard Light (Right Side)

Means: You stand on; the other must give way

⚪ Tail Light (Rear)

Purpose: Enhances visibility from behind

Whether you're flying or spotting from the ground, these lights tell a story of direction, priority, and safety.

📲 Swipe through to understand them in seconds.

👨‍✈️ Stay sharp. Stay safe.

—

#NavigationLights #AviationSafety #PilotTraining #AviationKnowledge #AircraftLights #LearnToFly #GoldenEpaulettes #StudentPilot #FlightTraining #PilotLife #AviationBasics #FlyingSchool #AvGeek #PilotTips #yourroutetothecockpit

Pilot, Aviation, Career, Scholarships, Training, Success, Future, Dream, Flight, Groundclasses, GoldenEpaulettesAviation, Instructors, Opportunity, Growth, Journey, Education, Guidance, AviationIndia, HowToBecomeAPilot, DgcaGroundClasses

[aviationschool]

Displaced Thresholds: A Quick Guide ✈️ A displaced threshold is a part of the runway not used for landing but great for taxiing, takeoff, and landing rollout. It helps with obstacle clearance, runway preservation, and noise reduction. Look for white arrows and thick lines to know where to land safely! 🛫 Fly Safe! 🛬

Aviation #PilotTips #RunwaySafety #avelflightschool #chennaiflightschool

[aviationschool]

🛩️ What is Engine Detonation? Engine detonation, also known as "knocking," occurs when the fuel-air mixture in an aircraft engine ignites prematurely. Instead of a smooth and controlled burn, the mixture explodes violently, causing a sharp rise in pressure and temperature inside the cylinder. ✈️💡 #AviationSafety #EngineMaintenance #PilotTips #FlyingSmar #avelflightschool #chennaiflightschool

[aerial-photo-airman-blog]

Marine Layer

When thinking about weather, in particular clouds and fog, I would say that Marine Layers are the most unpredictable and hardest to understand of all. This is because it is tough to know when it will show up or when it will burn off. And as a pilot, it is very important to know when and where the marine layer will rear its ugly head. So why is it so important? Well, let me ask you, fellow aviator: Have you ever departed your local airport, with weather report in hand stating that your destination airport is reporting severe clear for the next 24 hours only to find your destination airport is suddenly IFR? Well if your destination airport is near the ocean, the culprit of this drastic turn of events could be the marine layer. The problem with the marine layer is that often it will extend hundreds of miles up the coast, and depending on the landscape, many miles inland as well. For the purpose of this discussion we will be examining the southern California marine layer, namely San Diego to Santa Barbara. This is because I know a great deal about this area as I fly it daily. I don't want to presume that marine layers are all created equal. I was about 10 years into my flying when I made my first big mistake with the marine layer. I departed Deer Valley airport (KDVT) in Phoenix, AZ with the intention to fly in severe clear to Long Beach, CA (KLGB) with a stop in Palm Springs (KPSP). I departed with a warm fuzzy feeling on an IFR flight plan, weather in hand, and a promise of clear blue the whole way. The flight from KDVT to KPSP was routine with no issues. After a brief refuel, (just for some added pice of mind), we took off bound for KLGB and some fun at Disney. As soon as we got through the Banning Pass, bam. We were in a high thick marine layer that had moved in within the past 3-4 hours. I was able to get into KLGB but in IMC, and after some hair raising ice collection. We will save the details of that story for another article. Instead, let's look into how I could have predicted this situation a little better. Let's first examine how marine layer is formed. We all know how clouds are formed, so I am going to bypass all the basics and get to the heart of the problem. Marine layers are formed by a process called advection, which is cool air flow to the land from a body of water. In our case the body of water would be the ocean. The marine layer is affected by the wind. Wind under 15 knots will only deepen the layer, however if the wind is greater than 15 knots then the marine layer will move higher to low stratus or stratocumulus clouds. Advection fog, or marine layer, can move in rapidly regardless of time of day or night. So how can we tell if, or when, the marine layer will burn off? Generally speaking, the sun's warming effect erodes the marine layer from the edges, causing it to lift gradually. Heating the air reduces the relative humidity and also helps "stir" the air, bringing down drier air from above, and causing the fog base to rise. In most cases, these processes mean that by midday the fog has disappeared. If the marine layer is particularly deep and thick, the sun's rays may not penetrate it to warm the surface, and the marine layer will not lift. So when I am trying to predict the burn off I'm looking for 3 main factors: Number 1- Temperature and dew point spread. If the spread is separated by less than 4°C then the marine layer is sticking around. If the spread is greater than 4°C then it's on the move. The greater the temperature and dew point spread the quicker the burn off. Number 2- I check PIREPS to gauge the thickness of the marine layer, as well as the base of the clouds. If the marine layer is thick, (i.e., base at 1,500 with top at 3,000) burn off will take all day, if it happens at all. If the base of the marine layer is above 2,500 feet then the likelihood that it will burn off completely is very unlikely. Number 3- I check satellites and PIREPS to see if there will be a higher overcast over the marine layer. If there is, than you can forget about it going anywhere. So that sums up all I have learned about the marine layer in Southern California. If you are a non-instrument rated pilot don't even think about entering the marine layer as it could extend to the ground and cover mountains that don't move when you hit them with your aircraft.

[aerial-photo-airman-blog]

Mountain Weather

So in the first entry to my mountain flying series we will be talking about mountain weather. I have learned the hard way that mountain weather can change very quickly, and violently. Lets start with the obvious, terrain makes bad weather worse, and cold fronts being pushed up a mountain is nastier than a front crossing flat terrain. Look there are additional risks when flying in the mountains. Actively manage those risks for a safe flight. For example airmass thunderstorms are kicked off more quickly when wind flows up a mountainside, where as air can lose its moisture on the upwind side of mountains and be dry and clear on the other side. The key is to gain the knowledge to know when the weather changes will occur. The only way to do that is to learn from experienced mountain flyers and experiencing it for yourself. Ok i am going to use the same saying that every pilot uses about air around mountains because its true and very helpful. Imagine water flowing through a fast moving stream or river. As rocks or other obstacles disrupt flowing water, it curves and moves in a predictable pattern mountain winds are no different. This is very helpful in passes, for example the Banging Pass in California this pass connects Palm Springs to San Bernadino in between the San Gragornio and San Jucinto mountain ranges. This pass acts as a venture effect squeezing and speeding up the winds . This can make for a very uncomfortable ride up to 10,500 feet. I usually will gage the turbulence at 4,500 feet if it is smooth chances are the pass will be nice till I get one either the west or east end of the pass where it will usually have bumps. If we have a Westerly wind, chances are the east side of the pass will be bumpy, in my experience. Generally speaking west wind brings sunshine and in California this is usually the case, unless there is marine layer of course. If the winds are are from the east I know that on the west side of the pass, if i turn to the south to early or to low then it could be helliasious with turbulence. With east wind, generally speaking, may bring bad weather. As you analyze the mountain weather before your flight, pay special attention to the position of the highs and lows to give clues to the wind speed potential. When the winds aloft are 20 knots or greater, it's best to fly at least 1,000 feet higher than the mountain peak you are crossing. When the wind speed is above 25 knots and flowing perpendicular to the ridge lines the air flow can form waves, much like water flowing over rocks in a stream bed. Now as the wind blows moist air upslope, it will cool and may form a "cap" cloud, usually in winter. Learning how to read these clouds will be very important to knowing what to expect when flying into mountainous terrain. Here is an example of cloud types, how they are formed, and what i have found they tell me: Cap Clouds- Usually means smooth air. There formed by moist air that is pushed up the mountain, where it cools and condenses, and down the leeward side where it warms and dissipates. Kelvin-Helm Holtz Clouds- Caution wind shear. These clouds are sometimes formed on the leeward side of mountains by two layers of air moving at different airspeeds, which indicates the presence of strong wind shear. Lanticular Clouds- Smooth air typically. These len's-shaped clouds are formed on the leeward side of mountains by rising air that condenses and cools at the crest of the mountain wave. The continuous lifting action of the waves is favorable for gliders. Rotor Clouds- Caution turbulence. Also known as roll clouds, rotor clouds from on the leeward side of mountains by strong downdrafts and slower moving air near the surface. This creates severely unstable air, strong winds, and turbulence. I would call it a horizontal Tornado. i would recommend flying 3,500 feet. There are many more cloud types out there but these are the typical clouds I deal with. To minimize the chance of encountering dangerous turbulence, mountain top levels are greater than 25 knots. Let me leave you with just one thought that I constantly am aware of. Icing in the mountains is serious business. Aircraft performance limitations often make it impossible to climb out of icing conditions, and descending can easily lead to controlled flight into terrain. (CFIT)