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Aviation Academy

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Aviation Academy

Flight School

10/01/2026

Coordinating a vacation schedule with your entire family can be hard. Keeping coordinated while flying is easier. One of the aerodynamic factors pilots must pay attention to while flying is called adverse yaw. When turning an airplane the ailerons are used to help us turn to the left or right. While turning to the right the aileron on the right wing will go up and the aileron on the left wing will go down. In this example the aileron on the left wing being deflected down creates more lift as well as more drag on the left side. Causing the nose to yaw or move to the left during a right turn.

This motion is called adverse yaw. The rudder is used on the vertical stabilizer to counteract this by keeping the nose in the direction of the turn. When adverse yaw occurs the slip skid indicator in the airplane will indicate a slip. In a right turn the ball will move to the right indicating that the right rudder needs to be used. Since the nose is slipping out of the turn to the left, stepping on the right rudder will keep the ball centered and the airplane coordinated.

09/28/2026

We have another solo in the house! Eli, great job on your big day! 🎉

09/20/2026

As a pilot the ability to think of the next move during a flight is an essential skill.
Whether it is a heading, altitude, frequency change, etc... This type of thinking should not only occur in the air but starting on the ground. During take off things can happen quickly. That is why it is important to have a plan already in place if the need to reject a take off should arise.
Scenarios like losing an engine, door popping open, runway incursion, inadequate acceleration, and engine fire are just a few of the abnormalities that could occur.

It is important to highlight criteria on the ground that would constitute a rejected take off
and when that go/no go decision should be made. A pilot in a smaller piston engine aircraft doesn't face the same high speed rejection concerns that jet pilots do. Before liftoff in a piston engine aircraft it may be best to stay on the ground if an abnormality occurs as long as runway length permits. When conducting a rejected takeoff power should be brought out to idle and directional control maintained. The pilot should then use maximum necessary braking to slow to a safe speed to exit the runway. Make sure to also use your checklist and communicate your movements to ATC or a CTAF frequency when practicable.

09/17/2026

Our girl Jennifer went solo today! Great job Jennifer! Hard work paid off! 🎉

08/31/2026

17 and already a private pilot! Emily, you did it! Congrats, We are so proud 🎉🎉🎉

08/28/2026

Clouds can make for some beautiful scenery while in flight. Not only are they pretty too
look at, but to a trained eye they also tell a story. That story could hold information like atmosphere stability, visibility, and the potential for hazardous weather. The three main types of clouds are Cirrus, Cumulus, and Stratus. Depending on the type of clouds in an area a pilot can begin to understand what type of weather may be present.

Cumulus clouds are an indication of an unstable atmosphere which could mean a potential for turbulence but also good visibility. Cumulus clouds that have vertical development can be a sign of current hazardous weather like thunderstorms or be an indication for potential hazardous weather to come. Stratus clouds are often an indication of smooth air and a stable atmosphere. With that also comes the chance for poor visiblilty and steady precipitation. Unlike an atmosphere with cumulus clouds that would produce showery precipitation. Finally cirrus clouds are high altitude clouds made up of ice crystals found 20,000' above the ground. While this information can be helpful to understand current weather. Pilots should always properly brief themselves on the current and forecasted weather before a flight.

08/24/2026

Gergely added on his commercial multi engine to his certificate! Great job! 🎉

08/21/2026

With fall around the corner that means cooler temperatures outside! That also means wearing warmer clothes and turning on the cabin heat. While cabin heat is important for keeping the cockpit comfortable it also introduces the potential hazard of carbon monoxide poisoning.
Pilots operating a C-172 should be aware that cabin heat air comes from outside and then enters a heater shroud that surrounds the muffler. This air is then warmed by the muffler and ducted into the cockpit.

So pilots must be cautious when using cabin heat because if there is a hole or crack in the muffler carbon monoxide could enter the cabin. Since it is a colorless and odorless gas the best way to identify it is through putting a carbon monoxide detector in the airplane. Another way to identify carbon monoxide is through symptoms like headache, blurred vision, nausea, and dizziness. If you notice these symptoms or see the airplane's carbon monoxide detector change color immediately shut off the cabin heat. Next open the cabin air vents and windows to ventilate the cockpit. Then land as soon as practicable and seek medical attention.

08/18/2026

Alex passed his CFII! Huge milestone and we are super proud! 🎉

08/08/2026

Crosswind landings raise some considerable concerns and new challenges when attempting to land. With the wind blowing across the runway or more perpendicular to it the pilot has to account for this by manipulating the flight controls. To account for wind drift that will try to push an aircraft left or right of its target. The pilot accomplishes this by banking or crabbing into the wind to keep the airplane from drifting off the runway's centerline. Let's take a look at a few tips that will help you nail your next crosswind landing.

First thing you can do while setting up for a cross wind landing is see what the wind is doing. This can be accomplished by asking ATC for a wind check. At a non-towered airport use the automated weather or visual cues like flags, wind socks, or the ripples on a pond. Once you know where the wind is coming from, think about how to configure the aircraft. At Aviation Academy the pilot operating handbooks (POH's) for our C-172's recommend using the minimum flap setting required for the field length in a strong crosswind. This is because as we approach the runway we want to transition from crabbing the nose into the wind to a side slip. Using a side slip to land involves lowering the upwind wing with the ailerons while simultaneously using opposite rudder to keep the nose pointed down the runway centerline. By using less flaps during a strong crosswind landing this will in turn result in a faster approach speed and more air moving around the rudder making it more effective. As well as being capable of keeping the nose down the runway longer during a crosswind landing.

Address

1980 S Airprt Road
Wichita, KS
67209

Opening Hours

Monday	9am - 5pm
Tuesday	9am - 5pm
Wednesday	9am - 8pm
Thursday	9am - 8pm
Friday	9am - 8pm
Saturday	9am - 8pm
Sunday	9am - 8pm

Website

http://aviationacademyict.com/

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