Aviation Academy

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.

Katherine can teach to fly in the clouds! Congrats to our CFI on earning her CFII! 👏

Aviation Academy is located at Wichita Dwight D Eisenhower airport (KICT). The
airport is surrounded by class C airspace which accommodates everything from big transportation jets to general aviation traffic. Although it is not as big as class B airspace, class C controllers still play a vital role in keeping air traffic safe. Let's take a look at the size, weather minimums, and required equipment of class C airspace.

The inner ring of the class C airspace has a 5nm radius and usually extends from the surface (SFC) up to 4,000' above the ground. The outer ring of class C has a 10nm radius around the airport and usually starts 1,200' above the ground going to 4,000' above the ground. An easy way to remember the VFR weather minimums for class C is 3 cessna 152's. Which means you must have 3 miles of visibility, 1,000' above, 500' below and 2,000' horizontal separation from clouds. Finally to be able to enter class C airspace you must establish two way radio communications. Which means you must hear ATC say your call sign before you enter. As well as having a two way radio you must also have a mode C transponder and ADSB out equipment.

Bennett added another engine to his resume! Good job on passing your multi checkride today! 👏👏

During the summer months the cockpit can be a bumpy and warm environment. One of
the unpleasant results this can produce is motion sickness. Motion sickness is a fairly common experience for pilots, and especially those new to flying. This condition can occur because of mixed signals the brain receives from the eyes and inner ear. The fluid in the inner ear moves as the airplane is banked but the eyes see a conflicting message of a stable cockpit environment in which you are sitting still in. This can confuse the brain and result in symptoms like perspiration, dizziness, salivation, and nausea. If you are a new pilot that has been experiencing this on your flight lessons do not be discouraged. As these symptoms tend to fade as the body acclimates to the cockpit environment in flight.

Let's look at some helpful tips students and seasoned pilots alike can use to help prepare
them in the case motion sickness occurs. Before a flight try to stay away from big meals, especially ones with fried foods, and stay hydrated. During the flight pilots should try to keep their eyes outside as much as possible and fix them on the horizon if motion sickness symptoms occur. Also keeping an air vent open to blow fresh air on the pilots face can help. Avoid keeping your head down and reading as this can produce or make symptoms worse. If you start experiencing motion sickness communicate that to whoever is on board with you so steps can be taken to alleviate symptoms or if need be, find a sick bag.

Summertime is here, which brings the chance to travel to exotic places with friends and family. A lot of pilots may travel using their own pilot certificate. Another certificate the pilot or their passengers might use is a scuba certification. As PIC of an aircraft the activity of scuba diving should raise the need for some precautions before flying back home. This is because scuba diving can cause higher amounts of nitrogen to enter the body due to the increase in pressure as a diver goes deeper into the ocean. If the diver then ascends too rapidly into an area of lower pressure. The nitrogen in the body can form bubbles in the divers blood and tissue.

When this happens it is referred to as decompression sickness or "the bends." This is a
serious medical complication that can cause symptoms like joint pain, skin rashes, dizziness, convulsions and even death if left untreated. That is why pilots are given recommended wait times in the aeronautical information manual (AIM). This way the body can expel excess nitrogen before the next flight. Under section 8-1-2 the AIM recomends waiting 12 hours before flying up to 8,000' if the dive was made at a shallower depth and no decompression stop was needed. If a dive requires a decompression stop or if you're flying over an altitude of 8,000'after doing any kind of scuba diving at all it is recommended to wait at least 24 hours. The altitudes listed above are for your actual height above mean sea level, not a pressurized cabin altitude which could experience rapid decompression.

Yevgen went solo! Great work! Up next: PRIVATE PILOT!

As we head into July keep in mind it is only getting warmer outside. With that comes the
threat of dehydration. It is easy to undervalue the importance of staying hydrated until we start looking at some of the symptoms dehydration can cause. To name a few fatigue, headaches, cramps, and in severe cases disorientation or confusion can occur. During the summer months hot humid weather not only outside but inside the cockpit will cause the body to sweat to cool itself down. Remembering to drink water to replace this moisture loss even before thirst sets in is an important part of staying hydrated.
Depending on several different factors the body could need more or less water to stay hydrated throughout the day. Most sources recommended drinking between 63 to 126 ounces of water in a 24 hour period. But besides drinking enough throughout the day, make sure to wear comfortable clothing that doesn't trap heat. Pilots can also place a sunshade in the airplane's wind screen before and after flights to help keep the cockpit more comfortable. Being dehydrated in the air will only make things tougher. So as part of your next preflight make sure as always to check that there isn't any water in the fuel tanks but also check to make sure there is some in your flight bag.

Squall Lines
With summer time in full swing that means thunderstorm season is also upon us. As
pilots we know that thunderstorms can create hazardous weather that can result in the cancellation of a flight or at the very least delay it. One type of thunderstorm that often creates some of the most hazardous weather is a squall line. This multi cell line of thunderstorms can stretch for hundreds of miles just ahead of a gust front. It will often produce wind gusts exceeding 50mph, fast forming tornadoes, heavy precipitation and lightning.
Squall lines have the potential to outlast most thunderstorms. The reason for this is once a
normal thunderstorm reaches the end of its life cycle. They simply start to rain out or extinguish the updrafts of warm rising air that fuel them. While a squall line on the other hand relies on a gust front of cooler air on the leading edge of it. To act like a snow shovel along the ground, lifting warm air up into the storm to feed it. This happens before the rain or downdrafts have a chance to reach the warm rising air that is fueling the storm. Allowing the gust front to keep feeding the storm warm air without precipitation or downdrafts getting in the way. Make sure to add squall lines to the list of reasons to get a weather briefing before your next flight!!

Our newest Private Pilot! Great job, Andy! 🎉🎉🎉