Sunday, September 20, 2020


Flying is a life-changing event.  Every time you fly, you leave the earth and eventually safely return. I want to help enhance your flying in any way possible.  Currently I don't have an aerobatic aircraft but the goal is to offer you tailwheel experience/endorsements, aerobatic experience, spin and/or upset training.  I believe there is a big injustice to student pilots because many don't get to spin.  As a result, they retain an unrealistic 'fear' of spins.  Rather, I would have every pilot experience a spin and see that it is indeed possible to recover.

I also ferry aircraft to suit your needs.

- FIG -

Wednesday, September 16, 2020

Latest Updates

I've noticed a trend in flat, near-flat, or even nose landings.  Join the fight!
- Flying IS Great - improve every flight -

Tuesday, September 15, 2020

Master Index

- fig -

Monday, September 14, 2020

My Morsels

We all know you can't consolidate the internet or hundreds of peoples' insights, techniques, lessons into a single document.  So, I will consolidate the things I've learned, used, and shared to keep flying upright.  First, I'll start with terms...

  • Terms
    • "Abeam the numbers" - see "perch".
    • "Back pressure" - pull back on the stick/yoke, or "Release back pressure" which is the opposite.
    • "Brick One" - meaning the very first inch (or brick) of the runway.
    • "Buffet" - when the aircraft starts to shake prior to a stall.  Not my term, but you can use it even without a stall warning horn/light.
    • "Chair fly" - to rehearse a maneuver (or anything) before you actually do it.
    • "Horn" - the stall warning horn - or however the aircraft is equipped
    • "Perch" - used for "abeam the numbers" (which is 4 syllables longer).  The Perch is when you are abeam the numbers, but it also instills the idea that you "jump" off the perch.  I.e., you start your descent.  Birds don't fly up from a perch, they jump off (down).
    • "Roll out" - means to reduce your bank (whatever it is) to zero, so as to roll out of bank.
    • "Unload" - lower AOA, push the yoke/stick forward (you're unloading Gs)
    • "VAPI" - used to reference VASIs or PAPIs.  They only differ in configuration, but the concept is the same.
    • "Walk around" - the preflight inspection
    • "Wire".  This is the term I use for the approach angle.  3 degrees, right?  The 'wire' is a line between you and your aimpoint.  Ideally, it is always about a 3 degree wire.  You are either above, on, or below the wire.
  • 1-2-3 From the Knee
    • I use this at the perch.  1 is carburetor  heat, 2 is set your power, 3 is 10 degrees of flaps.  I return to power to refine it, but after it's refined, I leave it alone.
  • Aimpoint vs Landing Point.
    • First of all, there is no 'landing point' unless you've declared it for a precision landing (which is good practice for any pattern).  Normally, the landing point is slightly beyond the aimpoint.  The aimpoint is where you would crash if you never changed your approach angle.  Since we transition to level, wait for the airplane to lose its lift and then roundout, we will certainly land beyond the aimpoint.  As soon as you transition to level, your aimpoint has served its purpose and you can say thank you as you fly past it.  You will land XXX (~400) feet beyond it.  If you wanted to land at brick one, your aimpoint could never be on the runway.  My aimpoint is very seldom short.  In fact, if there is a VASI/PAPI, it's an imaginary line directly across from the lights.  See my VASI/PAPI tutorial.  If there aren't lights, it's usually the first centerline dash after the numbers.  I only bring it closer if the runway is REALLY short.
    • Review the AIM discussion on runway markings
  • Crosswind controls on the ground
    • The text version in many POHs (such as shown here) takes a bit of mental effort - at least they do for me.  So here's my technique...
      • Conventional Gear
        • "Turn Into, Dive Away From".  It's that simple.
        • You turn into (stick/yoke into) a quartering headwind and dive away from (stick/yoke away and forward) a quartering tailwind.
      • Tricycle Gear
        • "Climb Into, Dive Away From".
        • Only difference is 1) back stick/yoke for the headwinds and 2) watch the "diving" away from so you don't overcome prop wash.  Such as in moderate tailwinds.
      • AOPA has another technique if it works for you.
  • Illusions
    • Runways:
      • If it's "WIde" you'll be "HI", if it's "narROW" you'll be "LOW" (where you typically end up on final, but not necessarily)
        • You're tying to make it look 'normal'
        • If they have VAPIs (VASI or PAPI) use them!
      • Slope - it's opposite of the slope
        • If it slopes down, you'll likely be higher (than you should be)
        • If it slopes up, you'll likely be lower (than you should be)
        • If they have VAPIs (VASI or PAPI) use them!
  • "Pitch for airspeed" - this implies an unmodified power setting and you can only maintain a speed with pitch (forward/aft stick/yoke).
  • Preflight / Walkaround:
    • The point here is to start from and end where you enter your aircraft.  Piper (and others) and Cessna are clearly different.  Both pics are from the POHs (with edits on the Piper):

  • Skid vs Slip
    • If you skid, you'll leave too much rubber on the road - TOO MUCH rudder.  You'll  leave a skid mark.
    • Slips then are the opposite - not enough rudder
- Flying IS Great - Improve Every Flight -

Sunday, September 13, 2020

Mountain Flying

I will teach you mountain flying if so desired.  You can contact me directly, use the "Contact me" form on each page, or go through Springs Aviation.  My availability is always on my AvCal which can help you plan your flight/visit.

If you want to fly in your own airplane, I fully support it, and think it's a better choice.  We've had people fly in from out of state to take the course so don't hesitate to do the same.

These are the the academics I normally provide:  "Mountain Flying - doing it safely"

This is the typical route:

Weather Resources:
  • Monarch Pass AWOS:  719-539-4436
  • Salida (KANK) AWOS:  719-539-5268
  • Bald Mountain AWOS:  303-512-4419
  • Buena Vista (KAEJ) AWOS:  719-395-2599
  • Leadville (KLXV) AWOS:  719-486-8441
  • Aspen (KASE) ASOS:  970-205-2482
  • Glenwood Springs (KGWS) AWOS:  970-524-7386
  • Eagle County (KEGE) AWOS:  970-524-7386
  • Copper Mountain AWOS:  970-968-1715
  • Wilkerson Pass AWOS:  303-512-4418
Other resources:
Flying is great...improve every flight!

Tuesday, September 8, 2020

Ferry Operations

I will gladly ferry your aircraft at incredibly competitive prices.  My suggestion is to call or text me (719-505-5434) to see if any of these options meet your needs.  I am always willing to negotiate.


    • I may ferry an aircraft simply to get more time/experience in it and cost is expenses only.  However, even if I've flown the aircraft, you can ask about this option.  The aircraft I've flown are listed below.
    • Fee is $280/day (plus expenses)
    • Use this if you think the flight hours per day will be high.
      • E.g., 8 hours of flight time is $360 if using the Hourly Fee.
    • Ask about "EXPENSE ONLY" first.
    • $45/hour (plus expenses).
    • If you think the flight is 6 hours or less, you should chose this plan.
    • Ask about "EXPENSE ONLY" first.
  • All options include expenses incurred by me to get TO the aircraft and FROM the destination.
    • I.e. cost of commercial carriers and/or ground transportation
As you can expect, I only move aircraft with correct paperwork.  I will ensure required paperwork is present, but I won't process any paperwork.

I will treat your aircraft as if it were my own and will always attempt to deliver it exactly as you expected it to arrive when you purchased it.

Aircraft flown:
  • American Champion Citabria 7GCAA
  • Beech BE-55
  • Beech BE-58
  • Bellanca Citabria 7GCAA
  • Cessna 150/152
  • Cessna 172
  • Cessna 182
  • Cirrus R-22
  • DA-40
  • Decathlon 8-KCAB
  • Grumman Trainer
  • Mooney M20M
  • Piper Arrow
  • Piper Arrow, RG
  • Piper Cherokee
  • Piper Tomahawk
  • Piper Warrior
  • Robin HR200
  • Rockwell Commander 112
  • Sonix
- Flying IS Great - Improve every flight  -

Monday, September 7, 2020

Springs Aviation

  • Aircraft, All (except Sweet Pea, 62470)
    • When the interior checklist tells you to listen for the avionics cooling fan, that's not the noise you're hearing. You're hearing the electronic gyro in the Turn Coordinator. In Sweet Pea, the cooling fan does turn on, but in all the other aircraft, you'd have to turn on the avionics switch - which I seldom do.
  • Aircraft, 1025V
    • Instead of using the normal TAKEOFF indicator on the trim wheel, I recommend setting the the trim between the "O" and "F" in "TAKEOFF".
    • This is a great reminder of the subtleties of your walk around (pre-flight inspection).  The checklist tells you to set the trim to TAKEOFF.  But do you know what that should look like on your walk around? Raise the tail (elevator) to level. If the trim tab isn't essentially flush with the elevator, something is amiss.  If you use the TAKEOFF mark in 25V, it won't be flush. If you use my suggestion, it will be. Using the TAKEOFF mark will push the nose down in an already nose-heavy aircraft.
    • The Garmin 430. 430s set the screen automatically (backlight and contrast). I haven't figured out how to make it default to manual - and I'm not sure you can. But manual settings are the key. In the auto mode, the screen will start to fade from the top and bottom toward the center. That's a bummer because it's not just your GPS, it's also your COMM 1 and NAV 1.
    • Go into "DISPLAY" and change "Auto" to "Manual", then adjust as shown in the picture below (roughly, doesn't have to be exact). Screen should remain readable for entire flight.
      • Don't know how to do it?  You can Google it, but it's the fourth "page" of the "AUX" chapter. If you have no idea of what i'm talking about, you should learn the 430.  They are highly proliferated among GA.
      • You can also ask me, of course.
- FIG -