one day in the near future…

It’s blank today, but I hope to see this filled in before Sep 2018:



keep looking!

I’ve noticed that gathering aviation info can be frustrating. It’s never in one place and when you find one thing it often refers to something else like a FAR/eCFR, or AIM, or the Pilot’s Handbook of Aeronautical Knowledge (FAA-H-8083-25B), etc. Definitely a challenge to put it all together.


AIM 2018 (12oct2017)

Aircraft Climb Speeds

airnav (links to FAA airport diagrams)

Free Aircraft Checklists (sponsored by Dauntless Aviation)

Aviation Exam (links to other free FAA resources)

To help reduce your Private Pilot training expenses, here are two good, FREE resources for Private Pilot studying. Please call Sheppard Air when you need to study for more difficult, high failure-rate tests like Instrument and Commercial.

AOPA FREE Student Registration

Free Online Private Pilot Study Buddy

FAA Activities, Courses, Seminars & Webinars

High to low, look out below…


As you fly into an area of lower pressure (without adjusting the altimeter setting) the altimeter will indicate higher than you really are, because the pressure at a given altitude is lower, the same as it would be if you were actually flying higher. Also, as you fly into an area of colder air, the actual pressure is higher because the air is colder, not vice versa.

There is a great tool you can play with that you can find at
You can play with this to adjust the pressure and temperature and see what it does to the altitude readout.


On warm days pressure levels are raised (think of the atmosphere expanding because of the heat) and your altimeter will measure a higher pressure at a lower true altitude. The indicated altitude, therefore, will be lower than the true altitude on warm days.


According to FAR 91.121, when operating below 18,000 feet, the altimeter must be set to a current ground station within 100 NM of the aircraft position.