Learning to operate an aircraft safely in the flight environment is essential. If we want to become a proficient, professional pilot and show this to our passengers in such a way that they feel safe flying with us. Then there are some things we need to become very good at. We will discuss first the one thing that is very important when flying: collision avoidance. I have had my share of near misses in the past, ranging from light twins to F-16 fighters, so looking out of the windows is one of my main priorities.
Remember that when two aircraft approach each other head on at 100Kts (not an uncommon speed) they travel over 3 miles per minute. And if visibility is 1.5 miles then you have less than 30 seconds to react before you first see the other aircraft.... if you were looking in the right direction.

Flying safe part two

Before practicing, clearing turns
We all did them when we were in training and the flight instructor was onboard. These maneuvers are very important as they show the area's or blind spots of the aircraft we fly. So practicing clearing turns long after we are licensed are useful and can be fun to do when there is some variation added to them. Do them at slow speed, or with climbing and descending turns to the left or right. With or without flaps (But: do not forget clearing turns when doing these...). This way it keeps the pilot sharp and hones his or her flying skills at critically low air speeds (handy when it comes to a landing eventually).

The right-of-way
The right of ways rules are quite simple, they have to do with maneuverability:

• An aircraft in distress has the right of way over all other aircraft
• The least maneuverable aircraft has the right of way
• Aircraft approaching from your right have the right of way (This is were you see the red light on their left wing)
• When approaching head on (or almost) both move to the right and when overtaking an aircraft pass well clear to the right (on the ground too, just make sure you leave some room for the wings)
• Last but not least: When two aircraft are approaching for landing, the lower aircraft has the right of way but shall not take advantage of this...

Finally: absolutely check the FARs or your local rules (VFG guide) for the final word on this.

Low flying, minimum safe altitudes
These minimums apply at all times except during take off or landing. The lowest you can fly is an altitude which will allow an emergency landing without undue hazard to persons or property on the ground. Over congested area's to fly at least 1000 ft (300m) above any obstacle within 2000 ft (600m). Uncongested area's are easier: fly at least 500 ft above the surface. These are basic rules only, for details: check the FARs or your local rules for the final word on this. These differ per country.

VFR cruising altitudes
Any time in level flight and above 3000 ft AGL, some countries have 3500 ft, eastbound: fly odd thousand levels + 500 ft. On a westbound heading fly even thousands levels + 500 ft. Eastbound headings are 0 - 179 degrees, westbound headings are 180 - 359 degrees (all are magnetic). Again: check the FARs or your local rules for the final word on this.

See and be seen, lights on
When I fly near or in controlled airspace like class B, C, D, CTRs or anywhere near an active airport, I switch on the landing/ taxi lights. Aircraft visibility is greatly enhanced with these lights on. If you have a 'wig wag' flashing system, do use it. This contributes enormous to safety. Just as cleaning the windshield prior to the flight. Those bugs can be really bugging trying to look beyond them.

Light signals to aircraft
When radio communications fail there must be a way for tower operators to communicate with aircraft. Light gun signals have been developed in the past for this. Below a summary:

Some VFR flight maps or sectionals have these light gun signals depicted. It pays to fly with an instructor and arrange with a nearby tower controller to exercise these every now and then.

Pitot Static System

FAA - Pitot Static System This system uses a source to measure the static air pressure (barometric) and a source to measure dynamic pressure via a pitot tube (this includes the static pressure too). These instruments uses the pitot static system:

• Airspeed indicator, uses the static and the dynamic pressure to indicate airspeed
• Vertical speed indicator, static port and measures the rate of change of barometric pressure (altitude)
• Altimeter, uses static port and indicates the altitude
• Transponder encoder, static port also and codes the altitude against standard pressure (29.92 / 1013 Mb) in digital signals for the transponder

Above some indications when the pitot static system is blocked in one way or the other. When flying near clouds and the temperature is at or near zero, use pitot heat. It can save the day.