They call them Flying Secrets

This Pilot-Producing System Has Been Proven Many Times
...to Help Pilots Solo Sooner –
On Average Five Hours Sooner
...to Prepare Pilots for Their Private Pilot License Before 40 Hours

Dear Fellow Pilot,

First, let me state the obvious: This is a sales letter. I'm not very good at writing high pressure sales letters so I'll try to make it interesting and informative instead. Almost by accident and certainly because of a lot of pressure, I came across some really cool ways of teaching flying - especially landings. 

My buddies - mainly other pilots - would say, "Doug, you really like to talk. Why don't you write a book?" So I wrote a book about basic airmanship. They say it is just about the best learn-to-fly book ever. I don't know. You decide. Let me tell you about it.

Flying Secrets is not for everyone. It is not for every flight instructor or student. It is for those who are not satisfied with just flying …it's for pilots who strive for the satisfaction of doing everything they do very well. 

If you want to solo quickly, and build the foundation needed for more advanced flying, this e-book works for you. If you are just starting, you acquire essential skills faster, you solo sooner and you become a better, more admired and respected pilot. I want you to experience the freedom of flight as quickly as possible.

If you are a flight instructor, I will share the things that few other flight instructors know but should. If you are a freelance flight instructor, these techniques will be easy to put to use for you and you students. If you work for a more structured school, I admit that it will be an uphill battle but worth the fight. If you experience what I did, when you put these ideas to use your students will thank you and, just by word of mouth, you will be in much greater demand.

If this interests you, stay with me. Here we go.

You’re about to go deep inside the sometimes twisted world of innovative flight training vs. by-the-numbers training.

And listen, this is the real story …the true story that only I can tell you, because it happened to me and I wrote it all down.

WARNING: This story gets ugly. Things get hairy and people get weird when independent students learn faster than students in an approved flying school …especially when someone...

Actually, there is a lot more. That’s just one example of the successes these Flying Secrets produced.

But before we go further, we need to set the record straight.

We’re only at the beginning of this letter and you’ve already seen some pretty unbelievable claims. And if I were you, I’d be wondering…

Is This A Bunch Of Hype?

And you’re absolutely right to ask that question.

Look, if I hadn’t seen it all happen with my own two eyes, there’s no way I’d believe it was true. In other words, I know how you feel.

I think I should present some evidence. First I’ll zoom in on the logbook so you can see for yourself.

Notice that you can just add up the time above the entry ‘first solo good’ to see how many hours this pilot had flown before he soloed.

By now, you may be thinking …what does it prove that someone could solo in 6:05?

Glad to address that. I just wanted you to know it was possible. When I became a flight instructor, I was determined to be as good as that flight instructor had been. I almost succeeded. I would learn that there is a world of difference between soloing at a small, quiet airport in what is very nearly the world’s simplest airplane and soloing at a busy, controlled airport in an airplane with flaps and radio. But I am getting ahead of myself.

Later, I will show you the before and after statistics that prove the benefits of Flying Secrets. Now back to the story.

Let me put your mind at ease by pulling back the curtain right now and showing you exactly what happened. You’ll hear about the amazing successes, the near fatal mistakes, and everything in between.

For the first time ever,

I know you’ve heard of other people hint at this story before, and some unqualified bozos even try to take credit for it.

So right now, I’m going to break it all down for you and show you what really happened, who was involved and how these pilots got their ratings so quickly.

It all started  in my student pilot days. You see, I was the one who soloed in six hours and five minutes. That’s my logbook up there. Don’t you just hate people who brag? That’s why I didn’t say it at first.  And really, it is no big deal.

I guess I should come clean. During my fourth hour, I was a basket case. I couldn’t really taxi. take off or land very well. My directional control was terrible. That night I would discover something that completely changed my flying.

When I flew next, my instructor, Paul, said that I ‘had taxiing down to a science’ and he could not believe that I was the same student that he flew with before. Later I would think it was pretty amazing, Then I discovered it was no big deal. In fact, I will show you  someone who certainly topped my effort even though he took seven and a half hours.

I Now Believe That Anybody Can Do It If They Know and Practice The Right Things.

Paul told me that he was just going around for the ride and could not believe that I learned so quickly.  I had done all the right things before taking lessons, but I didn’t know it. I read a lot. I read obsessively. But there was more. 

Later, when I tell why it happened, you’ll understand that I am not another Chuck Yeager. Unfortunately, I thought I was. I became supremely over-confident. This would almost kill me – twice.

This all happened on the plains of West Texas. My first dual cross country was to the U Lazy S Ranch Airport No. 2. Yes, some ranches in Texas are big enough to have more than one airport. It took me several years to catch the pun in that name. Without radios or lights in the airplane, there wasn’t much to learn. The only option was daytime pilotage. It was pretty easy for Paul to sign me off for solo cross countries.

Then I moved to California and had to find a new instructor.

I decided to do a solo cross country in December from the Livermore Airport in northern California to the Corona Airport near Los Angeles.

In Livermore, in December, when the wind blows from the southwest, the weather is going to turn foul.

When I had planned the flight the day before with my instructor, the forecast was just fine. The wind shifted to southwesterly early the day of departure. I never thought to check the weather again.

Away I went.

I saw some little clouds that I could not climb over. So I snuck in between layers expecting to pop out in a few minutes. The layers converged. I still was not worried. I had flown a WWII Link Trainer and had about 2 or 3 hours of hood time. No problem. The artificial horizon was perfectly level. Boy, was I good. Then I saw the gyrocompass spinning like a top.

I Was Scared Out Of My Mind.

And for good reason because

I forced myself to start a scan and got things under control. I developed a plan, but popped out of the clouds moments later. At that moment I knew two things. First, I was very lucky. Second, instrument training could save my life.

I went on to get my private license in the national average of 65 hours. That should have told me something. Then, as soon as I could, I started working on my instrument rating.

I flew quite frequently. They sent me to Wichita to pick up a new Cessna 182. They sent me to Kerrville to pick up a new Mooney. I had been accepted by the flying community. I belonged. I was admired.

A new Cessna 182 without radios and with only one occupant performs quite well. I landed and refueled at Leadville, the highest paved airport in the United States. It was exhilarating.

I flew the Mooney over Navajo territory in New Mexico and Arizona, over the Grand Canyon, refueled in Las Vegas, then up over the Sierras, crossing over Tioga Pass and Yosemite Valley. The exhilarating feeling of freedom cannot be described.

 Squeezed in among these uplifting trips, were the instrument lessons. I never once took ground school. I just read about flying.

When I had 40 hours and 20 minutes of instrument time in my logbook, I became an instrument pilot. I was self-confident.

Here is the evidence. Notice that I had 4:20 in my logbook before I took my 1:30 Instrument Check Ride. 

The U.S Army Interrupted My Flying Career For Three Years.

To get current again, I flew a Mooney with an instrument instructor. We were going to fly some practice approaches into Oakland. I picked up the microphone to request a clearance from Bay Approach and just didn’t know what to say. I really felt incompetent and stupid. I was so out of practice that my confidence was totally shattered.

I Learned That I Was Not A Genetically Superior Pilot.

After my commercial and instructor licenses, I started instructing. I wanted to give back.

I was incredibly frustrated. My students took 16 hours to solo when I had taken 6. They were very bright, often more athletically inclined than I. What was I doing wrong?

I used the FAA approved syllabus. My students were just average.

I started learning tricks that weren’t in any book I had read.

It all happened because I couldn’t say ‘No.’

Other instructors discovered my weakness and started sending me the students that they couldn’t teach. Occasionally a student would come to me saying that their instructor had advised them to give up flying.

Student pilots weren’t getting it because

With my new found knowledge, I started asking more experienced flight instructors for advice. By now, you probably know that instructors love to talk. They talked. I wrote. I did not know it at the time, but I started to write Flying Secrets right then.

Before I was forced to look for innovative techniques, my students soloed very closely to the national average for first solo. This table shows the last five students that I soloed before I started looking for innovative techniques.

By-the-numbers Techniques

After I was forced to think, innovate and look for better ways of teaching, my students started soloing in an average of five hours less time. This table shows the first four students that I soloed after adopting these new techniques.

15.2 - 10.2 = 5.0 Hours Saved

There are two things I would like to mention about that second table. I was getting swamped with new students. I kept raising my rates, but it never slowed down the phone calls. So finally I decide to just teach instruments or multiengine flying. That explains why there are only 4 pre-solo students.

The other important item is Lou's performance. Notice he soloed in just 7.5 hours. To me, that is far more significant than when I soloed. He had to learn to use flaps and radio as well deal with a far busier airport. I was very proud of Lou, and …I’ll admit it …myself, too.

I knew we had something good. After I told them about my successes, my fellow instructors embraced these techniques (after all, almost all of the ideas came from them). But those in the schools said that their bosses were afraid to deviate from the approved syllabus.

Taking the initiative in instructing techniques certainly helped my reputation. Having a good reputation has its disadvantages. I was elected president of Flying Particles, Inc. a ten-airplane, 150-pilot flying club. Once again, I couldn't say "No." Besides that, it was quite an honor.

More good ideas started flooding in when I became the president of the flying club. Part of my duties was to negotiate the insurance contract. I asked the other instructors for techniques we could present to the insurers. They poured in, providing more techniques for all of us. We negotiated a 25% reduction in our bill on the strength of the techniques now found in Flying Secrets.

You need to know why airplanes do what they do without a bunch of scientific mumbo jumbo. If you are an engineer or scientist, I provide the technical explanation too.

You need simple, easy to learn, easy to practice exercises that work for you at a safe, low stress altitude until you master them. Then when you get over the runway, you will be relaxed. You can’t learn when you’re nervous.

You need simple, landing-oriented exercises that you can practice safely inches above the runway. Let me tell you how we came to that conclusion: 

So far this has been all about me. I apologize. Let me talk about you by describing a student that I flew with. Like me, he had a problem that kept him from advancing. Mine had to do with directional control. His had to do with pitch control. 

The really exciting thing about this story is that the Flying Secrets system of flight instruction had matured enough to really work effectively for him. I think it will for you, too. But let me tell you the story and you be the judge. 

His name was not 'Bob,' but let's call him 'Bob' because it's easy to type. Bob was one of these fellows who had been encouraged to find another flight instructor. It turned out that Bob just had not been adequately prepared for landings. He became a very popular and admired pilot. But first ...

Bob scared me silly about four times in a row. He would do a nice approach to landing and then, just before we landed, he would jerk all the way back on the elevator control sending us up about 15 feet. Of course we were in a stall attitude. 

You would be scared, too, with the stall warning screaming, the nose up too far and just high enough to bend the landing gear if we hit. So ...full throttle, nose down but not too far ... We would talk about it some more. Go around the pattern again and the same thing again. Clearly, Bob had not been prepared for those last few moments before he landed. 

The solution was quite straightforward for anyone who knew the techniques we put in Flying Secrets. We left the pattern; did slow Dutch rolls (fast Dutch rolls are a complete waste of time); returned to the pattern and did all sorts of slow flight including getting as far behind the power curve as possible without touching. And did those exercises that taught Bob exactly how far above the runway he is. That day, he was squeaking them on!

Other incidents like these terrifying moments led to that set of exercises just above the runway that really work for you. They seriously cut back on the time you will need to learn to land and will increase your skill …especially in crosswinds.

Airplanes, Exhilaration and Freedom

Super Skyknight

A friend of mine and I bought this Cessna 320. I loved this airplane. With a single-engine ceiling over 16,000 feet, she could fly over any mountain in any state except Alaska.

That's me at the controls. She should ahve been named, "Freedom!"

They say that this kind of airplane is hard to fly, and that only pilots with many hundreds of hours should attempt to handle such a high wing-loaded airplane. That is just not so. In many ways a light twin is easer to fly than a Piper Cub. The principles found in Flying Secrets worked for her, too. That being said, the confidence that comes from knowing you are doing the right thing certainly helps.

She would get to Lake Tahoe with six people, skis, boots, and poles in 35 minutes. She took the family to Yellow Stone in three hours and to Loreto on the Baja Peninsula in under 8 hours including time required to go through customs in Tijuana. What a sweet airplane. She had no bad habits. I put a section on twins in Flying Secrets.

Q2
Burt Rutan designed the Q2. My buddy Jan Bowman bought the kit and I helped him build it. This little bird flew beautifully. The stick was the upper six inches of a golf club.

Once again, a reputation as a good pilot is a good feeling but not necessarily a good thing. I was drafted to be the Q2’s test pilot …a nearly fatal mistake.

That’s me again. I could fantasize that I was flying a fighter. 17 feet long and 17 feet wide, she flew beautifully, changed attitude instantly, but was squirrelly as hell on the ground. 

Her ailerons are mounted on the inboard segment of the wings. This configuration gave adverse yaw greater influence than the rudder when on the ground. It is a very un-natural thing to apply left aileron to go right only on the ground. I came to understand adverse yaw very well. This is a phenomenon that affects all airplanes.

Ok, here’s a confession. This is the first time I told anyone. Adverse yaw almost killed me. I knew what to expect. I should have been ready for it. During a touch-and-go, I was rolling down the runway at about 75 knots, when I decided to play with the ailerons a little, just to get the feel. I applied some ...too much ... left aileron. The Q2 immediately swerved about 20 degrees to the right. I left the runway, crossed a taxiway and headed toward about a hundred parked airplanes.

I could either stand on the brakes and plow into a parked airplane at as little as 50 knots or I could attempt a go-around and risk a collision at 90 knots. Actually I never made a decision. I was so conditioned to go around when I screwed up a landing that I firewalled the throttle, pulled the stick all the way back, and hoped. I staggered into the air and passed over a Luscombe Silvaire with green primer paint on its right aileron. That image is permanently burned into my memory.

In spite of her poor manners on the ground, I really loved to fly the little beast. In the air, you could do anything and she would forgive you. The only way I could get her to stall was inverted and then she would only spin for about a half turn. I always wore a parachute just in case.

Now that I have told you how Flying Secrets was born and you see that those secrets, when revealed to you, will work for you. They will save you time, money and bring you into the fraternaity of pilots quicker, let me introduce the book and tell you what those who have read it think about it.

Introducing ...Flying Secrets

This complete eBook reviews the basics in simple, easy to understand terms, then teaches you proven techniques that no other book presents. It will show you how to practice these techniques safely until you are ready to put it all together where you need to. It will teach you this and much more.

If you would like to see the Table of Contents, Click Here.

The Hard Sell

This is where I am supposed to say, "Buy my book or your head will explode!" or "Buy my book and you will never bounce another landing!" But I just can't. It is not my personality. 

Now I can tell my fellow flight instructors (who developed most of these techniques) that I did what they asked me to do. 

I would not have been fair to include the students in my statistics who they passed off onto me as hopeless, but I can say that they not only soloed without exception, they became good, safe, competent pilots who could not be distinqueshed from the others.

If you want the secrets that helped my students and my pals' students become better pilots faster than than the usual way of teaching, here it is. 

I cannot tell you for certain that this is right for you. Only you know if by-the-numbers works for you. Not everyone is comfortable with innovative ways of teaching. Only you know for sure.

One thing that is for certain, if you are not satisfied 100%, I will, without hesitation, give you all  your money back immediately.

Now, look at what people who recently pruchased my book had to say:

Fri, Dec 12, 2008 at 4:30 PM Dear Doug, Thank you for your response.  I enjoyed and profited by the cross wind landing information ...you could recommend any computer program flight simulators that I might purchase to brush up on my proficiency before I begin flying again.  I am 81 years old, with current medical, relatively low flight time, holding a SEL & sea license.  I may purchase a Lake or Seabee aircraft.  I would like a simulator with a stick or yoke and rudder pedals.  ...  Thanks again for your interest. Reg

    

Steve wrote me an email because he was having problems landing. So I sent him Chapter Fourteen - Pre-landing Exercises. This is his response:

Mon, Feb 23, 2009 at 2:19 PM Doug,   I just got your material. Chapter fourteen was very informative. When I was doing my circles, crab practice, different angles into the wind, I felt as if I was just keeping the plane level. Not actually understanding the rudder and tail controls to their full extent. I am at about 12 hours and haven't soloed yet. But we are waiting on the wind to calm down here in the KC area. We've had a very windy winter. Please send chapter fifteen. Thanks for your help, Steve

Jakica is a beautiful young lady who I met sailing on the Adriatic. She is a student pilot. I promised to send her Flying Secrets when I finished it if she would tell me what she thought of it. Here is her response: (Jakica's native language is Slovene).

Wed, Nov 26, 2008 at 4:58 PM yes, of course I got your book!! Didn't you get my e-mail with all my thanks?? I've sent it back to you on the day I received it. Thank you again, it's a great reading (I do it almost every night before sleeping :).. with many interesting and useful tips. I've also shown it to my instructor, but he's not so fluent in english (61 years old - old school with no english at school ;) so I just point some inetersting marks to him.. I wanted to ask you, do you mind, considernig the "all rights reserved" - and since being an editor myself - I really respect that - so, may I frw your pdf to one of may pilot friends, she is also just before the PPL licence exam and I'm sure it would make an useful reading also for her. I didn't want to do that without your approval, so if you do mind, i won't. Jakica

    

Here is Jakica in the cockpit of a Zlin 526:

Other Comments

"...No matter your skill-level, this book is bound to make you a better pilot..." It’s clear from the start Doug has been teaching people how to fly for years. His wisdom and experience pair well with a natural gift for educating and story-telling. No matter your skill-level, this book is bound to make you a better pilot.     Dave Butler         Madison, Wisconsin

    

"Next time you board an airplane, you'll feel like you have a new set of eyes." "No matter if you are novice or experienced pilot, this book will inspire you with its clear and direct style and entertain you with some really good stories from an experienced flyer. Next time you board an airplane, you'll feel like you have a new set of eyes."     Patrik Simic         Vienna, Austria

So Here's The Bottom Line With Flying Secrets

You will instantly receive the ebook, Flying Secrets.

You get all of this for only $97...

I found some other useful books I would like to give you too. Some are available at Amazon.com, others I downloaded from various websites and put them in one place for you. Think of them as Instant Bonuses For Acting Now...

Bonus 1: Airplane Flying Handbook

Download this 7 volume FREE reference work containing 15 Megabytes and 281 pages of flight systems and procedures – a must have for the pilot who is serious about advancing his or her expertise. 

Bonus 2: 6  Practical Test Standards for every license from Sport Pilot to Airline Transport Pilot

Additional 623 pages and 5 Megabytes of hard-to-find but critical information for the serious pilot.

And you have nothing to lose because you can...

Take A Full 60 Days to Put Us to the Test With Our Iron-Clad, Money-Back Guarantee If Flying Secrets doesn't show you how to improve your piloting skills and more, just contact us for a full and complete refund - no hard feelings.

As you can see all the risk is squarely on my shoulders, so go ahead....

Here's How To Order Right Now

So go ahead and click the order link now and you'll be on your way to the next level of flying we've talked about here on this website. Get started right now!

Purchase Online with Credit Card by Secure Server 
Click Here To Order Now

To your flying success,

Doug Daniel

P.S. - Don't wait because if you do, I may find out that I can't give some of this stuff away and you'll miss out on all the great bonuses we're offering.

Don't Miss Out! Click Here To Order Now

---

Legal Information

Disclaimer | Terms of Service | Financial Disclaimer | Privacy Policy

FlyingSecretsRevealed.com
59 Douglass St., San Francisco, CA 94114 USA
support@FlyingSecretsRevealed.com

© 2009 Douglas Walker Daniel - All Rights Reserved