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The Short-Field (Accuracy) Landing

DPEs continually witness unsuccessful short-field landings during testing at all levels. Using power correctly (against induced drag "behind the power curve") permits a *slower* approach and precise control of the touchdown. The commercial power-off 180 also requires an understanding of induced drag.

The short-field landing is probably the most demanding maneuver in the private pilot syllabus. Success on this maneuver requires a precise descent rate while simultaneously maintaining an exact approach airspeed. This is at the edge of the flight envelope all the way into the touchdown. Done correctly, this maneuver demonstrates perfect energy management in the region of reversed command (slower than best glide). The proximity to aerodynamic stall close to the ground necessitates extensive dual training to first achieve safety and then acquire mastery. This is usually the last maneuver flown solo before the flight evaluation (and many flight schools do not even allow this to be flown solo).

The two most common misconceptions that ruin any chance of short-field success are not using power to fly slower approach speeds, or attempting the short-field approach at best-glide airspeed (see the comm. 180 PO). Neither of these techniques will assure the necessary accuracy (though go-arounds are permitted on flight tests).

Great “Bold Method” article!

The ability to adjust power, while simultaneously maintaining a precise, slower airspeed, is what controls the glide path and provides the accurate touchdown. This is the secret to short-field success. Approach at Vg brings too much energy into the level off for a precise touchdown – the most common failure mode on flight tests. To be successful, your airplane must have just enough energy on approach to permit the level-off in ground effect (the stall warning may sound here). The carefully timed power reduction yields the precise touchdown accuracy. Ideally, the power setting in ground effect is just above idle (zero thrust). When reduced to “idle drag,” this creates the immediate touchdown. Watch those Alaska short-field accuracy landings to see extreme versions of the private pilot maneuver (don’t try these at home). Notice the use of power for precision.

The perfect short-field approach is flown in the middle of the power band, balancing power against induced drag while flying slower than best glide. The resulting glide path control and touchdown are amazing. A properly flown short-field approach requires managing a precise airspeed and descent path on the edge of a stall by modulating power and pitch.

…when beginning a suitable final approach, the pilot simultaneously adjusts the power and the pitch attitude to establish and maintain the proper descent angle and airspeed. During a stabilized approach, small changes in the airplane’s pitch attitude and power setting are needed when making corrections to the angle of descent and airspeed. FAA AFM Chapter 9

The best practice for this approach is practicing flight at minimum controllable airspeed (refer to CFI ACS A/O X, Task B) at a safe altitude. Once established and proficient in maintaining level flight at a stabilized airspeed (+/- 2K), add practice descending at precise target rates – managing pitch and power – at a constant airspeed. It is useful to practice a simulated go-around also from this configuration. Powering up has to be followed by a push forward to accelerate to climb speed; you are in “reverse command”here. These skills must be mastered safely at altitude before attempting any short-field approaches close to the ground. (see fallacy of “practicing in final form“)

Carefully determine your target approach airspeed

When a test applicant says their short-field approach speed is “about” some random number in the POH, their attempt in flight is almost surely going to fail; they must have an accurate target speed for success!

So step one is to determine the correct airspeed (fully described in the last blog). Most POHs only give the short-field airspeed at the aircraft’s max. gross weight. This must be carefully “factored” to determine the correct target speed for the condition of the plane and the WX. (Every jet aircraft does this on every landing, so learn this skill now.) Approach speed is based on the actual (usually lower), A/C weight, configuration, and weather conditions.

The old-school method for determining short-field approach speed was simply stalling the plane in landing configuration (at actual weight) on approach, and adding 15-20% for the perfect approach speed. Again, the target approach speed should provide just enough energy to raise the nose to the level and landing position with no float. The last power reduction determines the accuracy. Maintaining this close margin above stall requires precise piloting skill.

Fly a longer final approach

A longer-than-normal final approach allows more time to determine and stabilize the precise airspeed and descent path necessary for the unique conditions. In real backcountry conditions, there are no VASI systems. Relying on the “parallax cueing method” assures a safe glidepath to touchdown. This means lining up the top of the last obstacle with the targeted touchdown point for a clear arrival path.

Specialty landings perfected on a large paved runway during training are only the first step toward *real* short-field proficiency. For your safety, do not assume your “big county airport proficiency” will translate safely to real conditions. Get some dedicated dual on real grass and actual shorter runways for safety.

Expect a much faster level-off landing sequence

Since your energy entering ground effect is so much less, the level off and touch down is a lot faster. The landing level off in ground effect at normal approach speeds ~1.3XVso allows for 2-3 seconds of float. At short-field approach speed, the stall warner will often sound as you round out in ground effect. Carefully timed reduction of any remaining power will create the accurate touchdown you need for short-field accuracy. Lots of practice with a knowledgeable flight instructor is necessary to reach this pinnacle of perfection. All your landings will improve with this hard-won proficiency. Fly safely out there (and often)!

“Factoring” GA Landing Speeds

The primary pilot challenge (and CFI responsibility) in aviation education is mastering safe take-offs and landings. Smooth, safe landings require understanding and manipulating kinetic and potential energy. Chapter four of the Airplane Flying Handbook (AFM) has a great chart on “correcting energy errors.” SAFE also has an energy management landing page for those still fighting the “pitch/power war.” This is a good starting point for a deeper discussion. Every learner’s confusion and overcontrol could be diminished with more thorough instruction in energy management.

First solo landings are obviously usually just “arrivals.” It is inappropriate to think you have mastered landings at this point. The basics are there, but this barely recognizable maneuver needs to be carefully crafted and improved over time. First solo is only the “paint by numbers” first version. It is essential that both CFI and learner accept the mandate to continuously improve and perfect the landings. Crosswind training is required in 61.93 before cross-country. Short-field accuracy landing is the pinnacle of perfection, and usually not practiced in earnest until just before the flight test. Flying approach below best glide, playing induced drag against power close to the ground, requires precise control that takes time to develop.

Airspeed control is the most important factor in
achieving landing precision. The secret of precise air
speed control begins in the traffic pattern with the
stabilized approach.  FAA “On Landings”

The Secret to Accuracy: “Factoring!”

The secret to a successful landing (often overlooked) is determining the correct airspeed for the final approach.  Counterintuitively, the problem with most approaches is usually *too much* airspeed. The recommended speed to fly from the POH is often a range: “60-70KIAS.”  This number is only accurate for max gross operation at the most adverse CG. This amount of energy will never achieve the precision required for a commercial flight test:

√(Takeoff Weight/MGW X POH number=55K (ish)

So start with just one precise number, since flying ability will introduce the +/- variability.  Next, adjust (or “factor”) this for the effect of configuration, weight, and wind. (Jets factor for precise take-off too). If you do not factor the speed correctly, you will end up with way too much energy on final approach, round out, and flare. This leads to an uncomfortable float or “planting” the plane before it is ready to land. A good percentage of jet accidents (overruns) result from too much speed (energy) on final approach (see AC 91-79A). We need to teach this concept of a precise final approach airspeed “early and often” (that primacy thing).

Every professional pilot is required to factor their final approach airspeed on every approach for safety. (One of our jets is based at a 3400′ runway). Unfortunately, very few pilots in training (and even CFIs) are capable of executing this very basic calculation. Simply take the square root of the ratio of the current weight over the max gross weight. Multiply this result times the POH (max gross) number for an accurate factored approach speed (Vref). In math terms: √(Takeoff Weight/MGW X POH number.

Larger aircraft above 12.500 pounds have detailed
and very specific information to determine V-ref for all
landing weights as well as other approach speeds at
various flap settings. FAA “On Landings”

You will notice this speed is much slower than most pilots fly their approaches (FAA recommends 1.3X Vso but do this in CAS to be accurate, then translate the result into IAS). Every smartphone calculator can perform either of these calculations quickly. This weight calculation is the same formula for adjusting stall speed and Va for weight (not a coincidence).

A quick rule of thumb is to reduce your approach speed by 1/2 the percentage your airplane is below max gross weight. The plain vanilla 172P short field number is 61KIAS. With two people on board, 20% below max gross, reduce by 6 knots (fly C-152 numbers). Every pilot should be taught to factor final approach speeds by a competent CFI. Fly these numbers (dual first please) and determine your round-out float time (3 seconds is normal and no float for short field). Accurate speed on final eliminates the “float/wallow/plant” sequence most learners (and many certificated pilots) struggle with. We will look at the short field approach and landing next week. Fly safely out there (and often)!

Join us on Nov. 30th, at 8pm for a free SAFE Webinar on the opportunities and challenges of the new MOSAIC rules and the impact this will have on flight training.

Focus on the “Human Element” (Non-AI)

If > 2/3 of aviation accidents are caused by “human factors,” shouldn’t more of our flight training include a focus on this “wetware” up front? I have long maintained that in aviation, “the most important airspace is between the ears.” This can almost be defined as “everything AI cannot do.” Despite all the amazing technology we have developed and depend on, the human is still the CPU running the show. Observation, replay, and critique of our performance – both external and personal reflection – is the engine that creates safer, resilient pilots. “What went right, what went wrong, and WHY?”

A commercial airliner isn’t supposed to be able to run out of fuel at FL410 (Gimli Glider). Cpt. Bob Pearson did not have checklists to fall back on (and neither did Sully). These extreme cases are when best plans and strategies fail us; there is no effective SOP or checklist solution (compliance). These decision makers utilized “out of the box” thinking to achieve their successful outcomes. They used their creative expertise based on years of experience and lifellong learning. Gary Kline

Click for free audio clip!

Developing these uniquely human skills should be an important focus in flight training, both in the predictable environment (compliance) and in the case of “What If?” (creative). Just “wiggling the stick” is not enough. Gary Kline defines this difference clearly in his book “Streetlights and Shadows.”  Checklists and SOPs work in the predictable settings, but creative ADM is necessary for “emergent challenges.” Michael Maya Charles promotes mindfulness and “beginner’s mind” in his “Artful Flying.” Teaching these skills requires an experienced and savvy educator. As Algorithmic Intelligence technology increasingly takes over more and more of the predictable drudge work in life, the essentially human elements come into clearer focus (“Human Intelligence”); the “non-AI.” To identify and build these uniquely human elements, focus on everything AI cannot do. Challenge learners with surprise “What Ifs?” requiring creative solutions.

Our widely heralded hero, AI, is actually “Algorithmic Intelligence,” limited to previously learned data and experience. Though highly useful in predictable environments, AI, is incapable of coping with emergent environments. Novelty or surprise confuse AI yielding hallucinagenic outputs. Rapidly changing challenges require innovative, creative (human) solutions at the correlation level. Operation Human

Only humans can generate creative, funny, innovative behaviors in emergent environments. Awareness and mindfulness are uniquely human and the key to safe and successful aviation. Listen to this amazing (free) introduction to “Artful Flying” and download this fascinating (and hopefully life-changing) audio book. In addition to all the required procedures and explicit procedural knowledge we need and drill to perfection, make sure you are also developing aviators who can both comply accurately but also think creatively when “stuff happens!”  Start with predictable (rote) scripts, then raise them to the correlation level for creative solutions. Fly safely out there (and often).

Join us on Nov. 30th, at 8pm for a free SAFE Webinar on the new MOSAIC rules and the impact this will have on flight training.

Hypotheticals: The Importance of “What Ifs”

One of the most powerful aviation learning or teaching tools is mentally exploring hypothetical surprises that any pilot may realistically encounter (e.g. gravity works). Carefully rehearsing the “what ifs” builds an arsenal of ready reaction plans and the important habit of continual situational awareness. Complacency is a common human habit experienced in all activities, but in flying, it can get you hurt. I get a little edgy with pilots who become totally immersed in their “Starlink World” while on autopilot.

Everyday Survival will change the way you view your choices in our complex, dangerous, and quickly changing world.

For mental efficiency, our brain assumes the future will continually resemble the past. We live our daily lives based on stereotyped scripts from past actions. This is a huge subconscious expectation. Embedded in this model is the optimistic assumption that everything will keep working. Unfortunately, this habit can also be easily transferred to our flying. We assume the plane will perform perfectly, the weather will not change suddenly, and every pilot will be where they say they are in the non-towered pattern (if they talk at all).

“…smart people do some really stupid things from time to time. One of the reasons for this is the way the brain processes new information. It creates what I call behavioral scripts to automate almost anything we do…This system generalizes from previous experience…We create rules…so that we know how things ought to behave…We can’t see, or at least can’t comprehend, things for which we have no mental models. The efficiency that these mental scripts confer therefore comes at the expense of deliberate attention to real information…the model displaces the real world…” Gonzales

Marine Combat Training; subtle clues “Left of Bang” keep you alive

So situational awareness is a rare skill for many pilots. Complacency and predictability are unrecognized causal factors when”stuff happens.” We inevitably react with surprise and panic, and have no plan. During the ensuing panic, we freeze up and react slowly if at all (“swimming in glue”). Creative mental rehearsal (the “what ifs”) is an amazingly effective antidote to complacency and builds both plans and the habit of vigilance. But to make this work effectively, we must engage in the simulation very seriously: “game on, no replay!” 

The human brain beats AI in volatile environments

If you are a CFI, presenting continuous challenges to your learners (after they are comfortable in the plane) builds this vigilance habit. They need to engage these hypotheticals on a very realistic level to get real value though: “what *exactly* would you do in this situation?” If a pilot has not considered all the places an engine can fail and what they would do (precisely, step by step) they will be a statistic and not a survivor. Continuous mental rehearsal is essential to pilot success and longevity. To this point, flight planning and pre-briefing should be; contextual, realistic, and vivid; Code Yellow.

Many new pilots are surprised when they fully grasp the extent of their privileges upon initial pilot certification. The day after their test, they (hypothetically) could fly the whole USA (and more) during day or night.  One of my pilots did this, circumnavigating the US shortly after certification. The “ACS litmus test” though is: “this is *FAA legal* but is it safe?”  If we do not mentally explore all these options – potential surprises and hazards-  as pilots and learners, we are woefully unprepared to pilot safely.

Another critical benefit of mental rehearsal (the “possibles”) is an increased sense of caution and more diligent planning. A dual training experience is the most effective here since it is difficult to actually “surprise yourself!” Adrenalin imparts advantages but also surprising difficulties when practice becomes real. Set hard decks and precise standards while practicing dual surprises to stay safe and avoid creating *real* emergencies. Fly safely out there (and often)!

Join us on Nov. 30th, at 8pm for a free SAFE Webinar on the new MOSAIC rules and the impact this will have on flight training.

Scan Your Attention (Changing Focus)

There have been several articles on “situational awareness” (SA) in this space. SA is universally regarded as the central skill in aviation safety – and every other high-consequence activity. But though these articles define and explain situational awareness, they fail to reveal the *HOW* of successful situational awareness. Maintaining awareness is a skill that requires a disciplined “attentional scan.” This skill requires effort and practice and grows more effective over time. This blog defines the “how” of successful SA.

Dr. Mica Endsley, USAF Chief Scientist, first systematized situational awareness in 1995, and defined 3 distinct areas: perception (Scanning, watching, listening, detecting) – 76.3% of aviation accidents; comprehension (adding meaning) – 20.3% of accidents, and projecting  (the consequences of perceived changes/threats in a future state) – 3.4% of accidents.

Easy Opportunity For Greater Safety!

Since almost 80% of accidents occur from errors in basic perception, this is a rich target for improvement.  Our human Operating System often misses subtle changes in the “here and now” through “stereotyping” perceptual input (predictive perception). We all function daily by assuming the future will resemble the past. This is a way of economizing mental effort. We slip from the higher order thinking system (vigilant) into the default mode network and miss nuanced clues (sometimes threats) right in front of us. Aviation safety requires continual attention and situational awareness: practice vigilance!

Another common problem in flight operations is boredom in the face of this perceived “never-changing sameness.” Automation exacerbates this problem by taking aircraft control away from the pilot. Without the requirement for physical input, the constant sameness induces a (dangerous) “human screen saver mode.”  Consequently, we frequently miss significant (but small) changes or threats. To combat our human laziness, we must intentionally scan and ask questions to maintain our vigilance. The most effective method is a constant rotation  of “MACRO/MICRO/META” rotation of attention employing all five senses. This is the primary way to maintain vigilance.

MACRO Level Attention (The Big Picture)

Once established in stabilized flight, first, intentionally examine the bigger picture – “MACRO.” Scan outside for traffic (deliberately focusing in sectors). Then verify your airplane’s attitude and energy state carefully. Is the pitch stable and level? How about the energy state (airspeed/alt)? Put a hot focus on each important parameter and *ask questions* “Is this what I want, and is it stabilized and performing as expected?” Continually asking questions and posing hypotheticals (what if) is essential to maintaining vigilance. Changes become obvious when you carefully quantify parameters and exercise all five senses.

Drill Down: MICRO Attention

Next, rotate your attention intentionally to the finer details (MICRO): “Is the oil pressure *exactly* where it was, or is it trending up and down?” Ditto with the temps and electrical sensors: drill down on the finest details.Consult your limitations (get the book out) if necessary, flying is about vigilance (not reading, or listening to XM). Use your five senses intentionally here too; does it sound the same, are their odd smells that alert to danger? Don’t dwell too long at either level of perception. Constantly zoom in and out to keep your awareness sharp.

Meaning and Projection: META

Click for larger view!

“META” is projecting our current state into the future and should occur after about three phases of micro/macro. “Will this current fuel burn leave us sufficient reserves? How is the weather changing from forecast? What is the probable approach and is that loaded and briefed?” This is anticipation and exploring hypotheticals (what if). This eliminates surprises by continually staying ahead of the aircraft.

If changes are occurring, it is essential to move from Level One SA (perception), into the two higher SA levels of determining the meaning and projecting to a successful future state (ADM for best outcomes). This is analogous to the Perceive, Process, Perform in a continuous cycle. Perception is still involved but rotates actively to Level two and three. Usually, once a perceived threat is detected, your neurological state shifts into high gear (no risk of boredom now!) ADM/task management becomes the most important challenge.

Practice MACRO/MICRO/META for greater awareness and safety; and intentional “attention scan.” You will be surprised at the elements of “ordinary flying” that suddenly become more obvious. Vigilance has a way of opening all kinds of new safety opportunities as well, with small changes to perceived threats. Fly safely (and often)!

Join us on Nov. 30th, at 8pm for a FREE SAFE Webinar on the new MOSAIC rules and the impact this will have on flight training.

Maintaining Motivation with “Small Wins”

Motivation is the critical engine that drives human resilience and success. When a new eager learner walks into a flight school, they are curious and motivated; they are ready to go and supercharged. The goal of the educator from the first intro flight through their final checkride is to keep that fire burning. But how do we do that? The answer is “Small Wins.”

“Small Wins” means identifying and celebrating any incremental progress toward an identifiable and meaningful goal. We maintain motivation by steadily overcoming obstacles and continually progressing. When a learner plateaus (or worse yet regresses due to weather, mechanicals, or time off) it takes an understanding and compassionate coach to keep them on the track toward success. Transferring PIC authority and continuously celebrating the learner’s mastery is the best way to accomplish this in flight training; “great work on XXXX, today!” Even on the discovery flight: “You have already learned how to taxi with your feet, great work!”

Dr. Teresa M. Amabile, head of research at the Harvard Business School, calls this leveraging of small wins “The Progress Principle” (one of the many books she’s authored). Small wins, carefully identified and celebrated by a savvy CFI, make a learner feel good. This fires up their motivation and powers their resilience. Though flying is fun, it is easy to forget that flight training can be a tough climb, both physically and psychologically. The common belief that flight training is intrinsically motivating is one of the six fallacies in flight training identified by the US Naval Research Lab. We need to commiserate with our learners: “I was there too once!”

  • Track progress for a mental boost in a journal, spreadsheet, or app. Crossing items off the list is often a reward unto itself!

  • Treat yourself with a small reward, even if it is just a 5 minute break to get some fresh air.

  • Share your win with friends, family, or colleagues.

  • Have both a short- and long-term plan toward larger goals, such as setting smaller milestones along the way.

  • Aim for progress, not perfection.

With the absence of a coach or mentor, creating your own identifiable “small wins” is a great tool to build motivation and mental toughness. Either as an initial learner or CFI (lifetime learner), constantly moving ahead and gaining new skills and knowledge is what keeps flying fun. Fly safely out there (and often)!

Join our live SAFE webinar on Oct 26th at 8pm on training superior Commercial Pilots. Better Comm = Better CFI skills. With the disappearance of retractable training/testing and also “real solo,“ Commercial is rapidly becoming “Private Pilot 2.0” even testing in the same basic trainers. What can be added to define professionalism at the commercial level?

Enter your ideas on this Google Form, and please sign up to attend HERE.

Essential “Mental Toughness” For Aviation Success

Mental toughness is essential to aviation success and safety. Both during initial training and while flying, aviation provides unique challenges. When I ran a school and interviewed candidates learning to fly, I always searched for “head, hands, and heart” during the intake discussion – native intelligence, hand-to-eye coordination, and motivation/passion. If a candidate was missing any one of these attributes, their success was always a more difficult, if not impossible.

In modern times, the only considerations on pilot intake seem to be a fat wallet, as if we can turn *anyone with $125K* into a successful pilot/CFI in 8 months. Without mental toughness, many of these learners end up in the 80% group that never finish, or whining on a Reddit stream, limping along, and only partially capable. Courage, resilience, and perseverance are essential qualities that every pilot must either possess or acquire. Aviation is challenging and unforgiving at times, and “stuff happens.” Persevering and overcoming the inevitable obstacles are the most important predictors of aviation success and survival.

Angela Duckworth argues that, contrary to popular belief, the secret to extraordinary achievement isn’t talent, “genius,” or IQ, but rather effort…Duckworth has found that the most successful people tend to have grit—which combines a sustained commitment to specific long-term goals (or passion) with the ability to work tirelessly toward those goals and easily bounce back from failure (or perseverance).

What we eventually accomplish may depend more on our passion and perseverance than on our innate talent.

Click for larger version

Dr. Angela Duckworth’s NYT best-seller “Grit: The Power of Passion and Perseverance” found that this critical personality trait was the secret ingredient to success in almost every difficult, long-term accomplishment. For over ten years, she studied a wide variety of exceptional success stories, from cadets at West Point surviving “Beast Barracks“to the winners of the National Spelling Bee. She developed a “Grit Scale” and has suggestions for developing a positive, reslient mindset. The common personality characteristic she discovered for success was the mental toughness that she termed “grit.” You either have this and push on, or you quit. And since 80% of aviation learners drop out before getting a certificate, we should focus on this essential personality trait enabling success. We need to understand and build “mental toughness” both for pilots and educators.

Grit accurately predicts success in various fields.

Mental toughness is essential for achieving goals and making a difference.

Mental toughness allows one to stay focused and committed to goals.

Mental toughness is built through small physical wins and habits, not just motivation.

Greg Harden, a well-respected coach at the University of  Michigan, took a skinny freshman from California named Tom Brady and helped him become a 7-time Super Bowl winner. When you watch his amazing comeback performances, you wonder, “What is the fuel that powers that amazing performer?” Mental toughness!

On Sunday night, with less than three minutes left in the game, Brady, his team trailing 28-20, led an epic 91-yard touchdown drive that will rank among the most astounding in league history. 

For SAFE Members Only (soon come):
“Mental Toughness and Flight Mastery”

Greg Harden also worked extensively with Michael Phelps (23-time Olympic Gold Medal swimmer) and 400 other highly successful athletes. Greg proved that mental toughness and positive self-image can be taught and applied successfully. This is also the super-power necessary for aviation success. This motivational powerhouse is essential and a central element in many of my 600+ SAFE blogs (e.g. Incremental Mastery , Motivating Excellence, Rewire Your Brain). These articles are being collected and expanded into exclusive content for SAFE members. Join SAFE now and be ready for these new resources to turbocharge your teaching technique. Our mission is to improve educator effectiveness and professionalism. Fly safely (and often)!

Join our live SAFE webinar on Oct 26th at 8pm on training superior Commercial Pilots. (Moved back a week due to my pilot workload.N) With the disappearance of retractable training/testing and also “real solo,“ Commercial is rapidly becoming “Private Pilot 2.0” even testing in the same basic trainers. What can be added to define professionalism at the commercial level?

Enter your ideas on this Google Form, and please sign up to attend HERE.

 

Critical Path for Foreflight Success!

Foreflight is an amazing toolbox of resources that saves time and provides previously unavailable planning insights. Unfortunately,  many pilots I work with (testing and training) do not use this app to its full capability. An organized “critical path” approach is required for safety and success. Most tutorials focus on shiny new features and ignore the dependent essentials. It is possible to generate some amazingly stupid results without proper input and a comprehensive overview; garbage in, garbage out.

These “errors of commission/omission” have been clearly demonstrated on many checkrides – and unfortunately, in flight also – creating real hazards. This overview is intended for those new to the app and also for CFIs who believe “success is obvious” with Foreflight.  The “once simple phone app” is now a very robust “planning environment.” A clear “critical path” approach must be followed for optimal results. I highly recommend *all* of these steps on *every* flight (quick and simple)!

Foreflight provides great online training HERE. But left to their own devices, new pilots often only focus on the shiny new features and miss the necessary essentials. Pilots in a hurry “hunt and peck” the smaller items and miss the bigger picture (and the necessary information *required* by CFR 91.103). Please add *your* comments below on how you use (or teach) this app. (Each one of these sections could be a whole article). For test applicants relying exclusively on your iPad to navigate (ignoring the expensive pane-mounted goodness) I can almost guarantee a “DPE-induced iPad failure.” The portable EFB is only a backup (never a primary) navigator. With that said:

Map It!

This feature seems obvious – and magical – if you ever used all those paper charts to navigate in a small GA plane any distance (esp. IFR). Just type in the start and finish and generate a straight magenta line, right? Not so fast!Solid flight planning requires examining the proposed route for obstacles. Your initial “direct” may fly over inhospitable terrain, airspace or into ugly weather. The first line is just hypothetical; please explore alternatives. Examine the GPS (going perfectly straight) option and “rubber band” your route around the problem areas. One huge advantage of Foreflight is how painlessly you can examine all these alternate planes. Always apply the 3D rule: Divert, Delay, Drive: move the courseline and/or timeline for safety.

KITH direct KBTV takes you right over the Adirondack Mountains (more wild terrain than all the National Parks put together). Do you really want to be over that hostile area in the dark (or in winter)? Simply “rubber-banding” the route to KGLF adds only three minutes (try this) and puts you over an interstate with lots of alternate airports. If you never had an engine failure,  think creatively about how “not fun” that experience can be over the mountains.  Adjusting altitudes with real-time wind also reveals the most efficient altitude (but only if you have the correct aircraft profile). Foreflight “profile view” is helpful for learners who misunderstand MEFs on the sectional charts (dig a tunnel?)

Pack It!

Unless you have Starlink running in the back of your aircraft, all that wonderful information you scan on the ground will not be with you in flight. “Packing” your flight is an essential step to ensure inflight safety and the ability to successfully “renegotiate” your planned route (stuff happens). “Packing” loads all the necessary charts and data for the trip onto your device of choice and is a must for a safe flight.

Send It –Brief It!

It is amazing how many flight test applicants have no idea this feature exists! The Foreflight Briefing tool generates a very complete overview of the “approved” weather, NOTAMs, AIRMET, SIGMETs, etc, necessary for a safe flight (or flight test). Walking through this carefully before every flight covers most of 91.103 (“all available information”) and surfaces hazards you might miss with a more casual “blue sky overview!”

File It!

Filing your plan is essential for IFR and recommended for VFR (see below). Foreflight provides both an acknowledgment *and* the actual ATC “read back” for IFR plans. The filed and actual route are stored in the flight menu and it is a simple matter to flip/flop these once you call for your clearance (no surprises). IF you have FlightStream, it even makes your old 430 useful for IFR.

Very few people ever actually file for VFR (flight following covers this). But if you ever need an “IFR pop-up,” your filed VFR plane proved information that your controller will need for faster service. Increasingly, controllers are *required* to obtain your “search and rescue” (SAR) information due to liability concerns (how many “souls on board?”) If you get into a tight corner, acquiring SAR adds an expensivedelay to the pop-up. Busy center controllers might “unable” your request due to workload (use the “E-word” if it is critical to safety).

Fly It!

This is where Foreflight really shines; on the fly, immediate data on groundspeed and evolving weather. Running out of fuel is still the most popular way to end up in a cornfield – tracking progress is essential. Additionally, en route (ADS-B at a minimum) weather is critical, providing destination and en route updates to your flight (don’t leave home without it).

Review It!

Not an immediate after-flight necessity, but if you want to improve as a pilot, the personal debrief (emphasized many times in this column) is a critical learning tool. Replay and grade your personal flight performance to discover areas you need to watch more carefully or improve; were you “good” or were you “lucky?” Always replay, reflect, and redirect for improved performance. Fly safely out there (and often).

Join us on Nov. 30th, at 8pm for a FREE SAFE Webinar on the new MOSAIC rules and the impact this will have on flight training.

Magic Words For ATC

PC-12 at KLGA “Five Antennas”

Pilots reveal their level of experience and discipline most clearly to the world with their radio phraseology. We have all heard a new learner on frequency struggling through their first attempts with the radio. Hopefully, we all commiserate with this “word salad;” we all were there once. For CFIs in the group, I highly recommend a printed script to ease these first attempts. Too many CFIs take over the radio for beginners (avoid the cringe) and the newbie consequently learns nothing. New pilots need the practice; ATC phraseology is initially a foreign language. When an experienced pilot is babbling non-approved phraseology, it is unforgivable and dangerous. Specific phraseology is essential to avoid ambiguity and dangerous deviations from directions. The “point six five” will reveal how specific and precise controllers speak (usually). This is a discipline pilots should model.

The most irritating violation of standards usually comes when a pilot wants to use the runway for takeoff in a controlled airspace. “Ready to go” is common – and usually forgiven outside of busy airspace. The more intense the traffic situation, the more precise and precise your phraseology must be.

“Request Takeoff”

What is the actual *correct* way to get a clearance for take-off? (Please spare me the comments on this one) The correct phraseology is remarkably simple: “Holding short RXX, Request takeoff.” If something other than runway heading is desired, simply add your desired departure to the request: “and right turn to the west.” That second part of this request is the “departure clearance.” Pursuant to that, a pilot should never “request departure” at the runway holding line or say “ready for departure.” Have you ever heard a controller say “clear for departure” as a takeoff clearance? They are approving a specific pilot action; and that is the takeoff. “Request takeoff” please: clear and succinct. I will be the first to admit that almost anything a pilot utters holding short at “Cornhusker Muni” will be followed by “cleared for takeoff.” Most rural level one VFR towers are used to complete chaos at the hold short line.  Whatever you say, they roll their eyes and clear you for T/O. But if you want to be a professional, use the phraseology that will work at Laguardia or Teterboro.

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“Request” is a magic word when you need something from ATC. That followed by the action you are seeking, “request on course,” immediately cues the controller they are speaking to a pro. If it is an initial contact, begin with location and your flight status. “12 miles north, VFR Request.” Many Level One VFR towers have no radar and only know where you are by what you say (no radar here – accuracy is critical). If you are already in contact (or on a discrete code with a facility) you can eliminate the location if it is busy.

If you are flying in a dense traffic situation (radio is buzzing), “eliminating the obvious” is essential (but not actually approved by the “point six five” or the FAR/AIM glossary) In busy airspace  the rule is “essential to efficient” communication. At 17:00 in the NYC airspace, on the handoff, it is often too busy to even check-on with the new frequency (at  119.2 headed south into KCDW, KTEB). The radio here resembles an auctioneer just reading call signs and directions non-stop. Just listen for your call sign, readback accurately and comply. If you miss a call twice you will be vectored to outer darkness.

“Unable”

I fly with lots of newer pilots who are not yet comfortable with “command authority;”  CFR 91.3.  This is especially true with ew CFIs having only 10 hours of solo! It is critical to safety that every pilot know their capability and limits; both aircraft and pilot. If ATC requests something that is not possible or safe, it is essential to state this clarity: “unable!” In these cases also add what *might* work or is desirable to the situation so the controller knows your issues. In cases like this, if a pilot accepts a clearance and cannot accomplish the action, this creates an even worse situation. Saying “unable” or “student pilot” will cue them in if you are still learning and the requested action is beyond your capability. In most cases, I do not recommend starting every transmission with “student pilot.” If a pilot is this weak, they probably should not be soloing in that particular airspace. IF a situation arises beyond your control, play that card. If all else fails, resort to “plain English” and resolve the situation. (“say again” is valuable, but does not help if you don’t know what the original instruction means

The meek shall inherit the earth but they will not make very good IFR pilots!”

IFR Operations

A good percentage of failures on FAA Instrument Evaluations are the result of applicants “allowing the controller to fly their aircraft.” They accept vectors and approach clearance when they are not fully set up and briefed. This usually ends up in chaos with the applicant way behind on the procedure all the way down final. This is (again) an abrogation of PIC authority. A simple “request”for vectors or delay is essential to safety (and success on every IFR flight). A controller assumes a certain standard level of proficiency and cannot know your workload (or fatigue).  Share your needs with a “request” and there will be less chaos and danger.

Mouse on Frequency

Techniques to Cure “Mic Fright”

Another problem that follows from the lack of command authority is a lack of confident vocalization on the radio (mouse voice). Not only is this hard to hear on frequency, but the weak and timid voice will often lead to “kid glove” handling. Any sensible controller will naturally treat your operation more carefully, despite your proficiency. If you sound weak and lack confidence, you will be vectored wide, held further from any potential interaction with traffic, and basically get handled like a new learner. If this is appropriate, no problem. But unfortunately, many pilots never learn to speak up and advocate for what they want/need (confidence).

Confidence is not an exclusive trait, but a skill accessible to all, and with the right tools, you can harness it when it truly matters.

Be polite, but be “in command.” Listen on live ATC more and you will hear the effective/efficient pro pilots and also the church mice over their heads. Then decide who you would rather be and work on your radio skills. Fly safely our there (and often)!

Join us on October 19th, at 8pm for a FREE SAFE Webinar on Commercial Pilot Professionalism. With the disappearance of retractable training/testing and also “real solo,“ Commercial is rapidly becoming “Private Pilot 2.0” even testing in the same basic trainers. What can be added to define professionalism at the commercial level? Enter your ideas on this Google Form, and sign up to attend HERE.           

IFR Basics for Both Learning *AND* Proficiency!

One of the common educational errors is “teaching in final form.” We have to practice and master the basic rudimentary skills before attempting the more complex dependent skill. Early Landing is a typical example with learners demonstrating a clear lack of skill in the basics like speed control, ground track, coordination, etc. (Too much, too soon)  Often the urge to “prove progress” inspires early landing attempts; creating fear and stress for both the CFI and the learner (while beating up the aircraft).

In proficiency training also, bad landings are often the focus for necessary improvement. But instead of rectifying the basic problems, many educators attempt improvement by practicing “in final form” – more landings. For both learning and proficiency, the best solution is to deconstruct the complex maneuver into its dependent skills.  Deconstructing and practicing the basics leads to immediate transferable improvement in the more complex target skill. (e.g. slow flight at altitude is an excellent tonic to fix bad landings)

In the world of instrument training and proficiency, the analogous complex skill that often needs improvement is the instrument approach. Like landings, when this goes badly during initial training (or proficiency training) the most common “solution” is to do more of the same! (dead wrong). This is the identical CFI error at work, but what is missing in the instrument world are the basic exercises that build skills and control. Most CFII candidates I test have never heard of “light hand” exercises, instrument exclusion, or “Vertical Ss.” (Not tested so not taught)

So here they are; the lost magic that makes excellent instrument approaches. These control exercises along with “Pattern A and B” used to be the first third of all instrument training (followed by nav and approaches, then X-C). Unfortunately, these excellent maneuvers seem to have been lost through “accelerated academy atrophy.” (That whispered message, which becomes completely undecipherable after passing 10 people)

Start With”Light Hand” Flying (Magic Trim)

The first sign of impending problems for any DPE (or CFI) in either VFR or IFR flying is observing a pilot with a “death grip” on the control yoke (or stick). This indicates both a lack of trim and also a lack of confidence in the aircraft to fly on its own (fear). If aircraft control is taking all the pilot’s attention, everything else suffers.

The antidote is demonstrating a well-trimmed airplane to your learner. Have them fold their arms and let the plane fly – “take a few deep breaths and relax!” – the plane does not fall from the sky. This is a demonstration of stability and a confidence builder for a nervous learner. Suddenly, there is a lot more time to accomplish all those essential tasks.

You can take this a bit further once your learner is more confident and relaxed. Put your aircraft in a 30 degree banked turn at a constant altitude. Again, trim (usually two rolls nose up here) and fold your arms. This plane will happily keep turning until it runs out of fuel (lift is equal on the wings). Every attitude or power change your learner makes should be followed by a slight trim and “light hand” verification. The release of the control pressure verifies the correct trim.

Attitude (Change/Check) for Control

To build (or rebuild) a great instrument scan it is essential to remove the less important gauges (distractions) and put a hot focus on control by attitude. If 80-90% of a VFR pilot’s attention should be outside the airplane, this same amount is necessarily on the attitude indicator (A/I) to get competent control during instrument flight. You have to train (and prove) this to a learner.

Military panel: A/I is 2X!

So after carefully setting the  A/I to level pitch, cover the whole six pack (or analogous glass panel indicators) with post-its leaving only the attitude indicator and VSI. Spend a few minutes flying straight and level then do some standard rate turns (at approach cruise, that is the first “cat’s whisker” on the bottom part of the gauge – where no one ever looks). Once some comfort is gained, vary the power setting up and down slowly. Allow enough time (initially) to allow your learner to adjust the pitch to maintain VSI on zero (and trim). This should be done with a “change” (on the A/I -primary) and a “check” on the VSI. (change/check for everything) The eyes should always be on the A/I when making any change.

After giving enough time to allow the learner to trim off the pressure and “light hand” the controls, pick up the pace as proficiency increases. Try this same exercise in turns too. If you are in your flap range, flaps in and out creates the same challenge. When your learner gets good at this exercise, the plane will be at the same altitude when you uncover the altimeter (magic).

The next exercise is similar but pitches for airspeed by covering everything except the A/I and the airspeed. This should be practiced at a safe altitude because altitude will obviously vary. Starting again at approach cruise ~90K, vary the power (or add and remove flaps) and have your learner pitch to maintain a constant airspeed. Again, enforce the “change,” on the A/I, and “check” on the airspeed. Also initially allow time to trim (and “light hand” the controls), then pick up the pace for more of a challenge.

Vertical S: Magic Skill Builder

The vertical S is much easier to fly than it is to explain. The only good description I could find was in the Gleim’s “Additional Maneuvers” section of their IFR training guide. Start at approach cruise (~90K) in level stable flight. The overview is a 500fpm climb with a simultaneous standard rate turn. With the clock running this should take exactly one minute to achieve both 500 feet of atitude gain and 180 degrees of heading change. This is then reversed and the climb continued in the other direction. After another minute, we are on the initial heading and 1000 feet higher. Do the same in descent at 500 fpm. This builds a great scan, multi-tasking ability, and overall awareness of the trend of the plane synced up with the clock.

This maneuver really builds a solid “inverted V scan.” Bank to the first “cat’s whisker” on the bottom of the A/I (change), and pitch up  5-7 degrees while adding about 500rpm. Once stable in pitch and bank on the A/I, scan to the turn coordinator (or snakes tongue on glass panel) to verify standard rate. Scan back to the A/I for a small change, then to the VSI and back (“change” only on the A/I) This maneuver builds great instrument pilots. I do these every practice session *before* I do any approaches. Kind of like warming up be fore a run or cycle session. Fly safely out there (and often).

Join us tomorrow night (Sunday, Sept 14th) at 8pm EDT for a free SAFE Webinar on some of these techniques and tricks combined with a review of an efficient Instrument Proficiency Check.