Fly SAFE; More Fun!

Wishing you a warm and happy Thanksgiving! Here are some (not often consulted) words from the new FAA Advisory Circular 61-98D on flight reviews – excellent reading! The FAA specifies regulatory minimums for certificates; we all need to do better to be safe – and CFIs need to lead this initiative by modeling and inspiring aviation excellence.

Pilot Proficiency: Studies have shown that LOC usually occurs when pilots lack proficiency. Conditions exceeding personal skill limitations can present themselves at any time and can occur unexpectedly. In this event, the pilot should be able to avoid being startled, make appropriate decisions in a timely manner, and be able to exercise skills at a proficiency level he or she may not have maintained or attained since acquired during initial training. This makes personal currency programs and proficiency training essential.

Personal currency programs serve to develop and maintain pilot proficiency by promoting attributes such as aeronautical knowledge, aeronautical skill, and ADM. These attributes collectively determine the degree of aeronautical ability a pilot possesses. Highly proficient pilots are better able to avoid or manage an in-flight emergency in a safe and efficient manner. Consequently, the GAJSC recommends that pilots place emphasis on their specific proficiency needs by including training that may exceed regulatory minimum currency requirements.

Traffic Pattern Operations

LOC accidents often occur while pilots are maneuvering at low altitude and airspeed, such as in an airport traffic pattern. Pilots should adopt, and flight instructors should promote, training programs designed to reduce the risk of  GA accidents in traffic pattern operations. Flight instructors should provide training to mitigate the three areas of highest risk involving maneuvering an airplane in an airport traffic pattern. The first area is the risk of a departure stall; the second area is the risk of LOC if attempting to return to the field after an engine failure on takeoff, and the third area is the risk of LOC on the base to final turn.  

Flight instructors should emphasize training that ensures that pilots of small single-engine airplanes depart in coordinated flight at the best-rate-of-climb speed (VY ) for normal takeoffs, and maintain this speed to the altitude necessary for a safe return to the airport in the event of an emergency.  Flight instructors should train pilots of single-engine airplanes not to return to the field after an engine failure unless altitude and best glide requirements permit.  Accordingly, flight instructors should provide training that emphasizes the correct speeds at which light twin -piston aircraft depart the runway.  Flight instructors should emphasize that a departure at the best-angle-of-climb speed  (VX ) is used for obstacle clearance and short -field takeoff procedures.

Flight instructors should also emphasize the risks and potential consequences of climbing out at speeds less or greater than what is required for a particular type of takeoff. Flight instructors should train pilots of single-engine airplanes not to return to the field after an engine failure unless altitude and best glide requirements permit a safe return. Therefore, flight instructors should not routinely train pilots to make a 180- degree turn from a simulated engine failure while climbing. However, this training should occur at a safe altitude.  A critical part of conducting this training is for the flight instructor to be fully aware of the need for diligence, the need to perform this maneuver properly,  and to avoid any potential for an accelerated stall in the turn. It is essential for a pilot to know the altitude that will be lost in a 180 -degree turn, in the specific make and model  (M/M) flown, if and when a pilot considers turning back to the departure airport at best glide. During the before-takeoff check, the expected loss of altitude in the turn, plus a sufficient safety factor, should be related to the absolute altitude at which a turn back may be attempted.  In addition, the effect of existing winds on the preferred direction of a turn back should be briefed.

Flight instructors should also teach pilots to reject an approach and initiate a go-around when the pilot cannot maintain a stabilized approach. The GAJSC  recommends that pilots and flight instructor s emphasize stabilized approach and landing proficiency and conduct stabilized approaches as a standard practice. Flight reviews and IPCs should emphasize evaluating a pilot’s ADM,  departure skills, and ability to establish and maintain a stabilized approach and landing, while applying effective crosswind techniques to avoid the risk of  LOC when maneuvering in an airport traffic pattern. Effective scenario-based training, emphasizing ADM, departures, and establishing and maintaining a stabilized approach to a landing, reduces the risk of LOC in an airport traffic pattern. Many of the principles discussed in this paragraph apply to multiengine aircraft, but do not apply to single-engine operations in the multiengine airplane. Flight instructors should emphasize the correct speeds at which light twin -piston aircraft are operated in the traffic pattern and provide training in response to an engine failure in a variety of situations.  

Excellent guidance! Join SAFE to support our safety mission of generating aviation excellence in teaching and flying. Our amazing member benefits pay back your contribution (1/3 off your ForeFlight subscription)! Lastly, use our FREE SAFE Toolkit App to access pilot endorsements and experience requirements right on your smart phone and facilitate CFI+DPE teamwork. Working together to raise professionalism makes all of us safer pilots!

Author: David St. George

SAFE Director, Master CFI (12X), FAA DPE, ATP (ME/SE) Currently jet charter captain.

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