“Flight Service” (Back and Better!)

Leidos operates what used to be the FAA Flight Service and the web browser interface for weather is quite good. When you log in with your customized preferences (http://1800wxbrief.com) your own format in exactly the predictible order you specify.


  The new mobile format is also quite good and though not yet an app, you can save the url to your desktop and have it immediately available as a mobile browser session. But one of the best new innovations to roll out from Leidos is the text weather. This is quick and needs no software and very little bandwidth  to load (one bar works usually)


Just text message your request to 358-782 (FLT-SVC) and the result pops right back in. No digging through menus or interfaces. Leidos also allows you to open and close VFR flight plans with text (and will send a reminder at your proposed/predicted times if you forget). This is an innovative way to inspire pilots to be safer.


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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)! Our FREE SAFE Toolkit App puts required pilot endorsements and experience requirements right on your smartphone and facilitate CFI+DPE teamwork. Our CFI insurance was developed specifically for CFI professionals (and is the best value in the business).

 

“CFI Seasoning” Beyond the Academy!

A truly professional aviation educator should be progressively getting out of the training aircraft one step at a time from flight lesson #1. To be successful as educators, every CFI must willingly become superfluous in every area of operation by flight test time – totally empowering their pilot to be fully “in command.” Obviously, there will always be more to teach and learn, but ultimately our goal should be set every new pilot totally free – NOT create dependence! This “letting go” (think of successful parenting) is not easy for the human ego because every human wants to be needed and valued. Many CFIs secretly foster dependence in their pilots during training (helicopter parenting). Though this creates a strong business bond that works great for the wallet and building hours, it creates really bad – dependent and unconfident – pilots.

And the strange and unfortunate truth is we actually teach this harmful micromanaging behavior to every aviation educator during their initial  CFI training; we build a fatal defect into every new CFI. The most common method for educating a new CFI is to create a “CFI lesson plan binder” full of rote lesson plans tracking the usual pilot pathway. And as we do this, the future CFI applicant is encourated to talk, talk, talk and fly, fly, fly – patterning each maneuver from the right seat and “simultaneously instructing and flying.” And though this is a necessary step in learning to teach aviation, we never finish the job and progress all the way to real educational excellence through supervision and seasoning (STOP talking and let your student fly). We get them “barely competent” and turn them lose in the aviation system.

The FAA system allows for perfunctory CFI preparation – 10-day courses are pretty standard with an 85% pass rates. And there is no “student teaching” or “seasoning” included to build excellence in the field after certification. Consequently, many new CFIs never learn to personalize their instruction to creatively tailor their presentation to suit each unique pilot in training (burn that binder!). It can take years for new CFIs to become creative and effective without mentoring. It takes time to learn the necessary balance of freedom and control to provide students the space to grow and learn. Unfortunately, most just continue the rote, assembly-line instruction from their CFI binder rather than embracing “client-centered education.” They never relinquish the radio, the flight controls or PIC authority and instead smother their eager learners with overbearing micromanagment and excessive erudition; we have created a monster. To become a successful educator, only mentoring and seasoning will grow the CFI create excellence. It takes more time and guidance to create a truly competent aviation educator.

The Canadian aviation system requires every new aviation educator to teach under supervision and and grow further as a CFI before teaching independently. Only after supervised “student teaching” in the field under a master instructor are Canadian CFIs upgraded to teach independently. But this is not the FAA system. After only a perfunctory 10 day “CFI academy” a new FAA CFI could be in the field with very limited preparation. And this is exactly why SAFE created the mentoring program from day one and is now creating the SAFE CFI-PRO™ workshops. These tools bridge the “CFI gap” between good and great. They also encourage the mentoring and networking that creates the necessary “growth mindset” every educator must embrace. Excellent educators must continue to grow if we want to be successful and effective. Fly safely (and often) and please check out the SAFE CFI-PRO™ workshops. We need your support to fight mediocrity and make this new initiative the new standard of excellence in our industry. As every aviation educator improves, we reach and improve every pilot.


Apple or Android versions.

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)! Our FREE SAFE Toolkit App puts required pilot endorsements and experience requirements right on your smartphone and facilitate CFI+DPE teamwork. Our CFI insurance was developed specifically for CFI professionals (and is the best value in the business).

Teaching Accurate Rudder Usage!

Misuse of the rudder while flying – usually too little or none at all – is a sure sign that some aviation educator failed their student during initial training. This sloppy “flat foot flying” or “driving an aircraft” is sometimes a symptom of a burned out CFI who has just “given up” and does not care any more. This CFI is tolerating sloppy flying out of frustration (“whatever!”). But it is also true that some CFIs were themselves taught badly and cannot sense or teach accurate rudder usage. There are easy exercises to teach rudder (standby for that…) but first, every pilot has to appreciate that lack of correct rudder usage is the heart of unsafe flying. Improper yaw control leads directly to loss of control accidents in the pattern (57% of fatals) – we touched on this elsewhere. This article however is “Rudder 101;” providing CFI resources to build appreciation and proper usage of this misunderstood and underutilized control. A pilot without yaw control does not understand the most basic principles of flying; they are still “driving the plane” and it isn’t pretty or safe. As professional aviation educators, we can fix this. (And if you are a pilot reading, there is great benefit here for you also)

To clearly define terms for this discussion, by “driving an airplane” I mean just cranking the yoke or deflecting the stick like an automobile without correcting for adverse yaw with the rudder. And it is obviously much harder to successfully rehabilitate a “numb butt” than to initially teach accurate, correct rudder usage. Step one is creating and illustrating the aerodynamic principles and developing an appreciation for the *need* for correct rudder; some pilots do not detect their slip/skid flying and cannot understand the need (“My plane does not require any rudder…”). Entrenched habits and lack of caring about rudder usage require serious unlearning first to make any progress at all; “no need no sale.” Then, every pilot initially learning, rusty relearning, or continuing proficiency has to overcome their “driving habit” (we all drive much more than we fly). In a normal syllabus, accurate and appropriate rudder usage has to begin during flight lesson #1; “demonstrate that flying is clearly and demonstrably NOT driving!”

So when your new student (or your recovering “flat foot flier”) is up at altitude in the airplane, please demonstrate an extreme “driving turn” with no rudder and make the problem obvious! If you crank the yoke (deflect the ailerons) aggresively in one direction (fast and furious) the nose predictably yaws off in the opposite direction (a prebrief. on adverse yaw obviously helps to create this “step one” understanding). A couple of these gyrations aggressively applied might also induce a bit of nausea (and that might be a “good thing” – uncoordination makes me sick in a plane!) Next, illustrate a well coordinated roll referencing a distant point on the horizon (eyes outside, not on the ball please). Help your pilot in training try a coordinated turn and demonstrate how much smoother and easier on the stomach it is with appropriate rudder applied. Here is a great Rod Machado video to show a student illustrating this technique:

Now pick a point on the distant horizon and roll with correct coordination on a single point and sustain a level turn for a while. Have your pilot in training practice this with eyes entirely outside; roll into a 30 degree banked turn (make sure they release the rudder pressure) and continue  for 90 degrees of stable turning (This is a good time to mention and practice the appropriate amount of back pressure if it is a new learner). Reverse after 90 degrees of turn in the other direction. Turn reversal is initially more of a challenge but perfectly illustrates accurate yaw cancelling. After a few cycles of turning, try rolling into a bank and reversing on a single point without letting the airplane enter the turn (many pilots call this a “Dutch Roll”). This exercise should be part of every initial flight lesson. This exercise tunes up the feet and overcomes our more common “driving impulse.” Every aircraft requires a different amont of rudder pressure so this is something I do on downwind in every airplane (solo, not with the boss in the back). This exercise is very efficient and only takes about as long as this description required; easy and effective!

This introduction can be followed by more advanced illustrations of yaw correction if your pilot immediately “gets it.” When flying level at approach speed, apply and reduce power aggressively (with NO yaw correction) to demonstrate the left-yaw effects and the necessary application of rudder to hold a distant point on the horizon. As power is applied, right rudder is necessary. (I make this a “muscle memory exercise” – as the right hand goes in with more power, the right rudder is applied).

Finally, illustrate that as the nose pitch is aggressively increased, left turning tendencies are created requiring right rudder to cancel yaw to the left. And when you combine these two forces (as in a take-off or simulated go-around) the right rudder force is more obvious. Again, this is lesson #1 and 2; vital understanding of the physics at work.

These are understandings and skills every pilot in training needs to successfully take off and turn; lesson #1 and 2. And as soon as your pilot in training has mastered these skills, turn over the control and responsibility completely to your new pilot (with no educator intervention or correction). This is the incredibly valuable incremental mastery we mentioned in an earlier blog. This empowers and motivates your new pilot and starts them on the road to assuming full control PIC (essential but rare in student training).

Notice that yaw is so much easier to illustrate in its pure form if you remove and practice these exercises in isolation from “the scenario.”  Once you practice this “yaw cancelling” as a distinct and pure exercise with a little drill and repetition it is quickly mastered and available for all future flying. Unfortunately, in most pilot training, appreciation of yaw forces gets lost in the continuing scenario and the CFI just ends up just bleating out “more right rudder” in a meaningless fashion. Most pilots never learn to properly use the rudder.

Once basic rudder understanding and proficiency are completed in isolation, we reassemble this package resuming a “normal flying scenario” and apply it in every maneuver. This is analogous to practicing scales on piano during initial training *before* we attempt Chopin. A few times through these exercises and your new pilot will only require an occasional “right rudder” reminder or tune up. Pilots trained correctly instinctively sense yaw (“something feels wrong here”) and apply appropriate/accurate rudder. We’ll discuss more advanced rudder exercises next week; fly safe (and often)!


Apple or Android versions.

Join SAFE to support our safety mission of generating aviation excellence in teaching and flying. Our amazing member benefits pay back your contribution (like 1/3 off your annual ForeFlight subscription)! Our FREE SAFE Toolkit App puts required pilot endorsements and experience requirements right on your smartphone and facilitates CFI+DPE teamwork. Our CFI insurance was developed specifically for CFI professionals (and is the best value in the business).

Opportunity To Grow: SAFE CFI-PRO™!

Just a short blog this week, no brain strain or technical discussions. I just want to announce that SAFE has opened up registration for our SAFE CFI-PRO™ workshop in Frederick, MD. This event will be at the  AOPA “Learn to Fly” facility on October 2nd and 3rd and is filling quickly. We are limited to only 75 people at this first offering, so register here soon.

 

This is an opportunity for aviation educators at every level to get together with their peers to network, discuss and learn from some very experienced CFIs; e.g. Rich Stowell, Doug Stewart and Hobie Tomlinson. Each one of these people has been an FAA National Flight Instructor of the Year and each one separately has well over 10,000 hours of dual given. Hobie has been a pilot examiner longer than most of us have been flying; 42 years!

The AOPA “Learn to Fly” facility is a beautiful modern building with an auditorium, classrooms and the latest AV equipment right on the KFDK airport. Discount hotel rooms are planned at both Marriott and Hilton (since pilots are all point monsters affiliated with different programs) and we offer a dinner get together at the National Aviation Community Center with the AOPA people.

Ironically, the last national learning opportunity like this might have been 20 years ago at Embry Riddle in April 1999 when Rich Stowell presented his famous “CFI white paper” to the assembled authorities. Rich went on to help create SAFE’s GA Pilot Training Reform Symposium in Atlanta in 2011 that spawned our current FAA ACS. And Rich pretty much invented the term “Loss of Control,” teaching prevention techniques 20 years before the FAA/NTSB identified LOC-I as the primary cause of fatal accidents. Rich was an expert witness at the NTSB LOC-I Roundtable and still has the best “Public Service Announcement” for “Extended Envelope Training” on the internet:

Register now and join the SAFE team in Frederick, MD on October 2 & 3rd for our first SAFE CFI-PRO™ Workshop.


Apple or Android versions.

Join SAFE to support our safety mission of generating aviation excellence in teaching and flying. Our amazing member benefits pay back your contribution (like 1/3 off your annual ForeFlight subscription)! Our FREE SAFE Toolkit App puts required pilot endorsements and experience requirements right on your smartphone and facilitates CFI+DPE teamwork. Our CFI insurance was developed specifically for CFI professionals (and is the best value in the business).