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How Quickly Flying Skills Fade!

Learning theory has long supported the necessity of reinforcement and “overlearning” for solid skill retention after initial learning. We used to casually refer to this as “marinating” in the flight school I managed. We insisted on some trips and real flight experience after PPL before starting the instrument rating, or forgetting was inevitable. New skills are amazingly perishable. This is why examples like the Popular Mechanics experiment from years ago terrify me. Our current accelerated flight training market is in this category.

(Also a concern with the new MOSAIC!)

Most learners can perform adequately to an objective standard if a test is administered immediately after learning (before the “magic” disappears).  But without continuous repetition and reinforcement, those skills erode almost immediately with forgetting and interference. This was proven by an FAA/ERAU study back in the 1980s:

Of 27 tested private-pilot skills, all of the tested skills deteriorated, some significantly, during the two years after the tested pilots earned their Private Pilot certificates. Recently certificated private pilots who do not fly regularly can be expected to undergo a relatively rapid and significant decrement in their flight skills.”

Not only did all skills deteriorate, this study also emphasized the danger of test subjects being unaware of the deterioration of their skills. This is partly a result of the human overconfidence bias, but also reinforced with the common cultural meme about the retention of simpler skills; “like riding a bicycle” 🤮

The proven perishability of skills has obvious implications for every part of aviation. Any complex learned skill is perishable without reinforcement. That goes for those crosswind skills, which were once sharp, the instrument approaches that were so easy, or the UPRT course that made being inverted almost comfortable (five years ago?). Safety requires a mandate of continuous review and lifetime learning.

For everyday recreational pilots, this study highlights the woefully inadequate FAA minimum of a one-hour flight review (CFR 61.56) every two years. This requirement should be understood as an absolute minimum appropriate only for an exceptionally active professional pilot – not for the occasional flier. Every conscientious pilot should embrace the standard required for active professional pilots; a required six-month review.  The higher 135 standard for IFR operations is also a worthy target (no zero/zero takeoffs or approaches below minimums). Our free SAFE Webinar on Sunday, August 10th, will consider these subjects more fully (Register here).

This process of forgetting is actually part of the “learning process” at accelerated aviation academies. Newcomers progressing from “Discovery Flight” to CFI in only 8 months to a year have no time to adequately reinforce their newly learned (and tested) VFR skills and knowledge. The impermanent skills of a private pilot are immediately forgotten and “paved over” with an immediate instrument rating. Consequently, during instrument flight tests, very few applicants can remember the definition (or critical significance) of E/G airspace for IFR/VFR separation at non-towered airports. And one of the weakest skills on instrument checkrides is the ability to fly visually and  land the plane safely (scary!) Fly safely out there (and often)!

Register for our next SAFE Webinar at 8pm EDT, Sunday August 10th, on conducting Effective Flight Reviews (Focus on “The Killers!“)

OSH Blog: SAFE Celebration: 2K New Members!

Thanks to everyone who could attend our dinner here at Airventure. Michael Maya Charles presented an amazing (and very educational) talk, and the food from Michiel’s  Catering was wonderful. The important take-away is that we are growing as an organization, having added 2,000 new members in the last year. We have now graduated several successful SAFE CFI scholars in cooperation with CFI Bootcamp and continue to add value for our members with our webinar series and growing YouTube Resources. (A new website is on the way too)

Our celebration dinner Thursday, July 24th attracted almost 200 members and friends!

Here are the Keynote slides recognizing sponsors and accomplishments in the last couple years:

SAFE is an educational not-for-profit corporation run entirely by volunteers and a democratically elected board of directors. We have two paid operatives; the Executive Director (me) and our virtual bookkeeper.

Dr. Donna Wilt, “Founder’s Award”

At Airventure, we recognized two of our long-time members who have contributed greatly to SAFE’s success over our 16-year history.

Dr. Donna Wilt was honored with the 2025 SAFE “Founder’s Award.” Donna served as an early board chairperson and already received the SAFE Service award for creating the SAFE Mentoring Program. Donna has worked tirelessly on the FAA ACS committee since 2016 and was instrumental in returning “minimum controllable airspeed” (MCA) to the FAA CFI ACS. She also just completed a project with Michael Baum to complete and transfer the “Model Codes of Conduct” https://bit.ly/SAFE-AMCC to a permanent archive at Florida Tech.

Dennis Wilt was awarded the 2025 SAFE “Service Award” this year. Dennis has been a consistent volunteer at all our shows since our founding. His friendly manner and encyclopedic knowledge of aviation make him relatable to every curious pilot approaching our booth for resources. Additionally, Dennis and Donna Wilt have stored, transported, and assembled our SAFE display unit in Florida for years!

Register for our next SAFE Webinar on August 10th on conducting Effective Flight Reviews. Fly safely our there and often!

Pilot Arrivals: The Real Show at OSH!

Probably the most entertaining “airshow” at Airventure is watching the arrivals! Add some nervousness to some sketchy skills, and you can get some really “cringeworthy” flying. I have published other blogs on how to practice before your “performance” at this show. This is where familiarity with your aircraft and energy management skills are essential. A good dose of “situational awareness” and a readiness to react to surprises (go-around) often saves the day too. There are many crashes every year at Airventure and that would certainly ruin your fun.

Look at this blog for “centerline slow flight,” the “real” airshow, and be ready to go-around safely if anything gets too out of your comfort zone.

Capturing the Killers: “Effective Flight Reviews”

Unfortunately, most flight reviews are a wasted opportunity for learning and refreshing. From observation and reports I have experienced, these often are little more than “lunch dates.”

One of my clients recently had an engine failure in his Saratoga at 2am over Kentucky (11K). With an almost totally failed powerplant, he was able shoot an approach and land at Hazard, Kentucky in nearly zero-zero conditions (The PA-32 airframe glides like an anvil). His safe arrival was nothing short of miraculous, but partly due to a more extensive flight review – “much more than the minimum.” This included approaches and intercepts as well as various emergency scenarios.

John Dorcey, a very experienced Master CFI, and I will present a FREE SAFE Webinar on August 10th promoting a more serious approach to the flight review. Starting with the traditional FAA Guidance and also referencing the AOPA Focused Flight Review, this is an opportunity to literally “save your life!” We often forget how luck is responsible for many of our happy hours aloft, and one surprise event (engine trouble, unforecast weather) can put us into a challenging situation in a hurry. Please register and commit to a more extensive flight review; we want you to enjoy many more years flying. Fly safely out there (and often)!

You have an amazing opportunity to hear Cpt. Michael Maya Charles (Author of Artful Flying) presenting at Airventure this year. SAFE is pleased to host him at our SAFE dinner on Thursday, July 24th: 5-8pm in the Pilot Resource Center (PRC) at OSH. You do not have to be a SAFE member to attend, but grab a ticket before they are all gone. (Catered dinner/limited seating). Join us at the show and fly safely!

Use With Care: “I Know!”

As we progress in the mastery of any skill or subject, the natural human experience shifts  from “learning” to “knowing.” As we gain experience, familiarity, and knowledge, we gradually lose the excitement of the learning process, and the world becomes more “predictable,” at least in our minds. In most piloting situations, the role of “beginner” is not desirable, and most “surprises” are not welcome guests either. We are most comfortable in the world of “competency” with familiar, manageable challenges. Most pilots are seeking mastery or even excellence and may occasionally use the phrase “I know!” Confidence is obviously important (within reason) but even the “I know mindset” has serious limitations we all should be aware of and handle with care.

Every pilot wants to wear – or at least earn – that “50 mission jacket” we see in the “Right Stuff!”) This comes from mastering challenging experiences. But as much as we crave the comfort and pride of achievement,  every added experience can eliminate the adventure of learning we also crave. (Why most great educators are also passionate learners). We can eventually end up “in the harness” or “pulling the sled” in any habitual activity while engaged in the “daily grind.” If only there were an artful combination of both ends of those human experiences of mastery vs. learning – standby for that!

As experience builds, we gain familiarity with each new skill or process; this is neurological. Those new nerve pathways become habits which are stored like books on a shelf, ready for action, largely by our subconscious. Our autonomic systems then largely carry the weight of “reaction and execution,” and in a perfect world, we monitor all this with higher-level metacognition. Associated with this new competence is also a certain amount of pride in this new earned mastery, the ability to function smoothly rather than being the blundering idiot.

But the bland taste in your mouth, the eventual boredom, is from the lack of challenge and adventure that comes from that familiarity. Inevitably, every experience ratio shifts gradually to less satisfying, often mindless, “rinse and repeat,” unless we apply careful, intentional mental reframing. The natural process is a psychological phenomenon called the “hedonic treadmill.” Everything exotic and exciting at first exposure becomes normalized and boring in time. Adaptation and familiarity are a gift in some ways – “surprises” in flying are usually not good things – but there is also very grave (but invisible) danger in mentally stereotyping experiences. Every new experience is really unique and hides challenges and risks we may never see unless we are careful to fully experience every new moment.

The important question to ask ourselves is: “Am I actually flying a “new hour” – truly alive and aware – or am I “replaying” a mentally stereotyped hour again without really seeing it for all its unique characteristics? As humans we continually project “predictive perception” upon a changing world to make it familiar. This is the part of “I know” that can be incredibly dangerous. And this points to the necessity of “beginner’s mind,” seeing every moment with “fresh eyes” and no imposed assumptions.  That is the essential message of this brief YouTube clip I pulled from Michael Maya Charles’ channel (recommended full video here).

“Saying I know shuts the door to curiosity and learning.”  It leads to complacency and a certain amount of illusion as to what is actually occurring in front of us. To be safe, and truly artful, in our flying we need to nurture that skill of beginner’s mind; intentionally seeing every flight as the unique challenge that it really is – while aiming for perfection. This mental shift also restores the original enjoyment and challenge – while simultaneously enhancing the safety. When we fly too deeply emeshed in habits without “Eyes Wide Open,” we miss most of the real risks and challenges; “sleepwalking?” Build your awareness with “Beginner’s Mind!”

According to safety research, including Dr. Mica Endsley’s studies, over 76% of aviation accidents are due to this failure to perceive risk. Without consciously elevating awareness— such as moving to a higher “Code Yellow” mental state or engaging “beginner’s mind” — pilots and operators are prone to miss critical cues and changes in their environment. (SAFE DPE-Bot)*

You have an amazing opportunity to hear Cpt. Michael Maya Charles (Author of Artful Flying) presenting at Airventure this year. SAFE is pleased to host him at our SAFE dinner on Thursday, July 24th: 5-8pm in the Pilot Resource Center (PRC) at OSH. You do not have to be a SAFE member to attend, but grab a ticket before they are all gone. (Catered dinner/limited seating). Join us at the show and fly safely!

Visit SAFE at Airventure, we are in the Bravo hangar #2081/2 and have great give-aways for new joining and those that support us daily (thank you!) Yes we have new hats and shirts (even removable SAFE tattoos!)

*SAFE DPE-Bot: With the theory that most chatbots fail because their “trained intelligence” (LLM) includes all the BS on the internet, I created a bot exclusively trained on the SAFEblog, the FAA Handbooks, and some carefully curated sources. So far, the results are encouraging (available soon). No hysteria, dementia, BS in testing so far…

“Minimal Pilots” and CFI Mandate!

To understand the FAA regulatory philosophy, we first need to examine the FAA minimums for flying under CFR 91. For daytime flying in Class G (“go for it”) airspace, the FAA only requires 1 sm. viz. and “clear of clouds!” This is legal, but “a suicide mission” unless you are over a familiar landscape in a slow plane. Under all of part 91, the FAA only specifies minimums. By contrast, the FAA strictly regulates flight under CFR 135 and 121.

In flight training also, the FAA supplies minimums. Only requires 35 total of hours  and one 100nm X-C (CFR 141) or 40 total to become a private pilot under CFR 61. The “minimums only policy” has unfortunately become the de facto “normal”  in our “accelerated training” environment! As a result, we are often only creating “minimal pilots” – mediocre. Though all knowledge tests are required to be trained and tested to 100%, (endorse by CFI, tested by DPE in the practical test), nothing brings mediocre flying skills up to 100%.

The standards defined in the FAA ACS for testing are the absolute *MINIMUMS* required to pass a flight test (pass/fail). Achieving only these minimums would be a grade of 70% or D-. Unfortunately, these minimums have become the *target* for successful training/testing. They are also often the standard CFIs use for an endorsement for a flight test (ouch!). New pilots under FAA regulations can sometimes resemble the old joke, “What do you call a med. student graduates last in their class? – “doctor!” This is exactly what our flight training world is resembling – except “pilots!” To distinguish excellence, Flight Safety issues a “Pro Card” to superior pilots. This distinguishes superior achievement from a mere “pass!” All the weak areas below are “opportunities to improve!”

The ramifications of “achieving only minimums” is even more horrifying when you move up the ladder to new CFIs graduating under CFR 141 with only 5 hours of real solo time (or 10 hours under part 61). What kind of “experience” will these new CFIs have to share with their new clients? SAFE has created the CFI-PRO™ course to add “The Missing Manual” of what is missed during accelerated initial CFI training. Instrument instructors and even new ATPs in the right seat of your airliner have never flown in a cloud. This is what you get with “minimal.” So what is sensible and safe? What would “best practices” policy suggest? Every aviation educator should start by considering the CFI Model Code of Conduct. We need to be working diligently to create  fully capable aviators demonstrating far more than minimums.

Instructors should:

a. make safety a high priority,

b. seek excellence in airmanship,

c. develop, exercise, and teach good judgment, and aeronautical decision-making,

d.recognize and manage risks effectively, and teach sound principles of risk management,

e.demonstrate and teach situational awareness, prudent operating practices and personal operating parameters,

f. aspire to professionalism,

g. act with responsibility and courtesy, and

h. adhere to applicable laws and regulations.

Best Practices Before Solo (61.87)

Click for larger image

This FAA guidance makes it clear that “training beyond the minimums” is the FAA intention: the faasafety.gov website is all about “safe and smart” beyond the minimums.  For initial solo, mere “survival” involving a couple of times around the pattern is not appropriate or sufficient. Adequate solo training *requires* that a learner not only can perform when everything goes right, but also in case things actually go wrong. Every pilot can study those 15 required solo items in CFR 61.87 and work to do better in every one of these essential skills (opportunity).

When a CFI endorses a logbook for solo, they are saying “this pilot is competent to fly on their own.” Even with a full page of limitations added to that endorsement (no wind & 10K ceiling) the expectation is that every pilot is a fully competent PIC. This means being able to not only fly safely in perfect conditions, but also make risk management decisions for dispatch and handle a level of inflight confusion and distraction. They should have achieved a level of PIC (command authority) beyond their total dependence on their CFI.

Crosswind Training (61.93)

CFR 61.93(e)(10) requires  instruction in “crosswind takeoffs, approaches, and landings,” but no proficiency standard is stated here. In the private pilot test this is skill is seldom tested (“discussed” instead). Crosswind landings are only *required* in the ATP evaluation. SAFE recommends all private-level flight applicants should have trained and logged at least 10 landings with 10 knots of crosswind. DPEs regularly see even CFI candidates canceling checkrides for only 5 knots of crosswind! If crosswinds are not trained at the private level, they usually never get better. CFR 61.93(e)(10) is the only required crosswind training a pilot will receive in their whole march toward professional pilot! The statistics for pattern landing accidents with wind (>80%) make the need for this training imperative.

When the winds blow, the risks increase for light aircraft operations. The single leading cause of accidents involves loss of directional control during takeoff or landing…over an 11-year period the National Transportation Safety Board identified wind as a primary cause of more than 2,800 accidents.

Click to enlarge: The only *required* crosswind demonstration.

“Slip to Land” Capability and Comfort

Slips to a landing are a required maneuver in the PPL ACS. Unfortunately, many DPEs give this area short shrift, and all see a serious reluctance on the part of applicants to demonstrate this maneuver confidently.  This fear comes largely from a misunderstanding of the maneuver on the part of these pilots (and their CFIs). Greater knowledge and practice is essential for any comprehensive understanding of basic aircraft aerodynamics required in the PPL evaluation. I guarantee if any DPE tested this area in a comprehensive manner consistent with the ACS, most PPL candidates would fail. DPEs need to test these maneuvers fully so pilots will be trained properly.

Engine Failure/Emergency Landing

This maneuver is required in presolo training (61.87) but is certainly a critical and essential “life skill” for every pilot. For reliable success, emergency landings should incorporate the technique (formerly proscribed in the AFM) of high key/low key (learn from your glider friends). This is often one of the weakest maneuvers on a PPL test. And most applicants do not understand the necessity of memorizing (and following) the POH “immediate action” items. Instead applicants intone the “internet wisdom” of the A-B-C-D checklist. This is not going to work Ready for anything!for their airline sim training. When performing this maneuver for real, it is essential for to first try a restart, then “get to the field, and only descend, in a spiral, when you are over the field. The big pattern with a two-mile final seldom works. Gravity *always* works, and every pilot needs to keep this skill sharp.

Actual Cloud Experience (IMC)

This is helpful at the private pilot level with 61.93 training, but essential when a pilot is pursuing an instrument rating. Unless the environment completely prevents some “wet wing” time, this is so useful that its importance cannot be overemphasized. To fly commercially,  a pilot will always be IFR and frequently in the clouds. Not introducing real IMC flying and preparing a pilot for the real world is unconscionable.

Real Spin Training For CFIs

The current flat-rate “circus ride” for CFI candidates to get their required spin endorsement is worse than useless. With no exposure to the theory of aerodynamics and procedures in AC 61-67 (the very basics) most CFIs are still scared of stalls and unprepared to really recover an in-flight Loss of Control. The fact that they accomplished some perfunctory training can convey an unfounded sense of safety and competence. Real proficiency only comes from thorough ground training and a complete different spin entries.

Yes, you can teach MCA (just not test it)!

How many senior CFIs have I heard say “I wish we could teach Minimum Controllable Airspeed (MCA) like we used to.” Well, you really can, and it is a valuable skill to demonstrate energy management and induced drag (while also building good rudder control habits). Once a learner has mastery of this level of control, it is easy to just be clear: “On the FAA Flight Test,” fly it faster with no stall warning horn, please!” The FAA actually reintroduced MCA in the CFI ACS *requiring* this skill for CFIs to demonstrate (on the test and also to learners).

Useless 10 Hours “Complex” in Commercial Training

I have written elsewhere about the currently useless “complex” training. The FAA eliminated the “complex” – retractable/constant speed – for safety, but had no fast substitute under 61.129. (put *your* suggestion in the comments). Currently, this 10 hours is a wasted opportunity, which usually involves teaching more G-1000 time (“complex?”).  Instead, we could be teaching some basic UPRT or the SAFE EET curriculum to address our #1 pilot killer: Loss of Control. (maybe a tailwheel endorsement?)  Any of these curricula would expand the pilot’s confidence and capability to handle an upset situation. Just my thoughts; fly safely out there (and often).

Join us at Airventure, we are in the Bravo hangar #2081/2 and have great give-aways for new joining and those that support us daily (thank you!)

 

Tickets are on sale now for our SAFE Dinner (Thursday, 24th 5PM) with CPt. Michael Maya Charles presenting; author of “Artful Flying!” Sample a very generous audio sample HERE (and get your ticket to the SAFE dinner HERE)

Safety Enigma: “Preaching To The Choir!”

Anyone involved in the FAASTeam or similar safety program knows this story: the pilots showing up for safety presentations are already the safe ones, not the rogues. We are continually “preaching to the choir!” As a frequent presenter, this is frustrating. Our message misses the mark. We need a new methodology to inject safety where it is most needed. We need a way to reach the outliers. With this goal in mind, I now always end my safety presentations with the appeal to all pilots attending to reach out directly to those they know who fly dangerously.

This is a tough job, and somewhat violates some unwritten “pilot code of privacy”  – live and let die?  As a personality type, these pilots are pretty “self-sure” and convinced they have superior methods (and skills). They usually know their way is the better way and safety advice is usually not welcome.

“How many people here have lost a friend or acquaintance in the last year due to an aviation accident?” “How many people were *surprised* at this occurrence?” The takeaway is that we often know who the dangerous pilots are (accident waiting to happen) and these people do not attend safety seminars…

How do we reach the rogues?

Safety programs do very little good if we are just talking to people who are already committed to safety. For the most part, more FAA outreach is probably not the vector to reach these individuals. A characteristic of rogue pilots is anti-authority. It takes every committed (safety-conscious) pilot reaching out personally to affect a change in these (quietly overconfident) pilots.

Dr. Bill Rhodes has identified this personality type in his extensive study of “Scary Pilots.” The only invitation that has a possibility of working is a safety-minded pilot (like the readers of this blog), reaching out directly and quietly motivating these “scary pilots.” Something like “that might not be wise, we don’t want to lose you – we care about your future!” It is a tough love discussion to be sure, and success is uncertain and must be handled carefully. It is important to start with a mutual interest and bonding. Then work carefully to the difficult issues of safety. I often confront some pretty harsh push back when working with FAA violations during “remedial training” (the lucky ones). If you fail to do this and a friend hurts themselves from a stupid pilot trick, you will feel terrible for not making the attempt. My commitment to safety moving forward is: “Friends don’t let friends fly stupid.” Reach out and try to help your neighborhood “scary pilot” – we know who they are. Fly safely out there (and often)!

Join us at Airventure, we are in the Bravo hangar #2081/2 and have great give-aways for new joining and those that support us daily (thank you!)

 

Tickets are on sale now for our SAFE Dinner (Thursday, 24th 5PM) with CPt. Michael Maya Charles presenting; author of “Artful Flying!” Sample a very generous audio sample HERE (and get your ticket to the SAFE dinner HERE)

Control “Test Stress” With “Combat Breathing!”

Every flight test applicant suffers from nervousness at some level, ranging from “butterflies” to “extreme panic.” These all lie along the performance curve illustrated below.  Some nervousness is actually good; stress revs up our attention and performance, getting us “off the couch!”  Unfortunately,  some people get *SO* nervous they can’t perform at all (choke). This same disabling panic can also happen in flight emergencies with the startle response.  There are proven techniques to fix this situation that soldiers use in combat.

Human Performance Curve

Think of the diagram below like a performance curve in your airplane handbook. This diagram, however, describes *human* activity graphing performance against stimulation and stress. This is one of the few repeatedly observed phenomena in psychology that has achieved the reliability of an official “Law;” Yerkes-Dodson.

Beyond an optimal level of performance, different for every person, our performance deteriorates. This is true in every activity, and the right side of this curve is where the startle response lives. In “startle” we are so over-stimulated that we cannot react consciously and correctly. The conscious, intentional brain is out of the circuit. The body assumes control, and the reactions we exhibit at this point are in the “subconscious” realm; automatic. The famous phrase “we sink to the level of our training” is critical here: a human stimulated beyond their “syntonic” level (optimal) reacts with automatic, scripted habits we have embedded from training.

The first step in reducing nervousness (backing down the stress response) is awareness. We need to realize we are in an “over-stimulated” state. People most often fail to do this in anger; they get emotionally hijacked by rage and respond immediately without conscious control, and don’t we always regret this? A common afterthought is “what was I thinking?” And the answer is; we really were not intentionally involved, we were reacting automatically; “emotional hijack!”

In anger or any other form of emotional stress, the best antidote is to pause and consciously slow your breathing. This allows us to take back control! Deep breathing functions as a “system reset,” for the body, like cycling the electrical master in an airplane over-voltage situation. When we pause and take a few deep breaths (called combat breathing for soldiers), it restores conscious control of the subconscious system, which is spinning out of control. Breathing is most typically a subconscious (automatic) activity. By accessing this system and taking conscious control, this tends to reset the sympathetic reaction axis, which is pumping adreneline and cortisol into your body. These hormones create the startle and rage reactions along with a whole series of other survival reactions.

Combat breathing, also known as tactical breathing, is a technique used to manage stress and maintain focus in high-pressure situations. It involves a structured breathing pattern of inhaling, holding, exhaling, and holding again, typically for a count of four, which helps activate the body’s relaxation response.The military’s tactical breathing technique works by stimulating the parasympathetic nervous system, which helps relax the body. The result is a slower heart rate, lower blood pressure, reduced muscle tension — and a much calmer you.

Combat (Box) Breathing

3-5 slow breaths with a hold on the inhale and exhale is a remarkable tool for calming an over-stimulated situation. Various methods recommend different exact “counts,” but the important part is that we are taking control of a central and automatic bodily function, and this has the result of restoring control of the whole system. Suddenly, we can focus and function again in a more intentional manner. The “emotional hijack” is a whole different brain/body system going into action. Most people are familiar with this as the fight/flight (sympathetic) response. Your body is taking over from the brain to ensure survival. If we can consciously restore control, a larger spectrum of thoughtful responses are possible. This also points out the dual functioning capabilities we always live with: Thinking Fast (automatic) and Thinking Slow (thoughtful, analytic). Daniel Kahneman won a Nobel Prize for his work in this area of research.

Expanding Awareness – Cooper Code!

The calming reaction to stress relies on initial awareness of the evolving situation. Without awareness, there will be no preventative action. Every veteran pilot discussing safety always mentions “situational awareness“ as the gold standard for greater safety. Another word for this is “metacognition.” This is a more global awareness, “thinking about thinking:” almost like an angel on your shoulder.” The number one cause of accidents is a failure to perceive risk. Simply increasing our awareness – moving up the performance curve to a greater level of awareness – would reduce accidents greatly. But how we can raise awareness is the burning question.

We fly like we drive, or live our lives; sleepwalking! Try the Cooper Code to consciously raise awareness; a bit more discipline, remembering that flying is a potentially dangerous activity. The awareness that flying can kill you, just like busy intersections and firearms, can bring you out of the left side of the awareness curve and up to Code Yellow. Fly safely (and aware) out there!

Flight test anxiety is one of the most common obstacles to success during an FAA evaluation. It occurs at every level, from initial PPL to jet type ratings! This webinar will offer solutions based on scientific techniques to quiet those test-day butterflies and ensure a better experience. A calm, confident applicant presents their best performance on flight test day!

Optimizing National Checkride Efficiency!

Here are the hard data on checkride efficiency from the FAA. We currently have almost 1100 DPEs nationally (up 12%) who conducted 147,223 checkrides in 2024. Cancellations for causes other than weather were: No-shows: 1,199; Unqualified for endorsements or experience: 8,895; and aircraft mechanical issues: 2,007. The total number of squandered opportunities (12,101) is almost equal to the weather cancellations (12,602)! We can easily fix the non-weather qualification issues with more careful preparation.

Non-Weather “Failure To Qualify!

Everyone is whining about DPE availability but a lot of the problem is these 12,101 cancellations *NOT* caused by weather. The proven verification of these “unqualified,” candidates (approximately 12%) is the responsibility of the CFIs and flight schools endorsing these applicants. (this includes FAA name match) We have lowered the unqualified applicant number somewhat with more examiners requiring a scan of applicant/aircraft documents and endorsements, but this is not a DPE responsibility. The DPE app “Checkrider” has reduced “failure to qualify” down to 2% with their upload utility to verify endorsements and airworthiness.

Click/Tap for larger (readable) version.

Pass/Fail Rate

Unsatisfactory checkrides (22,341) represent just over 23% of total evaluations. Each of these unhappy experiences also leads to another required checkride for a certificate or rating (and the FAA is watching these CFIs more carefully).  Obviously, more thorough preparation is necessary here too. Just plain “flight test anxiety” can often be the root cause of a failure. We have a SAFE webinar on overcoming flight test anxiety on Jun 15th. This pervasive problem is the root cause of many failures: can’t talk! (or even breathe) when faced with a high-stakes experience like an FAA evaluation.

Proper applicant preparation is *NOT* a DPE responsibility. DPEs are “checking” the CFI preparation, evaluating conformance with the FAA ACS. It is the professional educator that prepares and recommends the applicant. We need CFIs, flight schools, and/or chief instructors to double-check the paperwork and compliance to avoid these “failure to qualify” events. Performing some extra ground (and flight) preparation with a different CFI is a recommended procedure to verify an applicant’s preparation (and resilience). Currently everyone is in too much of a hurry. More thorough preparation will lower both the unqualified and the unsat. numbers. Another set of eyes on all the preparation is always a good idea. There are a lot of complex requirements and skills that have to come together for checkride success.

SAFE Tools for Success

SAFE created a whole set of PDF forms (All-in-One) as well as a complete “Checkride Ready™” landing page for applicants to ensure complete compliance (and proper preparation) before scheduling. Both these tools are available on the FREE “SAFE Toolkit” App. These tools ensure thorough checkride preparation and efficiency with no wasted opportunities. As the training and testing season gets into full speed, let’s all work together to improve checkride efficiency! Fly safely out there (and often)!

Flight test anxiety is one of the most common obstacles to success during an FAA evaluation. It occurs at every level, from initial PPL to jet type ratings! This webinar will offer solutions based on scientific techniques to quiet those test-day butterflies and ensure a better experience. A calm, confident applicant presents their best performance on flight test day!

Separate Signal From Noise!

Our lives are increasingly bombarded with unfiltered information (noise) from our busy multimedia environment. Unfortunately, our ancient  brains only actively process about 2% of this incoming information; “dial-up speed in a broad-band world.” Despite this limit, our amazing brains learn continuously, whether we want them to or not. We are always on input at the subconscious level!  Subliminal exposure is an open channel for”unfiltered learning” of ideas and techniques – no “firewall” here.

Internet Buffet: Healthy or Poison?

This “implicit learning,” can easily compromise our carefully created habits and trusted knowlege. Daily environmental exposure (noise) pollutes our brains with unintended and dangerous “alternate truths.” Every pilot (and especially educators) must actively and continuously sort out true signals from noise through honest reflection and analysis. Otherwise, you have the whiteboard of your most valuable truths and skills overwritten with graffiti.

“Cultural contamination” with the latest social media meme – monetized and spread by “influencers” – is almost a comical illustration of how gullible we are as humans. We latch onto the latest clever idea and these have a power of their own to infect less reflective minds. In aviation, bad information and techniques can get you dead quick. Analyzing and coding the real truth—sorting signal from noise—is essential for safety.

The scientific method of verification is a proven tool for analysis and filtering truth. Testing and honest assessment purge the noise. This requires continuous replay, reflection and analysis. And as educators, we must be especially careful to transmit only valid techniques; we are the “aviation influencers.”  Pilots live or die based on the hard, unforgiving laws of nature – “Gravity works!”  As a DPE I hear crazy ideas daily: “A plane cannot stall with the nose below the horizon” (from a private pilot applicant). And worse yet “My flight instructor told me that.” We need to validate our information carefully with constant reflective analysis.

What’s dangerous is not what you don’t know, its what you ‘know’ that ain’t so”

In a recent blog on training for the initial CFI, the recommended starting point is introspection and analysis of everything you have been learned in aviation: “Step one is reflecting on what you have been taught – knowledge and skills – and comparing it to the actual FAA guidance of trusted/vetted information.” Then as pilots and educators, we must continue to test our knowledge and techniques purging errors and protecting our databank of trusted facts.. This requires honesty, humility and courage. It is essential to remember and accept that we can always be wrong. Approach and suspiciously examine every new “revelation or discovery.”

All the while the world is turning to noise
Oh, the more that it’s surrounding us
The more that it destroys
Turn up the signal – wipe out the noise!

Peter Gabriel, Signal to Noise. 1995

Maintain an Active “BS Detector!”

The human biological system maintains a filter that protects the “self” from the “other” with a fascinating system called the Major Histocompatibility Complex. Every protein in your body is uniquely coded to identify “this is me” and automatically reject “the invader.” (This is why transplanted organs are attacked by our immune system without supression drugs).  We need to develop and maintain a similar active filter on an intellectual level; a “BS detector” to analyze and evaluate the incoming information.

Wrong information can kill you!

Carl Sagan more politely called this essential aptitude the “Baloney Detector,” as a critical component of everyone living in the modern society. Much of what passes for “excellence and expertise,” especially on the internet, is true garbage from beginners pretending to be gods. We all have to protect our true and safe tome of aviation wisdom from the incoming tide of internet crap.

The Power of “Social Proofing”

In our modern world,  our “BS filter” is often compromised by“social proofing.“ These are the common testimonials and Yelp reviews attached to products for sale on the internet. Just like “influencers” these lower our defenses and permit easier acceptance of attractive (but usually false) information. Social proofing relies on our gullibility;”If so and so said it it must be true.” Or the “Bandwagon Fallacy:” Judging truth by the number of people who believe it (e.g. how popular is their YouTube Channel). Be very careful who you trust!  CFIs are our modern “aviation influencers” and its important to remember, even they sometimes get it wrong. Otherwise, learners accept, unfiltered, the information a trusted CFI provides with no question. As CFIs, we must be careful to be provide only  accurate, tested, information. That is why our primary source should always be the FAA Handbooks.

come celebrate
with me that everyday
something has tried to kill me
and has failed. Lucille Clifton
Protect the true and safe learning and techniques in your everyday flying. Test and filter out the crap. Fly safely out there (and often!)

Flight test anxiety is one of the most common obstacles to success during an FAA evaluation. It occurs at every level, from initial PPL to jet type ratings! This webinar will offer solutions based on scientific techniques to quiet those test-day butterflies and ensure a better experience. A calm, confident applicant presents their best performance on flight test day!

Persist or Pivot (Changing The Plan)!

There seems to be a cultural ethos that mandates “staying the course” or “completing the mission as planned.”  However, in the aviation business with the inherent uncertainty of weather conditions and ATC demands, flexibility – and ability to change the plan – are critical to safety (and a sign of greater intelligence). Staying glued to the originally constructed plan when the environment and ATC conditions change is exactly the causal factor we see in many accidents.

So, when should we persist and when should we pivot?

The real answer here is dictated by the degree of change and the risks. It is essential to set alternates (with very quantifiable triggers) during your preflight planning (in fact, CFR 91.103 *requires* alternate plans) “If this…, then pivot!”  In aviation, most diversions are dictated by the accuracy of the “weather guess” (all forecasts are “educated weather guesses?!”). Conditions radically different from the forecast necessitate a spring-loaded diversion along a pre-planned course of action. Don’t persist into icing or a line of storms (have you seen these in AOPA recreations?)

This same mental model should also be applied on every take-off or landing. Prebrief this action every time and do not commit too early to the expected plan. “If anything critical happens on the takeoff roll, we reduce throttle and abort!” On landing, always be spring-loaded for a go-around. My personal mantra on short final is “Wheels, flaps, cleared to land, and a go-around is always an option here!”

Plans are worthless, but planning is everything. (IKE)

The football analogy applies here: the plan created in the huddle usually goes away as soon as the ball is snapped (expect this). Once the play is in motion, the action of the defensive line entirely determines the play (see recent weather blog). Do not get “mission mentality” and hold the ball when the blitz is on; pivot to your alternate! Read this wonderful article by Adam Grant (applies nicely to life and business too) Fly safely out there (and often)!

Flight test anxiety is one of the most common obstacles to success during an FAA evaluation. It occurs at every level, from initial PPL to jet type ratings! This webinar will offer solutions based on scientific techniques to quiet those test-day butterflies and ensure a better experience. A calm, confident applicant presents their best performance on flight test day!