Jason Miller and Brian Schiff discuss the importance of standard operating procedures (practices) to make your flying safer. Jason's Ground School App for iPad: www.learnthefinerpoints.com/g...
Hi Brian. This is Jay Vega. In 1997 The Pilot Upset Training was started by USA Airlines. They say it is the reason airline accident rate went so low and no fatals at all in over 20 years in USA. Real sudden hard scenario training. Testing the pilot reactions on sims on hard maneuvers and upsetting scenarios.. By 1999 accident rate went down to zero fatals until now. 2 pilots checking on each other too. But in 1998 FAA eliminated the 5 most difficult maneuvers from USA GA pilot training. While promoting harder airline training. Why so lenient USA GA training. Yeap. Since 1998 as pre solo regulations, is up to the flight school to teach EFATO, traffic pattern engine fails, engine fails on descend, also no need to do emergency landings, just "Approaches to a landing area", and no low go arounds practice too. LOL.. Most USA GA accidents are on those 5maneuvers. It is like FAA wanted to delete more small airplanes on purpose. Salud.
Great stuff gentlemen! A checklist used as a do list for normal operations is NOT a checklist. It is a "How to Fly List". Absent training that focuses on procedures for all phases of flight, and this includes flows, a pilot finds herself in the situation of not knowing what to do at any given time. She feels adrift, lost, and the only answer she has is to pick up her "How to Fly List" and read it slowly, one item at a time, going back and forth from the list item to the aircraft switch, gauge etc. Pilots who operate in this fashion have only achieved the lowest levels of competency. Flying this way takes our hapless pilot completely completely out of the loop of actively managing aircraft control and position in space so it is no wonder the aircraft begins moving during runup or wandering in attitude/heading while inflight. Teaching pilots how shadows will change with changing attitude/heading and spending time getting them tuned into their peripheral vision cues will also help. Looking down briefly to execute a checklist should not be cause to allow the aircraft to wander around aimlessly. I would suggest the flows be developed by CFI's and provided to their learners who can practice as long as it takes in a airplane sitting on the ramp. So many CFI's have never been properly introduced to this concept so they are reluctant to incorporate it as they don't understand the philosophy behind it. I'm also a big fan of seeking out ways to keep eyes outside. Engaging the ears to make an estimate of the proper runup RPM is one great example. The ears will also tell you very quickly when airspeed changes, assuming your flying with a fixed pitch propellor. Using Proprioception to gauge aircraft coordination is another powerful tool that doesn't require the student to look down at the inclinometer. With the eyes closed it should be demonstrated what a skid feels like and which side needs more or less rudder. Students can do several exercises designed to feel this for themselves. I show how I often will very gently wiggle the rudders back and forth a couple times early in the climb just to make sure my butt/body is "connected" to the aircraft. Once so trained to feel the feel of proper coordination and when to use the rudder a pilot will never again need to look inside to check the ball. Thanks for the good work!
AQP list depends on who made it. Can be Mild Maneuvvering AQP LIst. The AQP made up list ignoring EFATO Maneuvers, accelerated stalls, go arounds from flare with full flaps and other hard maneuvers. Or just lip training instead of real done maneuvering. like Dan Gryder does his AQP...LOL. That is a Mild Maneuvering AQP.. LOL. Talking AQP. I learned those maneuvers on cherokees in 1996 at around 40 hours only. On the runway, not sim or blah, blah "flight training".
