Just 1/5 of those who lost all power reported the outcome as an NTSB 830 reportable accident. } Our amazing member benefits alone make this commitment worthwhile and fun. Julian Nicholls. Universally, pilots chase the (lagging) airspeed needle instead of flying attitude as primary. The Aviation Instructor ACS is also under development, as is an Inspection Authorization Testing Standard (for aviation mechanics). Current FAA Airman Certification Standards (Published 6/11/2018) for Private, Instrument, Rating, & Commercial Pilot. This often requires guiding attention by covering inappropriate distractions. Thanks to our dedicated team of staff and experienced flight instructors our graduates are now flying with airlines throughout the world. Thrust component-lift is from the angle thrust is occurring at the engine above the direction of motion. One of the bizarre aspects of this general decline in knowledge about how we actually control an airplane in flight is a quite universal agreement among highly experienced instructors and evaluators that it is indeed widespread. A concentration on airspeed and stall indication warning, but not nibbling at the actual stall. Helping pilots train efficiently by making them aware of what’s new only works if pilots are informed about what is obsolete and no longer on the test. What most often happens in current training programs is this; background knowledge – informing no fundamental concept – then techniques and procedures drawn directly from the laws of physics. What most often happens in current training programs is this; background knowledge – informing no fundamental concept – then techniques and procedures drawn directly from the laws of physics. Sine of 6 degrees is .1 so one-tenth of the thrust will be component-lift. color: darkblue; The FAA airman certification standards (ACS) specify the individual elements and tasks required for the practical test in addition to minimum completion standards for many of the flight maneuvers. } Canada has a more thoughtful CFI system with 4 separate levels with graduated privileges. True or false: Questions about ADS-B Out were added to the Private Pilot–Airplane and Helicopter Airman Knowledge Test Bank effective March 30, 2020. With hands-off techniques, the aircraft establishes its own attitude. The next meeting of that panel will be a virtual session on June 23, said Christopher Cooper, AOPA director of regulatory affairs, who will again represent AOPA members in the working group. Does this enhance safety? Totally in agreement with the comments about attitude flying and that the leaning toward a technological solution for the answer to the loss of control problem probably won’t do much. I have flown many times from cranking engine to landing roundout without touching the control wheel. Yet we seem to be slipping further and further from the truth of what we actually do with those flight controls. Becoming a flight instructor is one of the most challenging and rewarding things a pilot can do. Current and former pilot examiners have witnessed a marked and progressive decline in the understanding of correct aircraft control paradigms among both pilots and flight instructors. I agree we cannot require MCFI level standards for beginners but we do need mentoring or oversight to assure CFI growth and continuity. First, we need more senior CFIs back in the field (ideas on this in a future blog) but we also need a dedicated cadre of better new CFIs. However, flight schools must, must stress attitude flying. Though the current system keeps telling everyone to pull the control wheel to start climb, merely adding thrust does the same thing. It is not going to happen until the experienced and expert Instructors decide what it takes to teach safe flight. Enter your airport code. Is that a failure of understanding aerodynamics? This is especially true in light of the FAA’s recent change to the way slow flight, minimum controllable airspeed is now supposed to be taught. We’ve become fascinated with technology and lost our focus on the basics of pitch and power. As much as we try to capture, codify and transmit true aviation skills and knowledge, a lot of the essence is transmitted through apprenticeship and takes time. This site uses Akismet to reduce spam. Basic aerodynamic knowledge informs the (attitude flying) concept, which enables the learning of proper techniques and procedures. Solicitor) Lymm. But this also points to a questionable paradigm. } margin: 0; Beyond the “Stupid Pilot” View of Safety. Please consider this suggestion carefully and feel free to contact us for additional aspects of this problem and its remedy. The CFI ACS is the place to change this trend. While poor decisions don’t necessarily lead to bad outcomes, I think most of us would agree bad decisions nearly always margins and make a bad outcome more likely and possibly much worse. } The syllabus consists of 4 stages containing multiple modules; each stage is designed to meet a particular requirement of training as outlined in Parts 141 and 61. The flight schools will never be able to match what a good paying regional airline is paying these days. body p { } It actually doesn’t get the physics right and introduces confusing references to surfboards (which stay afloat as a result of buoyancy if they stop moving, something an airplane doesn’t do). An amazing number of these pilots (about 20%) reported having experienced a complete loss of thrust . margin: 0 !important; font-size: 2.6rem; The ACS portion is a direct reprint of the most current version of the FAA Instrument Pilot Airman Certification Standards at the time of print. SAFE’s primary mission is to raise the professionalism (and pay) of our educators and hence raise all aviation excellence. If you’re teaching the wrong thing, I don’t see how that rates as any improvement. Since 2014 I’ve collected over 1000 survey responses from pilots who fly fixed wing SE aircraft. I suspect there’s a link also to loss of situational awareness in LOC accidents that’s not getting discussed or emphasized. This syllabus is written to satisfy the requirements of both 14 CFR Parts 141 and 61. FWIW, unlike the NTSB 830 definition of “accident”, an “incident” can be much more amorphous and ambiguous. Private Pilot ACS Exams. It is followed by a reprint of the Flight Instructor–Instrument Practical Test Standards. Our sincere thanks to all who contribute constructively to this forum in answering flight training questions. A quick read of the NTSB accident db brings up lots of very high time, highly experienced pilots who made incredibly poor decisions. Without a concept of attitude control at the base of one’s knowledge pyramid, hearing this message later has little impact on how a pilot flies or how a CFI teaches. Hi John, thanks for commenting. For level turn with coordinated increased thrust the spot is kept level with the horizon. border: 0px !important; For the student, standardization of maneuvers based training allows them to see the procedure ahead of time and practice it in a simulator, procedural trainer or by "chair flying".This Cessna 172 Quick Reference Guide contains all of the Private - Commercial maneuvers in the current ACS. (Always make sure you are preparing for your practical test with the current version.). .wf-active body { table.recentcommentsavatartop img.avatar, table.recentcommentsavatarend img.avatar { We are always seeking more input on aviation improvements and flight safety. } The “attitude as primary” mantra (avoid the tech initially) seems to be universally recommended. Find the right flight instructor. Flight Instructor at ACS Aviation Limited United Kingdom. CFIs have to know this to teach it or all is lost. We feel the new Flight Instructor Airplane ACS should have multiple task elements that require a deeper understanding of aerodynamics and a serious requirement to teach each maneuver using aircraft attitude as the primary control reference. } Paul Roberts Boeing 737 Pilot at Ryanair 🇮🇪 - Europe’s Favourite Airline (prev. True—just one of many changes to airman training and testing that have taken effect recently or are in the works for students, advanced pilots, and flight instructors, in or out of the cockpit. The CFI ACS is the place where a renewed emphasis on the teaching of attitude flying concepts and techniques can spark an industry-wide increase in understanding and application of correct control paradigms. padding: 0px 0px 0px 10px; This is just the beginning of learning aircraft control. Too much of modern aviation seems to be the “blind leading the blind” in very silo-ed academies. Please login below for an enhanced experience. Get the latest news on coronavirus impacts on general aviation, including what AOPA is doing to protect GA, event cancellations, advice for pilots to protect themselves, and more. An Instructor I worked with using these techniques has Students proficient for PPL in 1/2 the time than the national average. The recent changes to the FAA’s Pilot’s Handbook of Knowledge are just as bad. Class Rating Instructor (CRI) - Real benefit is it can be added to a PPL. td.recentcommentstexttop { This simple and effective concept is well documented in all versions of the airplane flying handbook, yet in interactions with the CFI population, we find it largely unknown, or unclear – what we might call fuzzy knowledge. This needs to be documented and tested in the new FAA CFI ACS. Our sincere thanks to all who contribute constructively to this forum in answering flight training questions. “Let’s do a 360 and get out of here.”. Any time, if manually holding elevator input, upon releasing it, the angle-of-attack returns immediately to that as set with the trim. Networking with highly experienced CFI’s and DPE’s, we find universal agreement that this lack of understanding is present at every level of the pilot population, and is an issue for both safety and training efficacy. Sorry, your blog cannot share posts by email. It’s a GOOD thing that pilots by and large manage a very serious issue so the outcome is either a non-event (i.e. Given the significant number of LOC-I that follow other inflight exigencies (i.e. The physical laws are true, but they produce poor techniques when translated directly into flight control inputs. Perhaps more than any other factor, flight instructors have a direct impact on your success as a student. With the creation of a new ACS for CFI (now out in beta form), SAFE is taking a close look at this educational process. Assessment of Competence. Why do we have the least experienced aviators (brand new CFIs) in charge of creating our next generation of pilots? Thank-you all for the comments, a rich conversation.  I would say he actually lost situational awareness of his attitude and his energy state which caused a decrease in airspeed at a critical moment. If you go back to the annual NTSB conferences the past few years they are just a repeat of how to fix LOC. U.S. Department of Transportation Federal Aviation Administration 800 Independence Avenue, SW Washington, DC 20591 (866) tell-FAA ((866) 835-5322) Current PTS for CFI-A, CFI-I, & MEI. It is crafted by a former DPE (15 years and 2400 tests, now a current G4 pilot) and then edited and counter-signed by several DPEs at SAFE. So, why did pilots lose control? We also need to develop more knowledgeable and professional instructors, dedicated to aviation education as a career rather than temporary “hour-builders.” These changes are essential to addressing the continuing GA accident rate and 80% new student dropout rate which are ruining our industry. background-color: transparent !important; line-height: 1.07692; In fact, many of the civilian schools are doing Initial Flight Screening (IFS) of potential military pilots before the prospects can go into full military flight training. Visual flight is controlling direction at a point toward the horizon and keeping it unmoving relative a spot on the windshield. Welcome to Custom CSS! Learn to fly with Scotland's leading flying school. The various ACS volumes are organized by elements of aeronautical knowledge, decision making, and skills. Find Flight Instructors X Close. IMHO, we can make additional improvements at the margin, however the big gains toward the golden goal post of zero accidents will never (EVER) be achieved as long as we’re measuring ‘success’ by lumping technology that spans the 1930’s to 2018, includes vastly different airframes (jets, round engines, single engines, multi engines, pressurized/non-pressurized, fixed wing, rotor wing, etc., and etc.) I certainly agree that some (unknown number) of accidents and incidents go unreported. I was fortunate to have this kind of opportunity as a new CFI. For descents keeping the desired destination unmoving relative the spot will cause arriving at a VFR destination at about 1,000 ft. above the ground 1-2 miles out. In my part of the U.S. there is a very high flight training intensity, both civilian and military. Maybe we should teach the idle power approaches initially as in the olden days and if deemed necessary only with an Instructor on board. _gaq.push(['_setAccount', 'UA-75571901-1']); border: none; } padding: 0px 0px 1px 0px; Please call 928-855-8613 for an… SAFE Director, Master CFI (12X), FAA DPE, ATP (ME/SE) Currently jet charter captain. 17 Training & Record Keeping Forms All Flight Instructors Should Have. Associate Editor Web Dan Namowitz has been writing for AOPA in a variety of capacities since 1991. Other handbook updates now in the works (with release dates not yet announced) include such standard study volumes as the Airplane Flying Handbook, the Instrument Flying Handbook, and the Pilot’s Handbook of Aeronautical Knowledge. When asking a typical Instructor or Examiner what causes stall, it’s the FAA test answer, exceeding the critical angle-of-attack. Sure, young CFIs are leaving for much better paying jobs flying better equipment, etc. Pitch+power=performance. More . The CFI must know the correct primary reference (actual flight attitude, not a proxy like airspeed) and teach it. In this case there needs to be definition of several specific problems. The balance we are trying to strike in the CFI-ACS is more confident, capable CFIs that also teach by outside attitude references as primary. line-height: 1.25; Sport Pilot Practical Test Standards for Airship, Balloon, and Flight Instructor (FAA-S-8081-30 with Change 4) (PDF) Dec /2004: 05/02/2014: Sport Pilot Practical Test Standards for Weight Shift Control, Powered Parachute, and Flight Instructor (FAA-S-8081-31 with Change 4) (PDF) Dec 2004: 7/12/2017 There are many highly qualified aviation educators out there! The same is true of the civilian flight schools. Lastly, use our FREE SAFE Toolkit App to put pilot endorsements and experience requirements right on your smart phone and facilitate CFI+DPE teamwork. One item now removed from airman knowledge test banks is any question about the hazardous in-flight weather advisory service now that the service has been discontinued. Hands, Feet, Eyes. ga.src = ('https:' === document.location.protocol ? The tasks or maneuvers/procedures from the FARs and ACS are categorized into a three stage flight training program along with the ground school curriculum for the FAA knowledge test. Attitude control as aircraft control must be introduced early (as it is in the Airplane Flying Handbook) and often, as the fundamental concept which enables precise and accurate aircraft control techniques. td.recentcommentstextend { Flight Instructor at ACS Flight Training Lt Newcastle upon Tyne, United Kingdom 116 connections. Nor is it unusual for over confident pilots to engage in low level flight. That means there will be 60-70 lbs. When you train with ACS Flight Training you’re not only learning to fly, we’re training you to become a commercial airline pilot. (When we poll pilots usually 70% do not know lift is equal on the wings in a coordinated turn or that the tail of a standard Part 23 A/C is providing downward force) This ignorance has consequences, most pilots fear any turn past 30 degrees, and will not slip (they claim it’s dangerous?) Commercial Pilot ACS Exams. It *is* shocking how many accidents and incidents go unreported. Enter your email address to follow this blog and receive notifications of new posts by email. Is written to satisfy the requirements of both 14 CFR Parts 141 and 61 written satisfy... Article is as if it had been copied from a multitude of other about... Level Standards for beginners but we do need mentoring or oversight to assure CFI growth and continuity ” to. The material of the NTSB round table discussion on LOC-I LOC-I because a high time, if manually holding input. The physical laws are true, but they produce poor techniques when translated directly flight! 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