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Proficiency and the Private Pilot
by Captain Dennis Strock
Directorate of Aerospace Safety
Proficiency, the state or art of being proficient; performing in a
given art, skill or branch or learning with expert correctness; adept,
skillful. That's what it meant to Mr. Webster. What does it mean to
you?
Proficiency gets a lot of attention in the military
environment. You'll hear it talked about in the squadrons, at flying
safety meetings, at the alert facility, and of course, at the bar.
Basically, the discussion boils down to the fact that with the flying
hours each of us are allotted each month, it's a real challenge to stay
proficient, or skillful, in our flying machine.
The military realizes this, and through major command, wing,
and squadron specifies what is necessary to maintain proficiency. There
are currency items, and each must be accomplished over a period of
time. By accomplishing our command-directed events (CDE) and wing
directed events (WDE), we attempt to maintain a level of proficiency.
Completion of the events Is documented for us in the computer, and we
can conveniently monitor our requirements at any time.
Where does this leave our friend the private pilot? There are
more than 4,OOO blue suiters participating In general aviation, with
Air Force Aero Clubs alone. Proficiency is much more individual and
personal in the general aviation community. The private pilot is master
of his own destiny there. The Federal Aviation Administration (FAA) has
established requirements for takeoffs and landings, but, they are
minimal. Perhaps the coldest hard fact of all in the private pilot
world is that proficiency can be linked directly to your dollars. With
fuel and maintenance costs continuing their upward spiral, the cost of
general aviation flying grows higher and higher. Dollars are something
we seem to have less of these days, and there are many necessities
competing for those dollars.
That means much less Is left over for the luxuries such as
private flying.
Does the private aviator really need to fly much to maintain
proficiency? General aviation airplanes are far simpler than the Air
Force's complex bomber, fighter, and transport aircraft. However, as
simple as the aircraft may seem to be, it would be naive for any of us
to believe that the airplane can't kill you. It definitely can and
does, as accident statistics for general aviation operations point out
each year.
So, what are you general aviation aviators to do? We know you
are faced with limited funds and, in many areas of the country, limited
good weather in which to fly.
What you must do is fly smarter! There are several things you
can do to make the most out of the time you fly. I'm convinced after
reviewing several reports on general aviation accidents, that you can
ensure your flight safety, by improving your proficiency. I've
assembled some things you can do for your review. The list is by no
means complete; feel free to expand as you see fit.
First, there is the owner's manual, which, by federal
regulation, must be on board the aircraft for flight. You can purchase
or borrow one of these handy encyclopedias from your local flight
center. This can be a great investment, especially if you fly one
particular type of aircraft most of the time.
Inside, you'll find all sorts of good information about the
flying machine. For instance, there is an explanation of flight
maneuvers. It may have been some time since you have flown these
maneuvers and this chapter will refresh your memory to ensure you are
following procedures correctly. An important section to read over more
than a few times is the one on landing irregularities. Information on
cross wind landings, etc., may help you get out of a tight situation
and back on the ground safely. Additionally, more detailed Information
on flight maneuvers can be obtained from special training manuals also
available at the flight center.
Farther on, there will a section on the stall characteristics
of the aircraft. This will include stall speeds for various aircraft
configurations and angles of bank. Notice particularly the
configurations most used when you fly traffic patterns and approach to
landings. It would be advisable to commit the speeds (maybe two or
three at the most) to memory. If you're not the type who has a good
memory for those things, write them down on a 3" x 5" card so you can
have a ready reference while you fly. You can review them just prior to
entering the traffic area. Stalling can be extremely hazardous at the
low altitudes of the traffic pattern and place you in a situation from
which you cannot recover before hitting the ground.
Foremost in your mind, you should read and thoroughly
understand the chapter on emergency procedures and operating
limitations of the aircraft. These are items the aircraft manufacturer
has decided are important enough to warrant your special attention. He
has thoroughly tested the aircraft and its capabilities before it was
delivered. The procedures are designed to help you safely recover the
aircraft when it performs less than advertised.
I've attempted to highlight some of the more important things,
but don't stop here. The owner's manual can really be your best friend.
It allows you the freedom to ponder the manufacturer's recommendations
while your body is safe and sound on the ground. If questions arise,
it's much better they arise there than in the air.
So you've read the owner's manual and your confidence is
overflowing. You now know things you never knew before and you can't
wait to get in the seat and take off, but take a few minutes to further
analyze your proficiency. As I said before proficiency is personal-an
individual thing. Get out your log book. When was the last time you
flew? What maneuvers did you accomplish? Are you embarking on a journey
with passengers? There's nothing worse than not being in complete
command of every situation when you've got an audience watching. If
it's been a while since you last flew, you might consider a flight with
an instructor. Nothing major, maybe just a few trips around the
pattern, but it can be well worth It. He will ensure you're doing It by
the book and, if you've developed some bad habits, he'll be there to
demonstrate the right way. That's tough to do solo. Again, it's an
investment in your future, and you know you're worth it.
Maybe an instructor flight isn't necessary, and you decide a
solo flight is more appropriate. Instead of just droning around doing
area reconnaissance, take a little time out to practice a few stalls
here, a steep turn there. You'll be surprised at how little time it
takes. When you come back to the traffic pattern, instead of flying
normal traffic patterns and landings, practice those short and soft
field patterns and landings instead. Try to get in some crosswind
practice. Maybe there are some airfields in your local area where a
crosswind prevails. This will be beneficial when that cold front moves
a little faster than you thought and the winds kick up. And it's great
practice for going cross-country to a strange field when you're not
exactly familiar with the surroundings or wind patterns.
Cross-country is a whole 'nother ball game. This type of
flying introduces more variables that can go wrong, and you must be
prepared.
Preflight planning is the .best method of preparation. The
longer its been since you flew cross-country, the more preparation you
need to do. Make sure you know everything there is to know about your
airplane, route of flight, and the enroute weather.
Weather is an important factor. It is the primary cause of
many general aviation accidents. Accidents which were preventable If
the pilot had just turned around and returned home. Instead,
pressonitis caught him. Many times, the pilot didn't have the
instrument rating to fly in weather, but, continued anyway.
Clouds make it tough to see mountains and other obstructions,
as well as contribute to carburetor icing and reduced aircraft
performance.
Some weather phenomena are always in season, so take a good
hard look at the weather while you're still on the ground. Consider
alternative routes of flight or delay the trip a day or two until the
weather gets better.
Additionally, consider the atmospheric conditions of your
field of intended landing. What is field pressure altitude? If you're
retreating to the mountains (i.e., high altitude) for the weekend, a
high density altitude can drastically reduce your aircraft performance.
If not accomplished properly, takeoff and subsequent climb out of
ground effect may be impossible. Are you up to speed on leaning the
engine prior to takeoff, if required? This procedure may be necessary
If takeoff is to be successful. If you're not up to speed, a
certificated
flight instructor (CFI) at your home station can review the procedure
on the ground with you prior to embarking cross-country. Don't be
afraid of asking that 'dumb' question, especially if knowing the answer
could mean the difference between life and death.
Also, the winds can do interesting things in high altitude
areas-from creating a very turbulent environment on final to gusty
crosswinds in the flare. You must be prepared for all of them. If it's
been awhile since you flew in a similar environment, then it's time to
rethink your plans. Postpone the trip till fair weather prevails. Next
time the winds kick up at your home drome, call your friendly CFI and
get some good crosswind experience. You'll find it to be a great
confidence maneuver.
Pack a survival kit in case you have an unexpected forced
landing. The items you choose to include are up to you, but it is a
good idea to include water, something energy producing to eat, and most
importantly first-aid. Once again, a great investment. I do this
whether I drive or fly, and the best thing I can say is that I haven't
yet had to use it.
So you're ready to go. You've checked, double checked, and
memorized the owner's manual, etc. You're gonna slip those glorious
surly bonds. One more planning factor to remember. Know where the major
traffic congestion will occur (i.e., other airport traffic areas,
airways, navigation aids, terminal control areas, etc.). It's great to
know all that we've discussed, but it can mean nothing if you get too
close to some other aviating comrade. Call It clearing, see-and-avoid,
whatever, just make sure you do it. Be especially courteous while in
the traffic patterns of 'uncontrolled' or 'unicom' fields. I remember
one time I was in such a situation. I made my base leg radio call only
to hear someone else call base immediately afterward. Knowing that I
wasn't flying formation with anyone, my head began spinning faster than
a barstool to find out where this person was. Seems the individual was
in more of a hurry than 1. This person had been behind me on downwind
and turned inside my base leg to beat me to the runway. This act was
totally unnecessary, discourteous, and most importantly, unsafe. It
probably saved him all of 3 or 4 minutes.
One final pitch for Safety. Safety should be your primary
concern when you rent an airplane. Consider the safety record of Aero
Clubs. Aero Clubs are actually about twice as safe as their general
aviation counterparts-a significant difference. Aero Clubs offer other
important benefits: good aircraft, good maintenance, good instruction,
and relatively low fees. They allow you more flying for your dollars,
and that contributes directly to your proficiency. If there's an Aero
Club nearby, consider the advantages it may have for you.
Proficiency-you must decide what it means to you. Remember,
you're a pilot-a professional. You've got a responsibility to your
fellow aviators, your passengers, and yourself. In an era where the
dollar is a limiting factor in the decision, I've suggested some ways
to improve your proficiency while not lightening your wallet. Also,
where the expense was necessary, I've shown how to get the most out of
the dollars you spend. Put them all together and you have a method of
flying smarter, allowing you to fly safer. Give it a try.
SUMMARY
Staying proficient is a real challenge for most pilots. In order to
retain your skills and stay current in the knowledge of your aircraft
it requires time, money and suitable weather.
Fly smarter and get the most out of the time you actually fly,
and fly safely. In between flights review the aircraft owner's manual
frequently.
Keep current on:
- Ths approved flight maneuvers-procedures for each make and
model you fly
- The emergency procedures
- The crosswind limitations and procedures
- The stall characteristics; i.e., speeds, configuration,
angle of bank, with or without flaps
- Traffic pattern configurations and speeds
Make a checklist (and use it) of the:
- Takeoff and climb speeds
- Approach and landing speeds
- Operating limitations
- Emergency procedures
- Density altitude performance
- Weight and balance for aircratt loading
(END OF DOCUMENT FAA-P-8740-36
AFO-800-10-81)
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