Saturday, May 31, 2014

Private Pilot Flight Syllabus



One of my buddies suggested I should consider writing a weekly flight training blog.  I do not know if I have enough original information for a weekly blog but since we are not paid to be original or creative as much as safe and effective I will give it a go.  I currently have students in private, instrument, commercial and flight instructor training.  I will attempt to update regularly.

“There is nothing hard about flying; two or three hundred really easy things that will kill you if you do not do them correctly but nothing hard.”

Below is my current private pilot syllabus.  It evolved from the Jeppesen syllabus, which is the one the USAF aeroclub used in Kadena AB, Okinawa, Japan when I started flight training.  I refined it to make it more effective for my students. 

Private Pilot Flight Syllabus
Training will be tailored to the individual.  Training normally consists of three stages:  Stage one pre-solo, Stage two cross country and beyond, and Stage three checkride preparations.
 
Stage I: Preparation for solo flight.  Minimum training is outlined in 14 CFR 61.87.  This stage forms the basis for all subsequent training.  Aeronautical decision making and risk management are introduced.  The development of solid cockpit/checklist management and collision avoidance habits is emphasized.  At the conclusion of this phase the pilot will be able to safely and confidently conduct solo operations within a 25 NM radius of the airport. 

Lesson one: 
Preflight actions, preflight inspection, introduction Aeronautical Decision Making/Risk Assessment, introduction to weather/weather products, introduction to scanning, introduction to ground operations, introduction to radio procedures.
Optional: introduction to high speed taxi.
Completion standards:  Identify FAR/AIM, identify four risk categories, recognize inspection flow, and identify preflight briefings.

Lesson two:
Four fundamentals
  1. Straight and level emphasize scan
  2. Level turns, shallow, medium and steep…demonstrate adverse yaw.
  3. Climbs, Vy, Vx, and cruise…demonstrate left turning tendencies
  4. Descents with power reduction, pitch only

Introduction to VFR X/C procedures…chart/environment correlation…practice area familiarization.
Introduction to hand placement/control pressure sensitivity
Introduction to pre-maneuver checklist…introduction VFR pattern entry
Optional: demonstration stall
Completion standards: Maintain altitude +/- 200 feet, headings +/- 20º

Lesson Three:
Slow flight and stalls
1.      Airspeed adjustment including Minimum Controllable Airspeed (MCA)
2.      Power off stalls and recovery.  Initial recovery with pitch only progression to balked landing configuration (also known as go-around).  Power off stalls in various drag configurations (no flaps/gear = clean) (full flaps/gear = dirty)
3.      Power-on stalls (also known as departure stalls)
Progressively slower flight during slow flight…later mimic traffic pattern sequence of events with goes around after “landing” stall
Optional introduce slips
Completion standards: Retain composure and situational awareness throughout maneuvers.  Perform pre-maneuver checklist/go-around from memory.  Verbalize spin recovery procedures without error.

Lesson Four:
Skills practice
Completion standards: Four fundamentals +/- 150 feet, headings +/- 15º, slow flight stalls with minimal instructor input, airspeed +/- 5
Optional flight to nearby airport/refueling procedures


Lesson Five:
Ground Reference Maneuvers, review one air-work maneuver, slip to ground reference maneuver, add “suitable place to land” to pre-maneuver checklist, altitude determined by chart analysis, tracking straight line via crab/slip, turns around a point L/R; rectangular course L/R
Optional: S-turns, 8s on pylons
Completion Standards: Maintain Situational Awareness; Altitude +/- 100 feet

Lesson Six:
Pattern operations:  High speed taxi; stabilized approach; normal landing; slip to landing; landing at flap settings 0 º, 10 º, 20 º, 30º; low approach; go-around from various stages including flare; power –off approaches; engine failure during takeoff roll; immediately after take-off (verbalize), during pattern; x-wind takeoff/landing
Optional: Short/soft field procedures.
Completion Standards: 10 takeoffs/landings in a row without instructor input either verbal/physical with aircraft on a stabilized approach +/- 5 KIAS.  100% verbalization of pattern including engine failure/go-around with no error.
 
Lesson Seven:
Emergency Procedures:  Review all emergency/abnormal procedures IAW POH.
Optional: X/C to local airport
Completion Standards: 100% verbalization of all bold face procedures.

Lesson Eight:
Pre-solo stage check:  Review of all maneuvers.
Optional: X/C to local airport
Completion Standards: IAW WCFC pre-solo expectations/Chief Flight Instructor discretion.



Presolo training checklist
Authorization to train
  US Citizen verified and endorsed or
  Authorized foreign national
SOLO FLIGHT REQUIREMENTS FOR STUDENT PILOTS [61.87(a)-(e), (m)]
q       Pass pre-solo written exam (administered by instructor who endorses the student pilot's certificate) on:
q       The portions of FAR 61 and 91 applicable to student pilots.
q       The flight characteristics and operating limitations of the make and model of aircraft to be flown.
q       Club SOPs and Flight Standards.
q       Pre-solo flight training on the following items:
q       Flight preparation
q       Preflight inspection
q       Power-plant operation
q       Aircraft systems
q       Taxiing or surface operations, including run-up
q       Takeoffs and Landings
q       Normal
q       Crosswind
q       Straight and Level Flight
q       Turns in both directions
q       Shallow bank
q       Medium bank
q       Steep bank (45°)
q       Climbs
q       Climbing turns
q       Airport traffic patterns
q       Entry procedures
q       Departure procedures
q       Collision avoidance
q       Wake turbulence avoidance
q       Descents
q       Without turns
q       High drag configuration
q       Low drag configuration
q       With turns
q       High drag configuration
q       Low drag configuration
q       Flight at various airspeeds, including
q       Cruise
q       Minimum controllable (Vso & Vsl)
q       Emergency procedures
q       Equipment malfunctions
q       Ground reference maneuvers
q       Rectangular course
q       Turns around a point
q       S-turns
q       Approaches to landing area with:
q       Power at idle
q       Partial power
q       Slips to landing
q       Go around in various flight configurations, including turns
q       From final approach
q       From landing flare
q       Forced landing procedures initiated during
q       Takeoff
q       Initial climb
q       Cruise
q       Descent
q       Landing pattern
q       Stall entries from various flight attitudes/power combinations with recovery initiated
q       At first indication of a stall
q       From a full stall
q       ALL training has been properly recorded in the student's training folder and logbook
q       Endorsement in student's logbook for pre-solo aeronautical knowledge
q       Endorsement in the student's logbook for pre-solo flight training in the make and model of aircraft to be flown.
q       Endorsement on the Student Pilot Certificate for solo in the make and model of aircraft to be flown.
q       Endorsement in the student's logbook for solo each additional 90 days by the instructor who has flown with the student.


Lesson Nine:
Dual: Review any items noted during stage check
Solo: Three take-offs/landings to a full stop
Optional: Up to six total takeoffs/landings
Completion Standards: Safely execute all operations

Stage II: Cross Country and beyond
            This stage builds upon previously learned skills.  At the conclusion of this stage the pilot will have completed the majority of the required training events.  The culmination of this training is the “long” solo cross country.  Lessons are not necessarily sequential, for example unusual attitudes are not required prior to solo cross country flights.

Solo flight one:  pattern work one hour.

Solo flight two:  Once around pattern, out to the training area, one maneuver, and return to land; repeat up to three times.

Lesson Ten:
Cross Country Procedures: Flight planning and execution.  Focus on day VFR procedures using pilotage and dead reckoning.  Include flight following and VFR flight plan procedures. 
Optional: short/soft field.
Completion Standards: Navigate to selected airport and communicate with minimal instructor input.

Solo flight three:  Once around pattern, out to the training area, one maneuver, land at nearby airport and refuel; return to training area, one maneuver, return to departure airfield.

Lesson Eleven:
Introduction to night; one hour ground instruction emphasizing night operations, the physiology of the eye, night vision, night illusions, required equipment, and regulatory guidance.  Pattern work and out to the training area and return.
Optional: short/soft field/short navigation to nearby airport.
Completion Standards: Navigate to selected airport and communicate with minimal instructor input.

Lesson Twelve:
Night Cross Country and class C procedures; VFR X/C procedures to Class C airport; airfield markings, ATC procedures, FBO operations, VOR tracking/orientation, lost/divert procedures
Optional: short/soft field, four fundamentals by instrument reference
Completion Standards: Navigate to selected airport and communicate with minimal instructor input.

Lesson Thirteen:
Flight by reference to instrument/unusual attitudes
Optional: Class C/ Cross Country procedures resolution of any outstanding issues/ tasks that do not meet completion standards/ student selected tasks
Completion Standards: +/- 150 feet, +/- 10 degrees, +/- 5 KIAS, recovery from unusual attitudes with no instructor input

Lesson Fourteen:
Specialty take-off/landings…short and soft field procedures
Optional: Class C/ Cross Country/ VOR tracking procedures resolution of any outstanding issues/ tasks that do not meet completion standards/ student selected tasks
Completion Standards: +/- 150 feet, +/- 10 degrees, +/- 5 KIAS

Solo flight four:  Specialty take off, once around pattern, out to the training area, one maneuver, specialty landing at nearby airport and refuel; specialty takeoff, one maneuver will returning to home airfield.

Solo flight five Cross country:  Navigation to an airport with a straight-line distance over 50 NM.  Flight may be repeated as necessary

Solo flight six Long Cross country:  Solo navigation to meet the requirements of 61.109.  Three airports with control towers, with one long leg, total flight time estimated 4.5 hours…suggested route TTA>GSO>FLO>FAY>TTA

Stage III: Checkride Preparation
            The successful completion of the FAA checkride marks this stage.
Lesson Fifteen:  Checkride preparation…cross country procedures to airport where checkride will occur.  Slow flight, stalls, steep turns, ground reference maneuvers, short/soft field, flight by reference to instruments, unusual attitudes, VOR tracking, lost/divert procedures, engine failure, go-around, other emergency procedures both practical demonstration and verbal quiz 
Optional: Any remaining Aeronautical Experience items
Completion Standards: Practical Test Standards may be repeated as necessary

Solo flight seven:  As required to refine any tasks not to practical test standards, normally to the airport where the checkride occur.

Aeronautical Experience Minimum

q       40 hours total flight time
q       20 hours of dual training
q       3 hours of dual cross-country flight training
q       3 hours of dual night flight training
q       One night dual cross-country flight of over 100 nautical miles total distance
q       10 night takeoffs and 10 night landings to a full stop with each landing involving a flight in the traffic pattern at an airport.
q       3 hours of flight training by reference to instruments, including straight and level flight, constant airspeed climbs and descents, turns to a heading, recovery from unusual flight attitudes, radio communications and the use of navigation systems/facilities and radar services appropriate to instrument flight;
q       3 hours of flight training in preparation for the practical test, which must have been performed within 60 days preceding the date of the test the proceeding 2 calendar months from the month of the test.  
q       10 hours of solo flight
q       At least 5 hours of solo cross-country flight
q       One solo cross-country flight of at least 150 nautical miles total distance, with full-stop landings at a minimum of three points, and one segment of the flight consisting of a straight-line distance of at least 50 nautical miles between the takeoff and landing locations.
q       Three solo takeoffs and three landings to a full stop with each landing involving a flight in the traffic pattern at an airport with an operating control tower.


Thursday, May 29, 2014

Good days and...

I've heard cancer survivors say they have good days and bad days. I have a slight shift  in perspective. I have good days and better days.
  One of the keys to happiness is to lower your expectations.  If I count days I am alive as good days then days that my wife does not have to push me around in a wheelchair are better days. It's been about 7 months since my last treatment. During that time my body has healed  a bunch.
  I still have constant pain from the after affects of surgery , peripheral neuropathy , tinnitus, mild lymphedema, and general fatigue. But I've gotten a lot stronger, I've even been able to ride my motorcycle to work. I have been able to work a "normal" day. Running, pull ups and aerobatics are still to come.

  That which does not kill you makes you stronger . Friedrich Nietzsche Or cripples you for life. The cynic.

  God is giving me more time on earth. It could be considered a blessing or a curse. I will gratefully, gleefully accept it as a gift.  It comes with responsibility to share the good news of God's love.
  Benjamin and I finished our first obedience class. He did better than I did. He is, however, having problems on the essay portion of the test. I hope to be able to train him to be a therapy dog. He brought me great joy during tough times. I would like to share him with people who are going through trying times.
 

Monday, May 26, 2014

Memorial Day 2014

Today my son, Alex, and I went to Pope AFB to the combat control school and did memorial push-ups in remembrance of the fallen. It was my privilege to work among heroes during my time in the USAF. My son continues to serve and left for duty with the NC National Guard. It is a melancholy day. I am forever grateful to God for all my blessings. To live free in this country and enjoy my opulent lifestyle is awesome. I deeply, dearly miss my friends who died. Some died in battle, some training for war, some in accidents, and some by their own hand. My nation is strong because of willing young men and women who continue to strike fear in the hearts of our enemies. I survived my time in uniform; I try to live out my remaining years with gusto to honor my buddies who do not have that option. I am going to give airplane rides to some friends.

Wednesday, May 14, 2014

Lights, camera, action: The ABCs of surviving an engine failure in a single engine airplane

The first step in risk management is to identify the hazards. One engine on an airplane makes the failure of that engine a significant risk. It, of course, depends on when and where the engine fails. On the ground is much less of a big deal than when we are airborne. We always hear that “the most dangerous thing about flying is the drive to the airport” which sounds good but has a bunch of qualifiers. How big a deal is this hazard? We need to look at how likely it is and how horrible are the results. If it is occasionally a problem but only scratches the paint it is a negligible risk and we should not spend much energy on that issue.
Complete engine failure is relatively rare. It can have significant consequences. Since I fly fairly often my exposure to the risk makes it more likely that I will experience it. One of the reasons driving is a more likely accident for most people is that they spend much more time in the car that in the airplane. So this is something I should pay attention to.
Mitigating the risk of engine failure is a great plan. It starts with the preflight. By visually confirming that we have adequate fuel the risk goes way down. According to AOPA three fuel related accidents happen every week. Inspections and preventative maintenance can further reduce the risk. We can also operate our engines with respect. If you slam the throttle full forward and snatch it back to idle as a matter of practice your engine will reward you with costly repairs and a reduced life.
Okay so after we reduce the risk of engine failure to a minimum we still have a chance that it will fail. How can we increase the chance that we will survive?

Memorize your emergency procedures so you can do them in a relaxed manner...or one day you might die all tensed up.
—TSgt Walter Morgan

In the Air Force we had to memorize the “bold face” procedures which are the critical items of an emergency checklist. A few of the general aviation POHs (Pilot Operating Handbooks) use this concept. Here is an example:

ENGINE FAILURE DURING TAKEOFF ROLL
1. Throttle Control - IDLE (pull full out)
2. Brakes - APPLY

3. Wing Flaps - RETRACT
4. Mixture Control - IDLE CUTOFF (pull full out)
5. MAGNETOS Switch - OFF
6. STBY BATT Switch - OFF
7. MASTER Switch (ALT and BAT) - OFF

ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
1. Airspeed - 85 KIAS - Flaps UP
75 KIAS - Flaps 10° - FULL

2. Mixture Control - IDLE CUTOFF (pull full out)
3. FUEL SELECTOR Valve - PUSH DOWN and ROTATE to OFF
4. MAGNETOS Switch - OFF
5. Wing Flaps - AS REQUIRED (FULL recommended)
6. STBY BATT Switch - OFF
7. MASTER Switch (ALT and BAT) - OFF
8. Cabin Door - UNLATCH
9. Land - STRAIGHT AHEAD


I teach my students these procedures:

On runway stop on runway (maintain directional control)
Below 500 feet land straight ahead (and how straight is straight)
Above 1000 feet ABCs (between 500 and 1000 is ambiguous)

A Airspeed
B Best field
C Cockpit check (action restart)
D Dialogue 121.5, 7700 and what kind of priority to assign to communication
E Egress (action shutdown)


What the hell is action? Action is part of the memory tool “Lights, camera, action”
Lights: is lights I turn all external lights on thinking about the risk management between what is legally required and helping other traffic, including birds to see and avoid us.

Camera: Transponder to ALT and confirming the correct squawk…so they can see you on TV at Raleigh

Action: This is a last minute configuration check and reinforces your engine restart, engine shutdown procedures. We check the “killer” items and rehearse the flow for restart and shutdown peculiar to that aircraft. (This insures we review our emergency procedures just prior to takeoff. Restarting a Mooney is different than a Skyhawk)

For the C-152 action is:
– mixture rich,
– flaps up, tap the actuator and look at the flaps to confirm position,
– fuel valve on,
– trim set,
– carb heat cold,
– switch hands,
– primer in and locked,
– master both,
– mags both

The complete statement goes “lights, camera, action Because you are the STAR of this movie…but you don’t know your script…until you READ YOUR CHECKLIST.

Checklists help minimize errors, and they are a special emphasis item on the FAA check-ride. If it is a habit then you WILL probably do it. A common error is confusion between short field and soft field procedures on the check-ride. It is essential to use a checklist when switching between aircraft. A Cessna 206 is kind of like a big 152 but the flap, power and airspeed settings are significantly different.
It would suck to have the single engine fail but it is likely a survivable event if we maintain composure and act in a timely manner. We never want to be in a rush in an airplane because haste tends to cloud our though processes and rapidly doing the wrong thing is often the result. Immediately after takeoff is probably the worst time for the engine to quit because we have little altitude to trade for airspeed and gliding distance will be short. The story goes that pilots generally take several seconds to recognize and accept that it is really happening. If the angle of attack is not reduced soon the airplane will stall. A controlled descent into the trees is survivable. Falling out of the sky is fatal.
How low can you turn back is a question I refuse to explore. Every few years we read about an accident. Generally it is two flight instructors who are exploring the envelope. The first time they try it at about 800 feet or so, the next one lower and the third attempt ends with the stall spin accident.
When will the engine fail? I don’t know, if I did I would not take that flight. Every time I take-off I think to myself “AWESOME.” I am very blessed to be able to fly. It comes with some risks that I accept because I believe that my training will carry me through. When I rehearse action prior to take off the next time may be for real. Have fun, be safe.

Sunday, May 11, 2014

Mothers Day

Today is Mothers Day. My mom is awesome. One of my buddies is an orphan and I can not imagine that existence. I know several people who have mothers that were less than ideal. I was blessed with a devoted mother. She loves me more than I deserve. At times I think she believes I hung the moon. It is probably why I am so sure of God’s existence. I have had unconditional love my whole life.