Topic of the Month (14-03): Transition Training

Editor's Notes

• #3: Presentation Note: Here’s where you can discuss venue logistics, acknowledge sponsors, and deliver other information you want your audience to know in the beginning. You can add slides after this one to fit your situation. (Next Slide)
• #4: In this presentation we’ll talk a little bit about Loss of Control Accidents and recommendations from a work group that studies loss of control. We’ll talk about the different types of transition training and offer suggestions that will help you to get the most from your training. Finally we’ll give you some tips and tricks that will help you to avoid loss of control in any aircraft.Presentation Note: If you’ll be discussing additional items, add them to this list (Next Slide)
• #5: There were 1250 fatal loss of control accidents from 2001 through 2010. (Click)About half of those accidents occurred in the maneuvering and approach phases of flight – think stall/spin/crash It’s also true that many accidents occur when pilots fly aircraft they’re unfamiliar with. In fact the first 50 to 100 hours in a new aircraft type are particularly dangerous; particularly when a formal transition training program is not followed. (Next Slide)
• #6: Here are some findings of a recent study of Loss of Control accidents. Most fatal GA Loss of Control accidents have one or more of these causal factors. Single-pilot Cockpit Resource Management skills are often cited as deficient. There’s a lot of information and resources available and the most successful pilots know how to make use of all of it without introducing distractions. Many loss of control accidents result from unstabilized approaches – both VFR and IFR. This is closely tied to the next item on the list – go-around procedures. If you’re not stable on final approach – go around. Don’t give in to pressure to get it on the ground. Learn to recognize and correct for de stabilizing influences. For flight after extended periods of not flying think of aircraft builders who spend years of spare time building and then begin a flight test program in a brand new aircraft. Or imagine a pilot who’s taken time off from flying to work on career, education, or family and then returns to the game. Transition and refresher can make all the difference here. Insufficient transition training is what we’re addressing in this presentation so enough said about that for now. We’re seeing it in the airlines and also in general aviation – Over reliance on automation and the proliferation of “glass” cockpits have contributed to a remarkable number of loss of control accidents. Toxicology studies following fatal GA accidents found some sort of medication in 80 % of accident pilots. Although we can’t say the medication caused the accident it could be a factor as is the underlying medical condition requiring the medication. Obviously full disclosure to your Aviation Medical Examiner is key to avoiding compromise of your piloting skills. Finally, Investigators suggest the need for improvement in Aeronautical Decision Making. (Next Slide)
• #7: Pilots usually think of transition training in the context of stepping up to a larger, faster, or more complex aircraft. Complex airplanes are generally faster than what transitioning pilots are used to With more to do and less time to do it, staying ahead of the airplane can be a challenge. (Next Slide)
• #9: You can get a leg up on your transition if you study the book first. Especially if you’ve flown similar aircraft beforeIf the systems are all new to you get a flight instructor to guide your study. Know these cold: Emergency procedures Speeds, power settings, & configurations for normal operationsPlan several flights that represent the types of operations you intend to pursue. You’ll get a feel for what you can and can’t do with the new flying machineAs you progress keep a list of questions and review them with your CFI (Next Slide)
• #10: Presentation note: Underlined text on this slide links to websites with additional information.Finding the right flight instructor is key. Your CFI must be experienced and current in the make and model you’re transitioning to.To find the right instructor, Interview Current owners – they can recommend training organizations and flight instructors and they may also be willing to loan some training materials for you to look over. Aircraft Type Clubs Excellent source of aircraft-specific information Many maintain rosters of CFI’s Can often get you discounts on insurance Pilot Organizations May refer you to training providers and owners Simulation Training Providers Expensive but worth it – especially if you’re new to high performance aircraft May be required to qualify for insurance Use a Syllabus Effective transition training conforms to a syllabus – a roadmap through the instructional process. A good syllabus will contain: Training events and schedules Satisfactory completion standards Instructor and student roles and responsibilities Instructors should share their syllabi with their students. That way both know what needs to be done, when it needs to be done, and what success looks like. Budget your time and money Plan for a regular training schedule – many instructors recommend no less than 2 training periods per week Progress is slower and information retention is poorer, if you stretch your training out. Simulation training providers usually plan transitions for a week of training. (Next Slide)
• #11: It’s a good idea to interview more than one flight instructor. During “pre-employment interviews” you’ll want to accurately inform CFIs of your experience and capabilities. Discuss the aircraft you’ve flown and ask for input on your planned transition. Be sureto clearly state what you expect to get out of the training and how you intend to use the aircraft. (Click)This is also the time for CFIs to tell you about their flying. Overall experience is always valuable but more important is recent experience in your aircraft and operations. (Click)Also assess the CFI’s communication style. Is information conveyed clearly and without ambiguity? Is the candidate an effective teacher? (Next Slide)
• #12: Amateur built and Light-sport aircraft have a huge range of flight characteristics and performance Cruise speeds from less than 60 to more than 300 mph. High wing loading can result in higher stall and approach speeds Low wing loading can result in excessive float if approach & landing speed is too high Structure may not be as crash worthy as standard type certificated designs May have comprehensive or minimal POH Amateur-built aircraft, in particular, may vary from airframe to airframe – even within the same make, model, series. Construction differences abound Builders often modify design during construction Often feature non-standard placement of instruments and controls Builders develop their POH during the flight test phase of the project Some POHs are comprehensive some are minimal Another reason why instructor selection is critical (Next Slide)
• #13: Light-sport Aircraft come in many forms including airplanes, gliders, powered parachutes, weight-shift-control, and lighter than air designs. LSAs are manufacturer-built to LSA consensus standards and are issued a special airworthiness certificate and standard operating limitations Owners and operators are required to maintain these aircraft according to manufacturer’s specifications E-LSAs are either amateur built or may have moved to the E-LSA category by their owners They are issued experimental airworthiness certificates and operating limitations appropriate to the individual airframeObviously transitioning pilots will need to know what type of certificate and operating limitations pertain to the airframe they’re flying. Another good argument for engaging a CFI who’s thoroughly familiar with the nuances of the flying machine and who can explain the paperwork to transitioning pilots. (Next Slide)
• #14: Here we can see that Fatal accidents in Amateur built aircraft occur at more than twice the rate for Standard Aircraft.The first 50 hours in Experimental/Amateur Built aircraft are particularly hazardous. Constructors must conduct a test flight program to develop performance and control parameters and, based on those test flights, adjustments and modifications may be required - all while learning how to fly a new aircraft. Constructors use the test flight data to produce a Pilot’s Operating Handbook that may be comprehensive or minimal. At least future pilots of that aircraft with access to the POH will have something to go on but for the original constructor it’s all new territory. Many Amateur-built aircraft are faster and less crash worthy than standard aircraft Higher stall speeds and different handling characteristicsBut of special interest in the transition discussion is that pilots trained in standard aircraft and who are certificated at the Private Pilot or higher level aremore than twice as likely to crash a light sport aircraft than LSA pilots who were trained in light-sport aircraft to begin with. Skills learned in standard aircraft don’t directly translate to LSA operation Lower aircraft performance issues. Lower wing loading (Next Slide) Background: In 2012, NTSB completed a safety study of E-AB aircraft that included theuse of an EAA survey of E-AB pilots.Among other findings, NTSBconcluded that the flight test period—the first 50 hours of flight—isuniquely challenging for most E-AB pilotsbecause they must learn tomanage the handling characteristics of an unfamiliar aircraft while alsomanaging the challenges of the flighttest environment, includinginstrumentation that is not yet calibrated, controls that may need adjustments, and possible malfunctions or adverse handlingcharacteristics. NTSB added that the E-AB safety record could beimproved by providing pilots with additional training resources and,accordingly, made several recommendations to FAA and EAA regardingflight training and testing.
• #15: Some transitions require documented training and/or additional certification. Tail wheel, complex, high performance, & high altitude operations require training and an endorsement Multi-engine and Sea Planes require training, endorsement, & a certification test. (Next Slide) Presentation Note: You may want to poll the audience as to how many have received this required training. Some may be willing to share stories of their transitions and offer suggestions for improvement.
• #16: Whether or not you’ll be taking a flight test, it’s always important to get the right instructor – one who’s not only thoroughly familiar with the airplane butalso with the environment where you intend to fly. Obviously getting your tail wheel endorsement at a 3,000 foot pavedairport in Florida won’t prepare youfor off airport operations in Alaska. Work with your instructor during your training to develop personal performance figures and personal minimums. This will tell you what you’re capable of doing with the aircraft in your chosen operations environment. We suggest you revise the data you develop annually. That way you’ll know exactly what you’re capable of – and what you’re not.Make sure you do some training and develop your personal performance data at mission weights. There’s often a big difference in performance and handling between a fully loaded aircraft and one that only hauls a couple of people and half fuel.(Next Slide)
• #17: Remember there can be a big difference between being legal and being safe. You might get your high performance training in a Cessna 182 (Click) and your tail wheel endorsement in a Piper Cub (Click) but that doesn’t mean you’ll be safe in a Cessna 195 without some additional training. (Next Slide)
• #18: New avionics systems require transition training too. Not just to get the most out of them but for basic safety as well. Many transitioning pilots feel overwhelmed by the volume of information available on today’s avionics systems. Trouble separating critical information from non-critical. Confusion over multiple ways to do the same thing Soft key’s that can represent multiple functions Increased heads down timePresentation Note: Poll audience as to what sort of instrumentation they’re flying. If there are glass cockpit aviators in the audience ask them to talk about their transition experience and how long it took to be comfortable with the new technology. Expect transitions to take longer if the aircraft you’re training in has unfamiliar glass cockpit instrumentation. You can reduce training time and make time in the aircraft more productive if you log some time on an avionics simulator Most manufacturers have personal computer-based simulations for their products Many avionics packages can be operated in simulator mode. (Next Slide)
• #19: Big changes in operations environments should also be viewed as transitions Private pilots must be trained and tested on towered operations but it’s a good idea to take a CFI along on your first trip to a major metropolitan area A private pilot with less than 50 hours in type crashed on final approach while complying with a series of controller requests for S turns to accommodate departing traffic. Never compromise a stabilized approach by maneuvering. If maneuvering is requested or required - go around. Similarly requests, for speed changes should not be honored if they would result in a destabilized approach.Big city pilots who are comfortable with busy towered operations can be overwhelmed when operating to back country airstrips. Back country transition training can acquaint you with the nuances of rural environments and ensure your wilderness flying can be done safely. (Next Slide)
• #20: Finally here are some tips and tricks to help you avoid a loss of control accident”Give yourself some room Most stall/spin/crash sequences begin close to the ground. Many happen in the traffic pattern so, when you’re thinking about going slow don’t think low at the same time. Practice slow speed maneuvering at altitude where you have time to recover from a stall or spin. Do this regularly to maintain proficiencyManage Distractions Learn to manage distractions – especially while maneuvering close to the ground Sterile cockpit while in departure & approach flight segments and while maneuvering Make sure aircraft is stable before copying ATC instructions, changing charts, reviewing approach, etc. Assign 2nd pilot or a passenger to help you scan for traffic.Presentation Note: Ask audience about how they manage distractions. Relate additional things you do to keep distractions to a minimumFly by – not around When viewing scenery or photographing subjects on the ground fly by your target in straight & level flight then turn and fly by in the opposite direction. Concentrate on the mission task while stable then concentrate on the turn. This is also a good time to have a 2nd pilot aboard to share the workload.Document your personal performance at mission weight and in the environment you’ll be operating in. This will tell you what you’re capable of doing with the aircraft. Seek regular refresher training. Even though your transition training was excellent, regular proficiency training will keep you at the top of your game.We recommend a refresher within six months of your original transition training and an annual checkup after that. The Wings Pilot Proficiency Program is an excellent wayto keep your skills sharp and your Flight Review up to date. And finally, Practice – It’s amazing how quickly pilot skills can go from razor sharp to not so hot. Regular practice is essential to keep you at the top of your game so fly as often as you can. You’ll aviate with confidence and besides – it’s fun. (Next Slide)
• #26: Presentation Note: You may wish to provide your contact information and main FSDO phone number here. Modify with Your information or leave blank. (Next Slide)