Are you suggesting both the CFI and DPE failed to asses the learning that occurred?
My hope is that the CFIs emphasize these (and some other) aspects of flying as grave danger for the pilot and their families.
There are too many scenarios to cover by the CFI and examine by the DPE.
However, I am talking about the most basic things here, like W&B, DA, and climb rates near the GW.
My hope is that the CFIs emphasize these (and some other) aspects of flying as grave danger for the pilot and their families.
Isn't the period between 100-200 hours statistically the most dangerous? The checkride was awhile ago, and complacency sets in before real skills are acquired.Why would (or should) this be less likely right after a checkride than any other time in a pilot’s life?
I've been doing the ground part online... the CFI I use prefers it that way, I don't think he really likes doing orals.I'll have to admit that I cram for my BFRs...it's a matter of pride that I do the ground portion closed-book. CFI usually drops the manual between us, and I don't touch it.
"When empty weight C. G. falls within range given, computation of critical fore and aft C. G. positions is unnecessary. Range is not valid for non-standard arrangements." I ran the numbers anyway . . . true, unless I weighed something like 60 pounds and / or my passenger weighed 300.. . . . I've calculated a W&B precisely once for each of the past five airplanes I've owned... for all of them there is no way I could load them out of limits unless I was carrying lead bricks or gold bullion in the baggage compartment. I can't afford gold bullion anyway.
I consider mine a waste. Every two years, I have to fly an airplane with over twice the horsepower, four times as many seats, a digital panel, with CG concerns (mine is almost impossible to load out of range), and that requires attention to approach airspeed. My first "landing approach" in this brand-new (to me) airplane is always deadstick (e.g., simulated engine failure). Not really reasonable. FAA used to allow single-seat BFRs, wish they'd go back.And some people think flight reviews are a waste and insulting.
I've only had one online ground section, about 15 years ago. Complete waste of time. Random selection of items from Part 91, none of them with any relation to my usual operations ("91.805: Final compliance: Subsonic airplanes"? Really?).I've been doing the ground part online... the CFI I use prefers it that way, I don't think he really likes doing orals.
Sorry, I did not mean to blame either the CFI or the DPE.Why do you presume both the CFI and DPE are the root cause?
I mean I would hazard to guess this was not the first time this CFI and DPE combo sent a new pilot into the wild. Do either have a track history of their students/examinees having mishaps (fatal or otherwise)?
Sucks to say it, but until there’s evidence suggesting both the CFI and the DPE got it wrong, the presumption is the pilot is where the root cause will lie.
This is an excellent explanation. I've never thought of it that way, but it makes a lot of sense.It's not that simple. A plane flown by a solo pilot with half fuel can have 10% more HP/lb than the same plane at max gross weight. And that does not translate into a 10% performance gain, but a lot more. People modify 150HP engines in their planes to get 160HP. That might seem trivial and not worth the time and effort, but you're improving the performance a lot more than 6%, because that's 10HP added not to the 150, but to the 30 or 40 normally available for climbing, once all the straight and level drag has been accounted for. So the actual climb performance will increase substantially. Same thing, fail to account for high density altitude on a hot day, and the 10-20 HP loss in a 150HP engine will have a dramatic impact on climb performance, which might not be apparent if you look at the total numbers.
I'd be surprised if anyone failed a check ride for failing to explain the difference between AWOS 2 or AWOS 3 or even to report a DUI. But I know applicants have failed for being unable to calculate W&B or density altitude. Where is it that these things are not taught and tasted?
Some topics that get discussed and examined in PP orals are more likely to kill you than others. I'd be very surprised if anyone ever died because they couldn't explain the difference between AWOS 2 and AWOS 3, or because they didn't know the rules about reporting a DUI. But things like CG location or takeoff performance kill pilots if they're ignored, and I think we can do a better job of driving those things home.
100!There’s nothing about a private pilot certificate that magically prevents stupid.
Fortunately the local FBO has a J-3 I can use for mine.I consider mine a waste. Every two years, I have to fly an airplane with over twice the horsepower, four times as many seats, a digital panel, with CG concerns (mine is almost impossible to load out of range), and that requires attention to approach airspeed.
It depends on the plane. For most of the planes I've owned it really is true. But I agree that knowing how to do a W&B is something any pilot (or A&P!) absolutely has to know. And sadly, some don't.I'm amazed by the number of people who don't bother to check W&B. If I had a dollar for every time I've heard "it'll carry anything you can fit in the doors", I'd have enough to get MY plane out of balance.
I would think it would happen rather close to the checkride, when one takes everyone up in the plane because we are a pilot. I probably gave 20 people rides.Why would (or should) this be less likely right after a checkride than any other time in a pilot’s life?
So the training system is the problem. Okay, the hypothesis is the knowledge test, experience requirements and ACS performance standards produce pilots that are unwilling to implement the knowledge and experience in part 91 operations.…
I am questioning the training system, where priority is given to the questions on the checkride. In addition to that, I think they need to emphasize more fundamentals.
Maybe. What does the data say? That could help us test the hypothesis above.I would think it would happen rather close to the checkride….
I would think it would happen rather close to the checkride, when one takes everyone up in the plane because we are a pilot. I probably gave 20 people rides.
I love that metaphor. And my point is: show people pictures of bad teeth and videos of Alzheimer's patients that had bad oral health. That is much more powerful than simply repeating "brush your teeth every day".Everybody knows you should brush your teeth and floss. Sometimes instruction is not the issue, compliance is. It is very hard to test people in a way that reliably predicts behavior once the supervision is absent. That is why we value experience so highly.
I agree, but would they improve the effect? I think they would.Believe it or not, there are people who would see those pictures and still do what they want.
Wow, that is very surprising. Thank you for sharing.I appreciate the nod of approval, but GWLs (graphic warning labels) have shown to be ineffective.
Effect of Graphic Warning Labels on Cigarette Packs on Smoking Behavior After 3 Months
This randomized clinical trial examines whether graphic warning labels on cigarette packs can affect US smokers’ perceptions about their cigarettes or health consequences and changes in smoking behavior.jamanetwork.com
So when are the videos being released to the public?Seems to me that not too long ago we had a VERY long discussion about some young lady from TN who blatantly ignored/forgot everything she was ever "taught."
Look at the problem- the pilotDid you see the video ar 4:18? He ran one out of gas as a student solo pilot and damange a DA 20.
That sez something right there, as to the pilot's abiltity to "PAVE". I hate using that acronym but the FAA is right about this.
I learned this on my PP checkride. Grumman Tiger, so 4 place, so training was max 2 pilot and many times, less than full fuel.Un fortunately, most training is done at well below max gross, and perform better than POH values, leading many to expect that to be true when heavy.