You Could Die and Still Be Legal- with Aviation101 Josh Flowers
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- Опубліковано 30 кві 2023
- (Please Subscribe!) Josh Flowers @Aviation101 guest hosts with Chelsea Smith @Highmaintenance_chels , Joshua Minze (fortworthflightschool.com/) and Brian Schiff ( @TheProficientPilot ) to talk about whats ore important than being current: being proficient. The panel discusses possible solutions to the Flight Review system and how General Aviation Pilots can eliminate fatalities.
Josh's UA-cam Channel: / @aviation101
Chelseas UA-cam Channel: / @highmaintenance_chels
Joshua Minze's School: fortworthflightschool.com/
Brian Schiff's UA-cam Channel: / @theproficientpilot
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Chelsea is one of the most impressive gals in all aviation. PPL, CFI, A&P/IA. She needs her own show. 🤩
I appreciate her speaking normally, instead of ending on a higher pitch like a lot of younger women.
@@hopecottrill3916 and saying LIKE every 5 seconds...
@@hopecottrill3916 she is so well spoken. My 15-year-old daughter is in a A&P program at her high school and I have her follow Chelsea’s socials. good role model.
AQP and DMMS marks on the panel.
You’re not just preaching to the choir. A lot of us might be new pilots or student pilots and this information and videos like this help alot. Hearing this stuff for ANYone can only help! Thank you for the content
AQP for GA!
Josh… Have you given up on AQP? I am sort of surprised that you didn’t mention it.
As I prepare to start my aviation career, I told a friend that I see that learning how to fly is not going to be hard, my focus will be on learning emergencies tactics. Being able to play defense when something is not operating correctly will keep you safe and others around you. To see this video talking about being a more competent pilot let’s me know that my mindset is already in the right direction. Thank you all for your time and information that you shared with us all!!!!
Love the shout out for Corporal Bill Peters. He was my DPE and was the best experience in my flight journey so far
Good episode and much needed discussion. Complacency and lack of proficiency are killers. Couple of points: I, too, wished you had discussed the AQP concept. The Flight Chops video and the Aviation 101 videos are excellent resources. After watching them, I marked DMMS on my airspeed indicator, and programmed a marker for it in my Garmin GI 275 when I installed it. The phrase "Save my life" while pushing forward on the yoke is a great memory hook. While not legally logged time, computer flight simulators are excellent tools to maintain proficiency as to procedures, testing out weather, learning the approaches to unknown airports, and running checklist. Get a sim model that is close to the airplane you fly. The sims keep you in the mental aspect of the game if you chose to use them as a safety tool instead of just trying to land on an aircraft carrier.
Honestly I really think DMMS should be a part of the ACS and taught as a basic part of flying. How many base to final stall spins would have been prevented if this was the case? We'll never know but the answer is for sure not zero. There is no downside to it and it could save lives. It really is tragic how lessons and training issues taught and discovered by GA accidents are simply ignored by the FAA and others.
I kept waiting for a mention of AQP but it never came. Curious as to why.
Practicing AQP scenarios as a refresher to include into proficiency flights is more important than practicing FAA pilot training maneuvers during those flights.
Absolutely superb show. I got my PPL at 17, at 61 I'm ready to continue education with instrument. I'm taking the mindset with me going forward.
Felt this has been covered extensively by many other UA-cam programs. I too am disappointed that AQP wasn't mentioned and that content simply reiterated what has been presented so many times before. As was stated this was preaching to to choir.
I really enjoyed this episode, quite apart from all of its educational benefits. It was well-presented with knowledgeable and pleasant guests.
Only reason you got a like is you didn’t push on the fact he was a soft on where and who to find the information
I would also recommend sail plane experience. This gives you total energy management experience.
Another excellent episode Dan. Thank you to Josh and Chelsea for hosting the show and thank you to the guests for their input into the subject. Let's all work together to bring the accident rate down. Keep up the excellent work as always. Safe skies 🇺🇸🛩️
VERY REFRESHING AND INTUITIVE video Josh! Proficiency more than flight hours, is the thing that keeps us all safe pilots.
I fly a Dash-8 in Canada. We do simulator training every 6 months. + Yearly PPC. Classroom Ground school, CRM + MANY different exams every year.
in my opinion (not fact) i think the vast majority of lack of training or lack of furtherment in training is due to cost it just simply cost an unbearable amount of money to continue training.
also the cost of aircraft ownership and viable upgrades. the most common year aircraft owned is 1970-1980 and though an aircraft must meet airworthiness criteria, engine overhauls, 100h inspections, ext. parts get old and break more so when a plane is creeping in on 40-50 years old but regardless of the inspections the unknown broken part is the potential killer.
upgrades that make things safer for private pilots are out of reach unless your very wealthy or willing to take out a morgage loan
newer planes with better technology's and designs catered to improving safety is outrageous
am i saying private pilots should not be in the skys no.. but something needs to happen to drive the cost of training and ownership down so its readily available to everyone
I come from a computer science background so I find that I may rely more on ifr over vfr. Even in clear weather, I find that I am spending a lot of my time looking at the meters. Don't worry thought everyone. I have not started my training yet. Still playing msfs.
wow Chelsea a star is born
I like when the gentleman said to not treat an airplane like getting in a car. You have to respect the vehicles for what they are and stay humble no matter how long you’ve been flying and never get to Comfortable and keep learning….
I don't mean to sound like a snob but here i go. I believe that there are people who are predisposed to flying and have natural instincts for flying and there are people who want to fly and perhaps love flying but they are just not predisposed for it and they don't have those natural instincts. I had flown as a Private Pilot from 1998 to 2006, IFR certified, used to own a PA-28-140 and not once had I gotten myself into a situation when I felt my controls being "mushy", whether it be VMS or IMC, in all of my 1300 hours of flying. In 2006, I hung up my wings, sold my airplane and quit flying because it had become so mundane to the point it stopped being exciting for me. Back to the point, I truly believe that some people, despite their love for flying should just stick to being passengers.
You need to buy a cub. It will give you thrills you never had 🙂
Great round table discussion. I believe one of the problems that I see over and over again is pilots pretending accidents don't happen, or not wanting to see that content on social media. I have seen so many comments where pilots have said "I don't want to read about that, or see an accident". Keeping an awareness that it can happen and learning from accidents is key to keeping safe. I also like how you mentioned about doing thorough preflights and not jumping in the plane like it's a car. I received my PPL in 1991, and was a rusty pilot. I have been actively flying again since 2019 and now working towards my goal of being a CFI. It is very challenging, but also rewarding to be digging into the books again and being challenged to be a professional and proficient pilot.
Great to see Josh ad Chelsea co-hosting an important topic. There should be a law that GA pilots are not allowed to fly themselves to weddings. I'm kidding. Sort of. But it highlights the pressure and risk we put on ourselves to 'get there'.
Good morning from Minnesota! Great episode!
All this experience in these 4..even one being an ATP, and talk about constant training and practicing maneuvers, and not one mention of AQP. Why not embrace something that makes you safer? AQP isn't the end all be all, but man, its a GREAT tool and together, we can even make it better! C'Mon people, start talking about AQP
What a great episode! I wish I could go up more frequently. I would be curious to se how many GA pilots fly more than once a week. I really enjoyed my last BFR and it felt great to be challenged. I can't thank CFI Kaitlin Mroz for pushing me to be ahead of the game and proficient at the core maneuvers.
Josh and Chelsea - I agree whole heartedly with you all. Maintainers and Pilots together needing to be current and proficient in the tasks we do. These licenses are licenses to learn. That car analogy is perfect. We drive every day and some tasks are done without notice. So does are aviation tasks. Those accidents rates, are they pilot or maintenance errors? As I have served in the Air Force in maintenance, Safety and Quality Assurance. Whether I was working fighters, cargo transports or refuelers, every aircraft I touched I treated it as if it was my own and that not only the lives and the cargo in the aircraft matter, but the ones on the ground as well. I think every Aero Club and GA Training School (Pilots/Maintenance) should touch on and talk about as a group the lessons learning from these accidents and how to prevent them. Safety is a mindset and we ALL need to take our time and review where are weaknesses are. You guys are great and love your content and videos.
100% correct!
Great Video/Interview. These are the type videos I really like .
I hate doing stalls ! I never do them unless an instructor is with me. I have a friend that is a CFI and every time we go fly he makes me do them. I have a hard time concentrating on the maneuver because I’m so afraid I’m going to enter a spin ! I did enter a spin once and it scared the c$&p out of me .
👍✈️ great topic. I have not flown in a couple years due to a medical scare. I needed to hear this. 👍✈️
I work ramp for an airline and we are always doing some kind of training or recurrence training they made some great points in this video.
Great topic
Thanks 👍
As to "The preaching to the choir" And reaching the ones that are not in it, There is a though I have had on that. When reaching out to those that are not in the Choir, Remember it is ok if the new person does not want to "Sing". Make sure they understand humming is ok. It gets them in, sometimes with less apprehension.
I was disappointed you didn't even mention Dan's APC. Josh's web site is one of the download destinations for it! Like him or not, he does a lot of work on his own time and expense to keep people alive!! He also goes over all the accidents and statistics every week! Something every pilot should see and be aware of... and not reported on!! Thanks for all your efforts also!! Fly safe, Peace... --gary
AQP
Dan says every time, it’s not his AQP, he didn’t invent it, he doesn’t have it to sell. He is a believer in it.
@@prussiaaero1802 Thanks. I've know of, and followed Dan for a very long time. He adopted, and re-wrote the AQP that the airlines use, and added a few more for GA. He travels all over and gives presentations on it all on his own time and $$. He has always given the documents away freely and encouraged people to take them and use them. He's a good guy and done a lot for GA IMHO. Peace --gary
@@NightOwlModeler I'm old, I get my P's and Q's mixed up sometime. Darn 'acronyms'. LOL --gary.
"AQP checklist complete?" I'm not a pilot but it really does seem that AQP checklist Dan has prepared would be a good way of keeping track of ongoing voluntary proficiency training, instead of wondering what to do next.
Great interview and thankyou for the video. Just wondering why you didn't recommend AQP scenario based exercises as part of a flight review? There is no accident research work to do except for CFIs to apply it - The hard yards are already done. The model you have available on your website is already tailored to address General Aviation accidents. A CFI can easily incorporate startle and surprise factors into the scenarios when using AQP in addition to traditional skill/proficiency types of practice maneuvers (eg Steep turns, stalls, short field work etc)
Excellent job to promote safe fligths and proficiency
Loved it.
My wife and I (both long time pilots, aircraft owners and RV builders) have been safely flying GA for many years now. With all the new GPS navigation, greatly improved flight displays, advanced avionics, autopilots (that actually work) and wonderful ADS-B traffic and weather advancements, we have actually seen and confirmed the GA accident rate statistically decrease over the years. Because of this "airline pilot shortage" and the minimum hours required for an ATP, many more people are wanting to become pilots and are "racing" to get their "magical hours". With so many new students and pilots attempting to build hours quickly, more chances are being taken with bad judgement calls. The best advance to provide a newer pilot (including yourself Josh) is to read the NTSB accident reports and learn what got others into trouble. What we have seen is that aviation accidents repeat themselves over-and-over again! From our experience, flying isn't inherently dangerous but unforgiving for pilots who use poor judgment -- even as simple as reaching over to close a door at low altitude while climbing out can be fatal. Not all accidents are stall-spin either. You really don't know how you might react until faced with a "real emergency" either. We have actually experienced a few real emergencies ourselves but continued to "stay in the game" and fly the airplane. Some people will get "tunnel visioned", so condition yourself and focus on "flying the airplane" first and foremost. A pilot learns from flying, especially during cross-country flights. Something as simple as descending from a higher altitude and forgetting to enrich the mixture can appear to be an engine failure -- so, don't panic, think checklist. And regardless of what you think, you will eventually fly into a cloud, heavy smoke or dark night conditions and lose all ground contact, so be prepared, focus on your instruments and don't make any abrupt panic turning maneuvers -- IMC simulator practice is very helpful, too. A rough running engine doesn't always mean an emergency (maybe just a stuck valve), so don't make any panic moves or maneuvers -- fly to the nearest airport, look for possible landing sites and communicate! A sunken carburetor float might only show itself during climb, and carb heat and mixture-rich might make it worse. Undo anything that makes the problem worse and lower the nose to prevent a stall. Sometimes you "get the lesson" before you learn the "answer". Fuel management is very different than driving a car -- never be in a situation where "I think I have enough fuel to make it" -- know you do! Most pilots run out of fuel within 5-miles of their destination. Just don't make the 5-O'Clock News and you'll be fine! 😎
How about focusing more on scenarios like the airlines during recurrent training? It is not the turns-about-a-point that kills but loss of thrust on take off; getting too slow in the pattern (DMMS), inadvertent IMC etc etc
Someone did crash a plane I had flown - did my first ever takeoff in it - luckily the pilot walked away - the aircraft was trashed though - and it was also from my home airport - I defo did feel it - it made me really sad for a while.
Great video you guys realy enjoyed it. I recently had a near midair with a government owned 206 i was flying my pattern by the book making my calls and turned my base leg and had to dive under this 206 that unknown to me was overtaking me off my left rear corner in my blind and not saying anything, if i hadent dove down we would have collided we passed less than 100ft apart. Id expect these kind of things from a brand new student pilot but not someone paid to fly a government aircraft. Unfortunately i see these type of things in my area quite often, i dont know if its incompetent flight instruction or DPEs pencil whipping certificates or just carelessness but its getting dangerous.
Hand propping the Champ was the hardest part of my last BFR with Josh Minze. I may need to bring O2 next time. 😎
How we curb the accident rate is better training. The biggest problem I see with training is lack of good brief and debrief.
I'm not a CFI (yet), but I was an Instructor and Evaluator pilot in the Air Force. The military emphasizes strong brief and debrief. Ironically, they aren't very brief. For a typical training sortie, I would conduct an academic briefing of at least 30 min, covering what training we planned to fly, techniques and procedures, and standards for desired learning objectives. After the flight, we would debrief, again for about 30 min, sometimes longer. What went good, what went bad, WHY those things happened, and how to improve. We do that because the airplane is a terrible classroom.
In general aviation, I see CFI's who don't do that, and pilots who don't want to pay for it. I've gotten lots of debrief in the seat, while we fly home from the practice area.
More emphasis on quality brief and debrief, where learning actually occurs, would improve GA safety.
I was just watching Brian's 1 hour long class on being PIC and he said the exact same stuff. Great talk!! check it out.
A lot of flight clubs and rentals don't have a standardization of avionics. I think that bothers me most as a non plane owner. I like to fly the same plane with same avionics but a lot of the time they aren't available. It takes a lot of the load off and I can focus more on flight and stay ahead of the plane. Just IMO.
Brian mentioned, just slow down. I agree......As much respect I have for ATC, they rattle of IFR clearances so fast, I read them back slow, just to slow down the pace.
What about aqp for GA?
Even if you don’t get your IFR rating, a private pilot should still get as much training in the foggles as they can. It’s immensely helpful if you find yourself in IMC and it makes your VFR flying much more precise.
Yes, I'm at about 10 hours of hood time and still get banking too much when changing frequency.
Great episode. You should let other youtubers air it as well.
took a year off from flying (172) just got back a week ago I am thankful i was out with my instructor. Landing was horrible, comms rusty,
At zero knots ask the question, what is the single most important emergency item to have. Same for part 121, part 135 or part 91. Same if your plane is heavy iron, twin, light sport, glider or hot air. It even applies to driving a car. The why of this item and remembering you have it is paramount. It keeps you out of get-home-itis VFR flight into IMC. You have at least one. You use it on the ground. Hopefully you have figured it out. But having that talk, that you always have a plan B, which works, for when the conditions or equipment stink is important. Then you can go on to how far in advance to plan and how to schedule the maximum time required to safely complete a mission; to know by when you need to decide airline or GA. This isn't in ACS or AQP because it isn't about manipulating the flight controls. It is about knowing when you shouldn't fly yourself and being able to make that decision while you are 100% safe.
Your second most important emergency equipment is a cell phone, you'll use it with your most important item to execute plan B.
Like a lot of things in life there are levels and a statistical spread. So I agree on some parts and totally disagree on others.
As an example, I had not flown for over 10 years before getting back into flying...and according the the panel would require 10hrs of training.
But I did a full flight review and aced it, with out any issues. And was signed off, with the cfi finding it hard to believe I had forgotten nothing!
Ok, maybe having 1000's of hrs and having been a cfi myself just drills it all into your core, but in my view when you do a BFR, it is an opportunity for you as a pilot to demonstrate you are still competent, and the instructor to identify any weakness and address them.
Yes, every flight you make is a training flight, and you should get something out of it! But if we take the logical path the panel is pushing the we need to address the elephant in the room. 100's die in GA crashes, but hundred of 1000's die on the road, and yet we Never require a driver to revalidate, and this issue is many orders of magnitude greater!
PS.... don't shoot the messenger!
I have a question???
Why do we not want flying to be like “Driving a Car”???
I strive to keep my aircraft in the Flying Condition. I fly as much as possible. Nothing is more enjoyable than deciding to have a dinner in another city at the last minute.
Airline Pilots absolutely can have a vested interest in a flight going. Last day/leg, “get homeitis”. Calling Fatigue might not be paid (or paid with sick time). Pilot might have multiple occurrences and not want another. The rest of crew might really want to go. It’s each pilots responsibility to make conservative decisions regarding a go/no go situation, sometimes even if it effects them negatively.
In my opinion all CFI's should act like my CFI. He just show me a spin one time. This practical spin make me "extremely safe pilot" (that is what dpe said about me after the checkride)
Chelsea is #1 AQP
I believe one of the most insidious things to Aviation is normalization of deviance. We tend to push the limits of what is safe to the point we justify the risk until we are over our heads. It's a process over a long period of time and we don't realize that we are deviating from "good" norms. We have made a habit of bad for so long that they are replaced with perceived norms that have always worked. It's not easy to look critically at yourself, but it's so necessary.
If the FAA was that focused on GA safety rates improving, they would open the IFR rating to all certificates including sport pilot, even if not allowed to fly IFR. We would all be safer pilots and accident rates might decrease
Stall/spin
As well as teaching it, you all need to left-seat experience it.
👍👍👍👍👍
Being a guy I got to say nice shot on the ladder, nothing like a girl working on a radial engine.
the statistics say GA is 19x more dangerous then driving.
GA isn't as safe as the airlines. It's not as safe as driving - not even close.
But I think, with our endless listing of ways you can die in an airplane, that we focus on the leaves and lose sight of the forest. We highlight thousands - literally thousands - of accident causes and demand that people take steps to prevent all of them. It's overwhelming and I suspect it leads to pilots throwing up their hands and essentially deciding that "when it's my time, it's my time".
Most of these accident causes - although real - are truly rare. Really, three things kill GA pilots: stalling; running out of fuel; and flying into weather for which either the pilot or the aircraft is not qualified. Avoid doing these three things and exercise ordinary procedures, and flying is about as safe as traveling by car. (To be as safe as the airlines requires doing the same flight, over and over, with two pilots aboard and turbine engines - let's be realistic.)
The Impossible Turn is a fascinating study of aircraft performance and a challenging maneuver to execute well. Totally random engine failures do happen, and when they do - even at altitude - the outcomes are bad surprisingly often. Animals do climb into key aircraft systems. If you get into a spin while practicing stalls at altitude, knowing how to recover from the spin could save your life. Leaving the control lock in place can kill the most skilled, experienced pilot. But, statistically, the probability of one of these killing you is actually pretty low, with ordinary care.
On the other hand, the statistics show that three things are not unlikely to happen, and are likely to kill you if they do.
People only have so much attention. When we give them a list of a thousand "be carefuls" we make everything a priority - and nothing a priority. As far as I can see from the statistics, there are three priorities:
- Don't stall.
- Don't run out of fuel.
- Don't fly into weather you or the airplane are not qualified for.
👍☑️👏
Too many of us learn from our mistakes. That is not an option for a pilot.
good conversation
but you never actually discussed the main announced topic.... the fact that sometimes, doing things perfectly by the book will still get you killed.... I feel we really need to get passed the:
"I am legal therefore I am safe" mentality... recognizing we cannot leave it to the FAA to keep us safe, but take the personal responsibility to go above and beyond for safety and survival.
IF I was a pilot, whenever I got into a plane I would say "this plane is trying to kill me" and fly like it is and be vigilant. Be prepared and ready for a loss of power on takeoff and look for landing spots or a dead engine while flying.
when it says: "aviation is the safest mode of travel"
that talks about the highly regulated airline world, it does not mean general aviation!!!!
I’m just here for the 1 minute mark
Is it that hard to swallow your pride and mention AQP.