Flight training tips from a pro

A safe pilot is a pilot who is always learning.

But most general aviation pilots don’t get the chance to go to FlightSafety, CAE Simuflite, SimCom, or some other FAR Part 142 training center.

That doesn’t mean we can’t pick up some tips from the CFIs who train the pilots who fly the big iron or business jets.

We asked John Mahany, a seven-time Master CFI who worked for more than 16 years at a Part 142 training center, to offer some advice to our readers about how to maximize their flight training, as well as how to keep flying safely once they’ve earned that coveted pilot certificate.

The first advice he offers:

• Do things by the book.
• Have a plan and follow it.
• Know your airplane and its limitations — and know your limitations.
• Don’t take short cuts.

First Things First

He takes it from here:

Working within any professional flight training organization is, of course, a very different world. The difference can be summed up in one word: Structure.

First, let me explain, for those who are not familiar: A Part 142 school is referred to as a training center, like FlightSafety, CAE, or SimCom. While there are some similarities to a Part 141 flight school, there are some very big differences.

In the FARs, Part 141 is referred to as a flight school. These schools might use a small flight training simulator, such as an Aviation Training Device (ATD) or Advanced Aviation Training Device (AATD), along with a fleet of airplanes for primary, IFR, and advanced training.

A Part 142 training center is a big step up from a flight school. These training centers are specifically for training in larger Level C and D full-motion flight training devices, or FTDs, for short.

These flight training devices are mounted on long hydraulic or electric legs that resemble stilts and are computer controlled to move up and down, simulating an aircraft in motion. They are typically for turboprop and turbine powered aircraft, not for primary trainers.

The courses that are taught at these training centers have all been FAA approved for training by FAR 142 training-center qualified instructors.

The instructors are all trained to the particular Part 142 training center’s standards, which is quite a process, sometimes taking two or three months. There’s a lot to learn to become qualified as an instructor, in both the classroom and the simulators.

And there is a specific syllabus to follow to teach the course materials for a given aircraft. This includes both initial training and recurrent training, as well as differences training. Perhaps you have not heard these terms before. They apply to larger, complex aircraft. It’s modeled after military and airline training.

The training materials are all created in house — in other words, internally by the Part 142 staff. They don’t use commercially made training materials produced by third party vendors.

So, having explained all of this, what can a GA pilot learn from a professional Part 142 instructor?

Tips

When beginning your flight training, try and put your personal and work life on hold, at least temporarily.

Yes, life happens. But flight training is usually very expensive — and it is fast-paced. You need to be on your A game.

You really don’t have time for outside distractions, like running a business or dealing with family problems or other obligations.

I’ve seen this happen before, and the student pilot’s training often suffers as a result. Sometime extra time is needed, or sometimes a student has actually been sent home to deal with whatever the problems are, only to have to return at a later date after those problems are resolved, to start the training all over. That’s not in your best interests.

Try to get the books, or the digital version, before your training starts, if possible. This includes the Airplane Flight Manual (AFM), Pilot Operating Handbook (POH), Pilot Training Manual (PTM), and checklists.

Review the manuals for whatever aircraft you are flying.

Review the normal, abnormal, and emergency checklists.

Do you have a picture of the cockpit and the instrument panel to review the controls (switches, levers, buttons, knobs)? If not, get one. It can help.

How familiar are you with the avionics? Take the time on the ground to get familiar with everything. You don’t want to try to learn something while taxiing, in cruise flight, or — worst case scenario — in an emergency.

Take a pro-active approach. Show up ready to learn and have questions. This applies to primary training, recurrent training, and flight reviews.

Engage your CFI in discussions about everything from aircraft systems to unique airports. You can ask about something on the panel you aren’t familiar with. Or ask the CFI where they normally fly. Is there anything unique about the airports, the approaches, the terrain, or the weather where they fly?

Do not be afraid to ask questions. If your CFI isn’t willing to answer your questions, it may be time to get a new one.

Look at the performance section in the books about the aircraft you will be training in or are flying now. What does it say about performance? Look at the notes to see the limits on takeoff and landing performance.

Also, how proficient are you? Remember that performance numbers are derived by very experienced, proficient test pilots. So, add a conservative margin, maybe 20%, to the numbers to account for you not being a test pilot.

This may give you an idea of where your proficiency lies. If it’s not up to par, get with a CFI and get additional training.

Try to avoid surprises!

And, lastly, enjoy the training. Remember, you are becoming a better, safer pilot.

Fly safe!

John Mahany is an ATP/CFI and has type ratings in the Cessna CE 500, Learjet, DC-3, and North American B-25. He is also a seven-time Master CFI. In the early 1990s he spent 4-½ years flying in Alaska where he learned bush flying techniques and the basics of mountain flying. He’s in Long Beach, California, now. He flies a 1953 Cessna 180 and a Cessna 150 for fun.