Practical Test Tips - How to Deal With Hazardous Attitudes
10/21/2014
Posted in
Flight Training
Tags: hazardous attitudes, resignation, anti-authority, implusivity, invulnerability, macho
"Attitude is everything". I first heard this in Undergraduate Pilot Training (UPT) at Reese AFB in Lubbock, Texas in 1971. One of my classmates exhibited an attitude that was too strongly type A. He had an inflated ego, which was trying to make it clear to everyone that he would become an excellent pilot, better than all of his classmates. Needles to say, this did not endear him to his peers as we were all trying our best, yet found a way to keep our egos in check. It was my instructor who told me and my briefing table mate that we needed to keep our egos in check. That no one wanted to hear how good we were, or could be. That we had to prove ourselves through our actions.
Practical Test Tips - How to Deal With Hazardous Attitudes
written by: Marc Nathanson, FAA Designated Pilot Examiner, Ret. Lt. Col USAF
The conduct of a FAA Practical Test can be a mystery for the applicant. Here are some tips that about avoiding the pitfalls of hazardous attitudes, that I hope will help you better prepare and train for your flight test. Good luck.
"Attitude is everything". I first heard this in Undergraduate Pilot Training (UPT) at Reese AFB in Lubbock, Texas in 1971. One of my classmates exhibited an attitude that was too strongly type A. He had an inflated ego, which was trying to make it clear to everyone that he would become an excellent pilot, better than all of his classmates. Needles to say, this did not endear him to his peers as we were all trying our best, yet found a way to keep our egos in check. It was my instructor who told me and my briefing table mate that we needed to keep our egos in check. That no one wanted to hear how good we were, or could be. That we had to prove ourselves through our actions.
Now as a FAA examiner, I look for any of the 5 Hazardous Attitudes in those I administer a practical test. They are:
"The Notorious Five" (1) - Resignation, Anti-Authority, Impulsivity, Invulnerability, and Macho
These attitudes were formulated by Embry Riddle Aeronautical University in response to a commission by FAA Federal Aviation Authority to develop and validate training programs to address the problem of poor pilot decision making.
All pilots must be fully aware of these attitudes and be able to avoid them as they can have a strong negative impact on decision making and judgment at the flight deck.
1: Resignation - 'Whats the use? Forget it I give up!'
When operations at the flight deck don't go as planned or when confusion arises, it is human nature to blame it on fate. However, in aviation 'leaving it to fate' might likely compromise the safety of the flight. It is essential for all pilots to remain proactive and also reactive. The countless SOP's, rules, and regulations that have been placed for flight operations were formulated to assist flight crew to tackle and troubleshoot every possible scenario.
2: Anti-Authority - 'Why should I listen to you?'
This attitude usually surfaces upon people who have non conformist tendencies. Pilots that express such an attitude are usually resentful towards comments and/or advice from others, be it superiors or subordinates. They also tend to disregard operating procedures, rules and regulations. However, there is a fine line that lies between 'anti-authority' and the natural prerogative to question authority when there is an error suspected. Many mistake anti-authority as a solution to balance out the 'power gradient' in the cockpit. Pilots should bring up issues that they feel go against protocol after checking and rechecking the error.
3: Impulsivity - 'Do it QUICKLY!'
This occurs to pilots who feel the need to do anything and everything immediately. Such people who display such attitude work on the concept that 'doing something is better than doing nothing'. An example of impulsivity that occurs particularly in the ab-initio stages of flight training, is when a student pilot is facing unusual attitudes. Their immediate reaction is to do something, anything. Such as when in a descending turn, most pilots would pull back on the control column on impulse. Doing so would cause indicated airspeed to increase dangerously, hence proper procedure would be to throttle back before applying back pressure. Acting on impulse is often dangerous because it usually involves un-calculated and irrational actions.
4: Invulnerability - 'Nah, It won't happen to me! What are the chances?'
Despite the fact that mishaps in aviation do have a rather low percentage probability, many still rest assured on this fact and often take it for granted. Such attitudes would compromise vigilance and cause pilots to overlook certain issues that they feel are of less importance (going thru checklist twice, validating a tire pressure, good lookout, etc). Remember accidents can happen to ANYONE! The accident doesn't care who you are, it can happen to you.
5: Macho - 'Come on! I can do this!'
Pilots have a tendency to want to show how good they are. Many associate this attitude with males (especially those who display alpha male characteristics) but such an attitude can also happen in females. It occurs when pilots are trying to prove themselves in the wrong way, which often results in taking unnecessary risks.
Now here is my "however" statement... However, it is important to "know" that you can perform tasks required for the test and can handle emergencies when confronted with them. Of course, practice resulting in familiarity is the "how" one becomes proficient handling situations. This results in one developing confidence that they can handle situations. There is a difference between overconfidence and proficiency.
Someone once told me that Fighter Pilots are "jerks". It was not the exact word used, but you get the idea. I explained that, if a pilot didn't think they were the best, that if they didn't think they could not perform the task perfectly, they wouldn't last long in the fighter world. Unfortunately, some of my Fighter Pilot peers have no problem telling anyone within ear shot how good they are.
There's an old saying; "Don't ask a pilot if they are a Fighter Pilot. If they aren't, you'll embarrass them. If they are, they will tell you."
The bottom line; show the examiner or inspector through your knowledge and flight proficiency how good you are. A good evaluator will compliment and encourage you.
Now, let's cover other tendencies that you need to pay attention to.
Rushing:
I was called by a CFI asking if I could administer a re-check to a Private Pilot applicant. This individual failed the check ride by not ensuring that the magneto switch was placed in the "Both" position before takeoff. This oversight may be indicative that this pilot was rushing.
Take your time. This is YOUR test, not the examiner or inspectors. They are supposed to be patient allowing you to make sure you perform tasks correctly. With that said, they will become antsy if you take forever. Your instructor is charged with helping you set an acceptable pace.
Checking switch positions and procedures one last time before a phase of flight (Engine Start,Pre-Take Off, Pre-Maneuver, Pre-Landing, etc) is a good idea.
Clearing Before Start:
Ensuring the area around the aircraft is clear of individuals, including things and animals, before start is a requirement. The accepted method us to make a visual check all around the aircraft. This means to look behind as well as in front. You don't want to hit someone or something with debris such as stones or ice chips.
Those flying aircraft that suggest closing the door before start tend not to yell "Clear" before start. I find those flying higher end aircraft, like the Cirrus, often fail to properly clear before start. It doesn't take much effort to open the door, yell clear, then close the door before start. Visually clearing the area one last time is also a very good idea. Use the people in your aircraft. Ask them if they see anyone nearby. It is better that they tell you about someone or something at a distance rather than not telling you about someone in harms way.
Yelling "CLEAR" is one tool you must use before starting your engine(s) allowing time for people time to react to your warning and to clear the area around the aircraft. Watching for people's reaction is one way to know if they heard you. If they don't look at you, they may not have heard your call and starting may put them in harms way.
A friend who was our Line Chief once told me "The shortest time is the time between someone calling clear and starting the engine". Pause after yelling "Clear" to allow those around your aircraft to clear the area. YOU are responsible for their safety as well as for those in your aircraft.
Wearing your headset when clearing the area inhibits one from hearing someone warning you not to start. Don't put the headset on until after the engine(s) is started. When it's cold, place your headset on your thigh to warm up the ear cups thus avoiding the shock of a cold headset.
Think about how the examiner will view your actions. This will be their first impression of your procedures, other than pre-flight, and will likely set the tone for the rest of the flight. Demonstrating to an examiner that you are conscienciously aware of other people and that you may be a hazard to them as well as them being a hazard to you. Displaying an attitude that is safety orientated will do you wonders on your flight test.
Briefing the Approach:
Flying an instrument approach procedure (IAP) requires preparation and understanding. It's always prudent to brief the approach prior to executing it. Your instructor should teach you to do this. Brief only those items in the IAP that applies. For example, if you are using the local altimeter and the remarks section requires higher minimums if using another airports altimeter setting-don't brief this as it is a waste of time and does not display good cockpit management.
When executing an ILS, it's a good idea to brief the Localizer Approach as a backup in case you lose the glide slope or it becomes unreliable during the approach. Fuel and other considerations considered, it may also be wise to commit to the missed approach at this time instead of continuing. However, the purpose of briefing this possibility is help efficiently and safely get you on the ground. Unlike, briefing the MDA when a baro is used from a different airport.
Don't forget to calculate the Visual Descent Point (VDP) for any Non-precision approach such as the Localizer Approach. The VDP is distance from the end of the runway or DME from a nav facility (VOR) and may be determined by dividing the Hight Above Touchdown (HAT) by the glide path angle of the VASI or PAPI. For example: if the HAT is 720' and the glide path angle is 3.25 degrees, divide 720 by 325 which results in a VDP of 2.21 NM from the end of the runway. Or, you must add or subtract the distance from the distance measured by the VOR depending on where the VOR is in relation to the end if the runway, behind or in front of you. Subtract if it's behind you , add if in front of you.
The purpose of a VDP is to establish a point where, if visual conditions are met, you should begin your descent below your MDA. Often you do not need to descend prior to that point and doing so would compromise your flight safety.
Remember that this is a VISUAL Descent Point meaning that you are using a visual guide on the ground (VASI or PAPI).
On check rides, applicants often think that all VASI and PAPIs glide path angles are 3.0 degrees. This is not always the case. The Jep charts show the angle on the 10-9 pages. NOS charts do not so you must look in the Airfield a Directory (AFD) for the glide path angle.
Set up the nav gear first, check all the points, and then brief the approach.
As always, clear the airspace. Stay vigilant. Fly Safe.
Marc 'Nate' Nathanson
(1) Embry-Riddle Aeronautical University Aviation knowledge from their website http://www.erau.edu/