As a public service, SAFE is offering this reminder that there ARE options for pilots who would prefer not to instruct to reach 1,500 hours. "Instruction is a high responsibility. It's not right for everybody," said Kevin D Murphy, SAFE Communications Director. "If you really don't want to instruct, there are other ways to build hours." (Photo courtesy James Saine)

Last month, the FAA updated the ACS Working Group, including SAFE member Dr. Donna Wilt, on the agency's plan to publish the remaining Airman Certification Standards (ACS), including the long-awaited CFI ACS. Two important updates came from that meeting: first, the FAA now has a path forward for publishing the remaining ACSs, and second, practical tests will continue using the latest version of the ACS or old Practical Test Standards (PTS). In other words, business as usual.

The ACS publication process has been stalled for several years due to administrative issues. Last Spring, SAFE signed an industry letter to DOT asking them to facilitate the publication of the remaining ACSs. However...

the DOT and FAA attorneys decided that the existing process for issuing an ACS is not consistent with federal law and the process must change to comply with the Administrative Procedures Act (APA) of 1946. As a result, the offices within the FAA that deal with the ACS are working to bring the system into compliance as quickly as possible.

The issue is that, according to the APA, when it is necessary to refer to a secondary document (for example, the Private Pilot ACS) to comply with the regulations (for example, Part 61 Subpart D Private Pilot), then the secondary document (the ACS) must be made regulatory through a rulemaking process consistent with the APA.

To accomplish this, the FAA will use a process known as Incorporate by Reference (IBR). The FAA is still working out the best way to do this and the full impact of implementing the strategy is still to be determined. An example of IBR in the regulations is 14CFR 91.1721 that incorporates a manufacturer's cockpit checklists into the regulations.

"While I'm not happy with the decision, I'm glad the FAA is finally moving forward to publish the remaining ACSs," said SAFE's Wilt, a long-time member of the ACS Working Group. "The FAA still intends to work with stakeholders to the extent possible and keep the community informed as the changes unfold."

SAFE continues to keep members updated on FAA and other federal regulatory actions and has member volunteers serving on FAA and other committees to advocate for greater professionalism in flight instruction.

In 2019 - the last year for which enough NTSB final reports are available to compile accurate statistics - 307 people died in non-commercial GA fixed-wing airplane accidents, an average of 1.7 per each of the 179 fatal crashes.

The other, non-fatal 809 GA mishaps brought the total GA fixed wing airplane crash tally to 988 for 2019. Pilots were judged at fault in 62% of the non-fatal accidents, while 49% of pilots in fatal crashes were judged the cause or a factor. The current Nall Report is here. (The figure for pilot error is revised over time as the remaining accidents under active NTSB investigation are processed. When all accidents have been assigned a cause, typically about 70% involve pilot error.)

Instructional flights, with or without a CFI on board, accounted for 187 accidents (19% of all accidents) and 17 were fatal (9.5% of fatal accidents). However, a CFI was on board the accident airplane in 250 mishaps, including 41 of the fatal crashes, although the CFI may not have been instructing at the time.

The year 2019 saw a decrease in total accidents (1,169), of which 212 were fatal. The overall total and fatal accident rates for 2019 saw an upward trend finishing with a total accident rate of 4.88 per 100,000 hours and a fatal accident rate of 0.88 per 100,000 hours. The main driver for accident rate increases was fewer flight hours in fixed-wing aircraft compared to the previous year.

Non-commercial fixed-wing aircraft had 988 total accidents, of which 179 were fatal. With overall accidents (988) trending downward, a decrease in flight activity, for this category, nudged the accident rate (5.62) upward. Non-commercial fixed-wing showed a slight increase in fatal accidents (179), with the fatal accident rate (1.02) rising due to decreased flight activity. The percentage of pilot-related accidents, again, fell below 70 percent. However, this trend tends to shift as accidents reports are completed.

Pilot-related accidents consisted of 614 total, of which 88 accidents were fatal. Landing accidents still accounted for the largest number (308), but thankfully suffered few fatal accidents. Loss of control (163) continued to dominate as the leading cause of landing accidents. Accidents that could not be classified into a meaningful phase of flight but were reasonably inferred based on preliminary data, fell into the other and unclassified accident category. As more NTSB accidents are classified this category will shrink, and those accidents will be placed in their respective areas.

Takeoff and climb accidents (115) declined from the previous year. The largest number of accidents (39) were loss of control, followed by stalled or settled on take-off (38). Fuel management (58) dropped slightly from the previous year, with flight planning accounting for the largest total number of accidents (32). Maneuvering accidents increased in both total (36) and fatal (20) from the previous year. Stall/LOC had 22 accidents, of which 12 were fatal. Descent and approach accidents decreased sharply (34) while fatal accidents (11) dropped from the previous year. Collisions (16) had the most accident while stalls/spins (11) lead in fatal accidents (6). Weather accidents rose slightly in total (34) and fatal (30) accidents. VFR into IMC led the cause category with 19 accidents, of which 18 were fatal.

Mechanical increased in total accidents (194) and had a small increase in fatal accidents (15) from the previous year. Powerplant issues (132) continued its lead, followed by gear and brakes (27), and airframe (15), which accounted for the majority of mechanical accidents and the unclassified accident category. As more NTSB accidents are classified this category will shrink, and those accidents will be placed in their respective areas.

Takeoff and climb accidents (115) declined from the previous year. The largest number of accidents (39) were loss of control, followed by stalled or settled on take-off (38). Fuel management (58) dropped slightly from the previous year, with flight planning accounting for the largest total number of accidents (32). Maneuvering accidents increased in both total (36) and fatal (20) from the previous year ILS/LOC had 22 accidents, of which 12 were fatal. Descent and approach accidents decreased sharply (34) while fatal accidents (11) dropped from the previous year. Collisions (16) had the most accident while stalls/spins (11) lead in fatal accidents (6). Other accidents rose slightly in total (34) and fatal (30) accidents. VFR into IMC led the cause category with 19 accidents, of which 18 were fatal..

John Niehaus (left) officiated the induction of noted CFIs Greg Brown and John and Martha King (right) to the CFI Hall of Fame during an October 13 ceremony at the NBAA convention in Las Vegas.

The Kings are the first and only husband and wife to hold every category and class of FAA pilot and instructor certificates. They have been fixtures of the aviation education community for decades, with their easy banter and occasional corn-pone approach while explaining complex aviation topics in an understandable way.

Greg Brown, a veteran Flight Training magazine contributor who taught and entertained students and pilots alike with stories about flying his Cessna Skylane in his Flying Carpet column. HIs book Savvy Flight Instructor (SAFE member discount) became the marketing bible for professional aviation educators. Greg also curates an amazingly helpful and popular student pilot training group on Facebook.

The Impossible Turn, a 180+ degree return to the runway following engine failure, has long been a staple of FAA aviation education, instructing pilots not to attempt a return to the takeoff runway. The agency's "land straight ahead regardless" stance has only softened after a SAFE presentation in Feb. 2018. The turnback became a suggested demonstration in the new FAA 61-87J that year. The FAA position may continue to evolve with a new study by EAA will test the premise.

EAA formed a group this year to study the once-reviled 180-degree turnback, which has been fatal in some cases. The new study will focus on how pilots react to an engine failure on takeoff, stall awareness, recognition and prevention after loss of power in takeoff attitude and stall recovery. The planned study follows an NTSB report that called such turnback failures "a significant contributor to GA accidents."

Of special interest for CFIs, the group will study how to incorporate these piloting skills in basic private and sport pilot certification, as well as additional training programs.” Pilots have weighed in, pro and con, on AvWeb's site.

One study on the Impossible Turn already completed this year by the AOPA Air Safety Institute used a Piper PA-18 Super Cub, a Van’s RV-4, a Cessna 172N, and a Beechcraft Bonanza A36. "We documented our findings, and the different results of turning back to the runway were surprising for each of (these aircraft),” said ASI SVP Richard McSpadden. Spoiler alert: Three of the four airplanes were able to return to the runway more or less comfortably from well below pattern altitude. Video of the ASI tests is here.

AOPA's 2021 survey of flight schools and instructors, as rated by their students, came to some interesting conclusions. Not surprisingly, the study found that the role played by CFIs was paramount in both winning new students and keeping existing students motivated. (AOPA Flight Training Experience)

The study showed CFIs can help learning (and retention) by reinforcing the sheer joy of flying and encouraging students to feel at home in the aviation community (never scare a student). Students place a premium on personal interaction with the aviation community, making it a key motivator for students.

It also found that most new flight students come from referrals by happy existing students, and that - outside of Part 141 schools - most new pilots want recreational flying, not a career.

Value means more than price for students, the study found. Schools that seek ways to stretch the student's dollar, offer free or low-cost learning opportunities and demonstrate they're billing the student fairly are highly regarded.

As part of the annual survey, regional CFIs of the Year and Flight Schools of the Year were named. They are:

In the Pattern, Denton, Texas

Air Ventures Flying School, Pawtucket, Rhode Island

Blue Skies, Chicago, Illinois

Mtns Ridgeline Aviation, Bozeman, Montana

Aviator Zone Academy, Miami, Florida

Sierra Charlie Aviation, Scottsdale, Arizona

Steve Fairbanks, Wills Point, Texas

David Strassburg, Northampton, Massachusetts

Ambyr Peterson, Minneapolis, Minnesota

Jess Padden, Bozeman, Montana

Matt Eichel, Goldsboro, North Carolina

Sergio Ramirez, Temecula, California

The national winners of the Best Flight School and Best CFI will be announced at Redbird Migration in February.

One often-asked question by beginning pilots can now be answered with the click of a mouse.

The just-published AOPA Flight Training edition lists colleges and universities in North America that offer associate, bachelor’s, or master’s degrees in an aviation field, including maintenance.

"Any student who is considering a college degree along with an aviation career should have access to this comprehensive list," said SAFE Communications Director Kevin D Murphy. "It's a link CFIs should keep handy."

It's the e-version of the ever-popular hood or foggles.

AOPA's David Tulis and Paul Harrop tested an Icarus training tool, a face shield that simulates instrument meteorological conditions. The smart device costs $1,000 for a fixed-wing version or $1,500 for helicopters. You can find their report at AOPA.

For CFIs who have ever wondered how the skilled investigators from the NTSB assess aircraft damage, this new blog from NTSB air safety investigator Mike Hodges and aerospace engineer Clint Crookshanks will be of interest.

Is it an accident or incident, according to Federal Regulations? In this NTSB blog post, the pair provide an in-depth explanation of how the evaluation process works, and its not always as straightforward as NTSB 830 would have you believe.

After reading this blog, you will be able to confidently explain to your learners the difference between an incident and an accident. Free.

The rapid proliferation of 5G cell network towers has been a concern to aviation safety, but to date the FCC has ignored pleas from the aviation community. The tower signals can interfere with GPS signals used by aircraft. Last month, Canada took a first step toward addressing those concerns, according to Avweb.

The Canadian government is proposing restrictions on 5G service in the vicinity of large airports. The restrictions will be exclusion zones around runways. There would be less-protected areas restricting 5G service. Avweb has the complete story.

CFIs who spend much of their day at low altitudes around airports are increasingly reporting drone sightings. A Canadian drone collided with a Cessna 172 two months ago in Canada, inflicting significant damage to the Cessna.

Now, Drone Traffic CEO Rick Zelenka has developed an app that can identify drones flying in unauthorized areas that threaten CFIs and their learners. Zelenka, a pilot and former NASA engineer, initially created the technology for NASA but intends to release a commercial version for tablets, with the goal of enhancing pilot safety. The full story is on Avweb.

A clear job path for undergraduates to a good job with the NOAA Commissioned Officer Corps is being set up at Kansas State University in Salina. The STEM program will emphasize skills required to become pilots and officers within the NOAA Corps.

Once finished with the new aviation program, students may go on to basic officer training at NOAA's facility in Connecticut. Full Story: The Salina KS Journal.

It's official: as of today, November 1, glider pilots are to squawk 1202 regardless of communications status.

That 1202 squawk code was required by the FAA in 2012 for gliders not in contact with ATC. The new directive calls for glider pilots to use the 1202 code regardless of their ATC communication status. The full AOPA story is here.

Well-known aviation trainer Wayne Phillips, manager of the Airline Training Orientation Program (TOPS), says the airline industry could save an estimated $35 billion annually if it could remove pilots from the flight deck and let “George” fly it.

Are pilotless airplanes that far-fetched? he asks in the October Flight Training magazine. (Note the lack of human pilots in the photo above).

"Consider that modern airliners and corporate aircraft have an array of automated systems that, after the pilots punch data into a box called the flight management system (FMS) and conduct a manual takeoff, can climb to altitude, intercept a route, descend toward an approach, intercept an ILS, and then land in near-zero/zero conditions," Phillips said.

He gives pilots starting training today until 2050 before pilot jobs will be endangered.

The main stage sessions at Migration 2022, set for February 8-9 at the Aerospace Center for Excellence in Lakeland FL will have appearances by CEO Daniel Baker of FlightAware, Todd Simmons of Cirrus, Richard McSpadden of ASI, Sharon DeVivo of Vaughn College and John Zimmerman of Sporty's Pilot Shop.

Redbird Flight Simulations, which sponsors Migration, says the conference will discuss ideas and innovations in aviation safety, flight instruction, workforce development, and customer experience.

Registration opens today for the FAA's annual Airport Design Challenge. The STEM-focused competition allows K-12 students to design virtual airports using the popular game Minecraft. The challenge includes five weeks of organized lesson plans covering topics such as airport layout, pavement, lighting, structures and growth.

Throughout the 2021 contest, FAA aerospace and engineering professionals will provide guidance, while program facilitators will issue weekly knowledge-check quizzes and collect screenshots of students’ designs to “assess progress and provide feedback.” Students may participate individually or in teams of up to five members. Approximately 800 students from around the globe participated in the competition last year.“

The Airport Design Challenge is a perfect fit of science, technology, engineering and math which is so much a part of what we do at the FAA and so important to pass on to the next generation,” said FAA Administrator Steve Dickson.

The business aviation industry continues its climb out from the effects of the coronavirus pandemic, according to Honey Aerospace. The report was issued last month and projects 7,400 new jet deliveries totaling $238 billion over the next 10 years, a one percent increase over 2020 predictions.

Honeywell said the optimistic outlook is attributable to the ongoing return to pre-pandemic levels of flying. Operators surveyed expect flight hours in 2021 that will be 50 percent higher than those they tallied in 2020—with greater growth ahead for 2022.

New business jet deliveries in 2022 are expected to be up 10 percent, as few operators mentioned postponing their acquisition plans. In fact, 90 percent of survey respondents said the pandemic had not put off their deliveries of new or pre-owned jets

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