A flight review you can be proud of
For taxes we deal with IRS Form 1040 or 1040A. The operative number for the flight review is Federal Aviation Regulation 61.56, and the law it lays down is pretty cut and dried. Each of us, from private pilot to pro, has to undergo a flight review at least once every two years. The only exceptions are glider pilots, who can substitute at least three instructional flights in a glider; pilots who complete one of more phases of an FAA-sponsored pilot proficiency award program such as Wings; and pilots who pass a proficiency check conducted by an examiner, check airman, or a branch of the military. Examples of the latter exception include pilots who earn a new certificate or rating, and professional pilots who complete an FAA-approved simulator-based recurrent training program.
The regulation defines a flight review as consisting of at least one hour of flight training and one hour of ground training. Furthermore, it "must" include a review of the current general operating and flight rules in FAR Part 91, and some combination of flight maneuvers that the reviewer feels is appropriate.
The regulation gives a lot of discretion to the reviewer--in most cases, a certified flight instructor--as to exactly what will be covered in the flight review. It may be a low-cal flight review lite, or it may be a Don Hensley red-meat feast. Hensley, a friend and flight instructor, takes FAR 61.56 seriously. That's understandable given his 37-year-plus career as an FAA air traffic controller and manager, and pilot and airplane owner.
The basic difference between an all-encompassing flight review like Hensley's and a formal checkride is that a flight review is not pass/fail; the instructor will provide whatever instruction is called for so the pilot can indeed do what the regulation requires, which is to "demonstrate the safe exercise of the privileges of the pilot certificate." Hensley, in fact, refers to the flight review as "a lesson." Here, in his words, is what comprises a comprehensive flight review:
"First, I have always found it important to get the individual focused on flying. I do this by sitting down and discussing what we are about to do during the lesson (thus eliminating the surprise element) and how we will improve their proficiency by the end of the session. "We review the aircraft flight manual/systems and logbooks. We do a weight and balance for the flight.
"We review all the critical speeds: VX, VY, VSO, VS, VA, best glide, VLE, VFE, crosswind, etc.
"Next I discuss types of airspace, airport markings, air traffic control procedures, and basically review the Aeronautical Information Manual Chapter 2, Section 3 ('Airport Markings Aids and Signs') and Chapter 4, Section 3 ('Airport Operations'). "The first five steps take approximately one hour if the pilot did his or her part and studied before the lesson. We take a short break, and after I ask questions about what we reviewed.
"We then proceed to the aircraft. I have the student do a thorough preflight inspection and a routine start/taxi/ runup. On the way to the runway I ask questions about various signs and markings. We discuss the meaning of a 'Taxi to Runway Two-One' instruction versus 'Runway Two-One in use, hold short of Runway Three.'
"I discuss the ILS critical area markings and how that applies when the tower is closed. We discuss the magneto check and what it means when there is or is not a drop in engine rpm.
"On departure I have the student do either a short- or soft-field takeoff and climb at VX to 150 feet agl. (Yes, 150 feet, not 50.) We transition to VY, and I have them do climbing turns to 2,500 feet agl and proceed to the practice area.
"We do straight-and-level flight and reach cruise speed, then slow to maneuvering speed and do a series of 45-degree-bank 360-degree turns (always doing clearing turns first). Typical mistakes I see here are a too-shallow bank and failure to maintain altitude and airspeed.
"This maneuver says a lot about pilots and their skill level. The 45-degree bank at maneuvering speed is an excellent exercise to determine if the pilot is able to multitask using both inside and outside references. It tells me how comfortable the pilot is in a steep bank, and if any fear factor exists. It also shows whether the pilot will stick with the maneuver and not give up--keep flying--even after losing it.
"I look for a willingness to continue this maneuver until getting at least one or two 360s correct. If the pilot gives up we discuss why, and the need to always keep flying the aircraft. Failure to complete this maneuver will result in additional instruction before I will sign him off.
"After shaking it out for three or four minutes and discussing the pilot's performance, we climb to 3,500 feet agl ending up at minimum controllable airspeed (VMCA) with full flaps and gear down, if applicable. We do a series of turns at VMCA, 90 degrees left, 90 degrees right, then 360 left, 360 right.
"If the pilot can fly at VMCA and do it well without giving up or stalling the aircraft, he probably will not hurt himself on the base-to-final turn in the pattern. Typical errors are too steep of a bank resulting in a stall, not wanting to slow to maneuvering speed (the stall horn usually makes them nervous), not maintaining altitude, and giving up on the maneuver. Again, failure to complete this maneuver will result in additional instruction until it is mastered and I can sign them off.
"I then transition into approach stalls (full stall) since the airplane already is in approach configuration. We do approach stalls straight ahead, then turning left and right.
"Next are departure stalls (full stalls), again straight ahead and to the left and right. We return to straight and level and just shake it out a little. I do a status check at this point to see how the pilot is doing. If all is well we continue.
"Next up is emergency procedures--engine out, engine fire, electrical fire, runaway prop, unsafe gear. We discuss slips, both forward and side slips, and how they can help you in an emergency landing.
"We then go to an airport and do short-field, soft-field, no flap, and crosswind landings. I really like to do crosswind landings.
"We are getting close to finishing, but first I have the pilot climb out for some hood work, including climbing turns, straight-and-level flight, descending turns, and constant-speed descending turns before transitioning into an approach or two. If the pilot is instrument-qualified we do ILS, VOR, and GPS approaches to minimums, and I also do unusual attitude recoveries.
"Finally, we return to the original departure airport and land."
It's over. Hensley signs the logbook, and you are good to go for another couple of years.
Any pilot who successfully completes this ride can be confident that his or her flying is safe and skills are sharp. And that, of course, is why we do flight reviews.
Mark Twombly is a writer and editor who has been flying since 1968. He is a commercial pilot with instrument and multiengine ratings and co-owner of a Piper Aztec.
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