Proficient Pilot: E = mc2

There are three forms of energy involved in energy management: kinetic energy (speed), potential energy (height above the ground), and chemical energy (the fuel in your tanks). A unit of energy is the joule; so much energy is represented by so many joules. But who cares? Concerning ourselves with this just complicates the issue. Using the appropriate formulas, we can determine, for example, that the potential energy of a given airplane at 1,000 feet agl is equivalent to 150 knots of kinetic energy. But again, so what? Such esoterica has no value when operating an airplane.

We learn early in our flying careers that altitude, airspeed, and fuel are good things to have (within reason) and that we can at times trade one for another (the “Roller Coaster Principle” as introduced by Wolfgang Langewiesche in his ageless classic, Stick and Rudder). We also understand that an insufficient quantity of altitude, airspeed, or fuel is not good. A study of energy management as it relates to flying an airplane just distracts from what we already know. We don’t need a study of physics to intuitively understand and cope with these variables of flight.

“Oh, no,” the CFI in Florida said. “Those taking a practical examination are required to have the knowledge needed to discuss energy management.”

I was taken aback. I had not heard that. He referred me to the airman certification standards. Previously called the practical test standards, these are published by the FAA to provide guidance to those about to take a flight test. In addition to listing all the requirements, the ACS also provides handy references for all required knowledge. Such references include, for example, the FAA’s Airplane Flying Handbook and Pilot’s Handbook of Aeronautical Knowledge.

The instructor was right. The ACS for the private pilot-airplane certificate indicates that there are nine times when the applicant is supposed to know about energy management. One example is the knowledge required when discussing a normal takeoff and landing. The ACS states that the applicant is expected to demonstrate knowledge of “a stabilized approach, to include energy management concepts.”

I quickly looked through the ACS for the references that would educate me about this subject. Guess what? There are none. Not one FAA manual or resource discusses the concept of energy management. In other words, there is no way to determine what specific knowledge or understanding of energy management is required of private or commercial pilot applicants, something that must confuse and frustrate student pilots as well as their instructors.

Wanting to remain anonymous, I asked a local instructor to ask the FAA’s Flight Standards Service about this. He asked: “What types of questions can applicants expect from an examiner regarding energy management concepts?” Also, “What are applicants expected to know about energy management?”

The timely reply stated: “Currently our [FAA] manuals do not cover energy management. [This subject] was put into the ACS because the FAA would like to have it as a topic of importance in the future.” What? Applying that logic, the FAA should include time-travel procedures in the ACS. After all, that, too, might someday be a topic of importance.

A recent online survey posted on Facebook asked pilots if they had been asked about energy management on their checkrides. Many responded affirmatively. It is fascinating that pilots are being asked for knowledge about something not mentioned in any FAA literature.

There are pilots, however, who claim that they use energy management principles in the operation of their airplanes. A number of them were asked why thinking in terms of kinetic, potential, and chemical energy is more beneficial than thinking in terms of airspeed, altitude, and fuel remaining. Not one had a plausible response. Not one.

One aviation organization says in a published discussion of energy management that, “As a pilot, you are an energy manager.” I suppose that’s true, but I prefer thinking about such things the old-fashioned way. As pilots, we are airspeed, altitude, and fuel managers. So it has always been, and so it shall always be, irrespective of the fancy and unnecessary buzzwords promoted by some—especially academicians—to describe it. Why can’t we just leave well enough alone?

Web: www.barryschiff.com