CFI-to-CFI Newsletter - Volume 10 Issue 2 - 20

ASI MESSAGE
good example for all of us. A high-time pilot, highly qualified in multiple airplane
categories and clearly confident in his skills, is respectful of the challenges of
transitioning to a new airplane and new avionics.

or collision potential, but it bothered us both that we didn't hear him. Why? New
airplane, new routines, distractions with a new before-takeoff procedure, and
unfamiliar right-seat pilot.

In transitioning to new airplanes, small things can cause a pilot to get behind the
airplane or lose situational awareness. A notepad may be in a different pocket than
where you kept it in the other airplane. Or a Direct-To function on the nav panel
requires a different button sequence than you're used to. There's no time to fumble
for those when ATC is spewing an amended clearance while you're clipping along at
180 knots. The effect is exacerbated in single-pilot IFR flying.

John's stick-and-rudder skills were evident on our flight. His comfortable and
astute radio coms exposed decades of flying in a professional environment.
He hasn't mastered the new Baron panel to his desired level of performance,
and I admire his approach. ln the safety business, it's difficult to measure the
accident that didn't happen, but if more of us took John's methodical approach to
transitioning airplanes (or avionics), we'd surely prevent a few more accidents.

On our flight, I didn't fully lock the cabin door, which is on the right side in the
Baron. I checked it, as did John, because the locked indicator wasn't completely
visible. Hmm, oh, well, we both decided, looks locked, feels locked, can't see daylight,
must be the indicator isn't quite calibrated. No, we learned once airborne, the door
was shut but not locked and the wind noise was a distraction all during the flight-a
little thing that causes annoyance with missed coms and diverted attention.

Go fly!

John consistently referred to his checklist; we discussed the nuances of a Baron
runup and before-takeoff sequence. We paused for a pre-takeoff briefing, verbalized
the VMC speed, then called our takeoff intentions and turned toward the runway,
just as another aircraft lifted off from the opposite direction. The other pilot was at
the far end and we were still clear of the runway, so there was no runway incursion

Richard G. McSpadden, Jr.
Executive Director, AOPA Air Safety Institute
PS: ASI has a great course you can share with your
students (airsafetyinstitute.org/transitioning).

Educating pilots on improving their skills and enhancing GA safety is a core tenet of AOPA's Air Safety Institute
and its educational programs. Your contribution funds these activities and ensures we continue to address the
needs of pilots everywhere. Show your support with a donation today. www.aopafoundation.org/donate

http://www.airsafetyinstitute.org/transitioning http://www.aopafoundation.org/donate

CFI-to-CFI Newsletter - Volume 10 Issue 2

Table of Contents for the Digital Edition of CFI-to-CFI Newsletter - Volume 10 Issue 2