Some pilots find it difficult to believe that human learning, once acquired, is not stored permanently in the mind-as is possible with computers. But the fact is that human information retention is selective; we retain both skills and knowledge in proportion to their use and apparent importance to our survival.
The process of forgetting can begin almost the moment we walk off the landing site with a newly acquired certificate or rating in hand. This is certainly true for general aviation pilots who may fly infrequently and irregularly, in between work and family demands on their time, i.e., those who fly for pleasure or recreation, or for occasional business convenience.
The Federal Aviation Administration has conducted studies designed to track the retention or loss of pilot skills over a period of time. One study found that recently certificated pilots who do not fly regularly undergo a rapid and significant deterioration of their ability to perform flight tasks. (No definition of what it is to "fly regularly" was attempted.)
The study observed that some types of advanced training was helpful in reducing skill erosion, but the effects were temporary in any case. Not only recently certificated pilots but the majority of the general aviation pilot population is considered susceptible to rapid skill erosion-i.e., "forgetting"-in the absence of some form of continued training.
Throughout the study the participants completed self-prediction and self-evaluation forms. The subject pilots perception largely failed to conform to the errors in their actual flight task performance. In other words, their assumed level of competence was much higher than their demonstrated performance.
In this connection, the FAA-required Biennial Flight Review serves an important purpose in calling attention to unsuspected skill weaknesses in the basket. However, the responsibility for taking appropriate remedial actions, following the completion of a BFR, rests with the individual. Many pilots apparently assume that they can improve their skills by resolve alone, rather than by means of scheduled practice or training-which is illusory.
In flying, skill retention or loss is generally divided into two kinds: cognitive/procedural and control oriented-or, more simply put, mental versus manual tasks. The study confirmed the widely held belief that the most serious skill loss is in the mental area.
It should be noted that these errors did not necessarily constitute an unsafe flight condition insofar as the pilots were able to complete the maneuver without incident, but there was clear evidence that flight skills had eroded since certification, and presumably would continue to erode given the present pattern of flight activity.
Flight tasks which showed the greatest degree of skill loss were landings. The landing phase requires a great deal of mental skill. 75 percent of the accidents in ballooning occur during the landing. Those with the least degree of skill loss were primarily control-oriented, with sources of immediate feedback.
Ideally, skill retention is best reinforced with continued flight practice, training, and testing.
Those pilots who participate in recurrent ground and flight training programs within general aviation have a less likelihood of being involved in an accident. This "preferred risk" group has about half as many accidents as the general aviation population and only one-fourth of the overall average for fatal accidents.
The "preferred risk" group are those pilots who actively participate in the FAA "WINGS" program. Formerly known as the Pilot Proficiency Award Program, it was initiated in 1977 by the FAA for the benefit of general aviation pilots who recognized a need for assistance in retaining their operating skills at an optimum level. The program now has ten levels, or phases. The program provides pilots with the opportunity to establish and participate in a personal recurrent training program.
All pilots holding a recreational pilot certificate or higher and a current medical certificate, when required, may participate. In addition, uncertificated pilots of qualified ultralight vehicles under Federal Aviation Regulation Part 103 may participate. Requests to participate in the program should be made to a certificated flight instructor, an appointed Aviation Safety Counselor (ASC), or the Safety Program Manager (SPM) in the local FAA Flight Standards District Office (FSDO).
Upon completion of each phase of the 10-phase program, pilots become eligible to wear and are presented with a distinctive lapel or tie pin (wings) and a certificate of completion. The wings for Phase I are plain bronze tone with those for the Phase X, currently the highest level, bright gold tone with the roman numeral X and shield located within a ring of 10 stars.
As an added bonus to participating in the program a pilot need not accomplish the flight review requirements of FAR Section 61.56 (Biennial Flight Review) if since the beginning of the 24th calendar month before the month in which that pilot acts as pilot in command, he or she has satisfactorily completed one or more phases of an FAA-sponsored Pilot Proficiency Award Program (reference FAR Section 61.56(f)).
Minimum requirements, which include specific subjects and flight maneuvers, have been established. (See the box close by for lighter-than- air aircraft requirements.) The required training profiles represent those phases of operation that have been identified by accident reports as those most likely to produce accidents. These training profiles are established for each category of aircraft. All training requirements for each phase of the program must be completed within 12 months. After completing a phase of the program, pilots may begin working on the requirements of the succeeding phase at any time; however, 12 months must pass between the date of completion of a phase and application for the award for the next phase.
For more information on the program contact your local FSDO and ask for a copy of Advisory Circular (AC) 61-91G.
Lighter-Than-Air
1. One hour of ground training to include fuel management, refueling,
proper inflation procedures, review of the flight manual, and proper
weather check.
2. One hour of flight training to include approaches, touch-and-go, level
flight, rapid descent and level out, and simulated landing in a congested
area.
3. One hour of flight training to include relighting the pilot light,
simulated high wind/short field landings, and other simulated emergency
situations.
Safety Meetings
1. All applicants must attend at least one FAA-sponsored or FAA-
sanctioned aviation safety seminar or industry-conducted recurrent
training program.
2. Attendance at an Aviation Safety Program aviation safety seminar must
be verified in the pilot's logbook or other proficiency record. This
verification must be signed by an FAA PM, other FAA inspector, or an SAC
involved in conducting the seminar.
Awarding of the Pilot Proficiency Wings and Certificate
Endorsement Verification. As pilots complete each step of the training
their logbook or other proficiency records must be endorsed by the persons
who gave the instruction. That endorsement should read substantively as
follows:
Mr./Ms.________, holder of pilot certificate no.__________, has
satisfactorily completed the training requirements outlined in Advisory
Circular 61-91G, paragraphs (state which apply)
/s/ (date) name, certificate number
Award of Pilot Proficiency Wings and Certificate
The Pilot Proficiency Award certificate and the appropriate wings will be
awarded after the pilot's logbook or other proficiency record is presented
to the SPM for verification of completion of training as stipulated in the
Advisory Circular.
