5 Common Student Pilot Errors

To be the best pilot you can you must be aware of possible mistakes. Whether young or old these are the 5 most common student pilot mistakes.

Failure to use the checklist

I had it fairly easy in my high school years. Most of my tests consisted of open book or open note tests. I figured if I wanted to pass I better take the time to look up every answer to make sure it’s correct.

This is similar to our checklist usage. The answers are right there in front of us but many students fail to use them.

Another twist to this is: Checklist usage for start, taxi, run-up, and takeoff and it remains on the dash untouched for the remainder of the flight.

Although you may think you’ve completely memorized the checklist it’s always good to double check.

Clearing Turns

I find students frequently get so eager to perform their flight maneuvers that they forget where to start. I always start each and every maneuver with a set of clearing turns. It’s important for you as the student to make sure the area is clear before conducting any maneuvers.

Turning Crosswind

This tends to be an unknown with many pilots however the AIM suggests pilots turn crosswind 300 feet from pattern altitude. Example: If your pattern altitude is 1,000 feet, you’d turn crosswind at 700 ft.

Runway signs and Markings

Unfamiliar airports can seem like a jungle even to a veteran pilot. To better equip yourself have a taxiway diagram of every airport you plan to visit on that flight. Be sure to brush up on your runway signs and markings, I have a great video podcast on this subject you can view HERE.

VFR Cloud Clearance Requirements

This is a huge one! I’ve heard stories of students on their checkride flying into clouds because thats the heading the examiner put them on. Regardless you are responsible for maintaining proper cloud clearance which is: 1,000 feet above, 500 feet below, and 2000 feet horizontal from the clouds.
Next time your instructor puts you on a heading that looks like it may break these minimums, be sure to explain to him that you may be breaking the regulations if you continue of this heading.

Conclusion

These are simply 5 common mistakes I’ve observed through giving instruction. Maybe you’ve seen some others, I’d love to hear them! Send me an Email or leave a comment below

Tagged as: Flight Training

Miles Cowan

So true! I just completed my "pre-solo stagecheck," which is required at my flight school (Panorama @KHPN). The checkride instructor (not my usual instructor) asked for some steep turns, and I went right into the first turn without clearing first. About 45 degrees around he "confirmed" that I was doing the first of two clearing turns. Of course I wasn't intending to, but I rolled out at 90 degrees and did another turn the other direction. He still passed me (I'll solo for the first time this weekend coming up), but it totally slipped my mind.

Second big agreement (I agree with all, but some especially so): Checklists! I wouldn't have forgotten the clearing turns if I used my pre-maneuver checklist.

mzeroa

Miles!

Great Experience though huh? Now you'll never forget!

Glad you passed nonetheless! PLEASE PLEASE! Keep Me posted on your solo! I'd love to hear about it :)

Jason

Jason Schappert

Hi Keith!

You're correct about the cloud clearance requirements. However I was referring to our basic training as most students train in Echo or Golf airspace. rarely do you fin yourself doing steep turns, stalls, etc. In class Bravo! :)

PlasticPilot

Few words from Europe. Here the examiner is always PIC, based on the idea that he's the sole on board having a valid rating. Recurrent checks where the examinee is rated (annual IFR check, i.e.) are different.

Regarding the speeds, I fully agree with you. My take-off briefings always include rotation, Vx and Vy. Not just "standard take-off" but the actual values.

Keith

I actually want to also point out what I believe is an incorrect statement: "proper cloud clearance which is: 1,000 feet above, 500 feet below, and 2000 feet horizontal from the clouds." As a general rule for most GA recreational pilots flying single-engine prop aircraft, this works. However, 14 CFR 91.155 states that this rule only applies to Class C; Class D; Class E below 10,000MSL; Class G below 1200ASL at night regardless of MSL; and Class G above 1200ASL but below 10,000MSL. All other airspace have different cloud clearances. One example where only remembering this rule is if a pilot regularly flies in Southern California coast area.

Keith

I think students--particularly VFR--should remember that come check-ride time they are now pilot-in-command, and not the examiner. In fact, if I remember correctly, check ride time can only be logged as either training flight (if you failed) or PIC time (if you pass). Quoting the "Examiner Responsibility" portion of the Private Pilot ASEL PTS "Since there is no formal division between the 'oral' and 'skill' portions of the practical test, this becomes an ongoing process
throughout the test." A student can be asked by the examiner to do a bunch of things that would break the rules, but the student is responsible for deciding to follow or not follow. Students should also remember that they can end the test at any time if they are not comfortable with the direction it's going.

Danny V

Head down checklists are a big problem too, especially in the circuit. Many times I've found myself running through the prelanding check from start to finish without looking outside until I was done.

Jason Schappert

Awesome addition Paul! Students have to keep their noses in the POH and FAR/AIM if only they were more interesting reads! :)

Paul

I'd like to add one that I see quite a bit and that is not being familiar with the limitations in the POH. Max ramp, takeoff, landing and V speeds (especially best glide) should be completely committed to memory. The POH doesn't get nearly enough emphasis that it should in primary training.