Editor’s Note: Flight Training Central is excited to welcome Jason Blair as a regular contributor with his new monthly series, From the DPE. As an FAA Designated Pilot Examiner with over 2,500 pilot certificates issued, Jason brings a unique perspective from the other side of the checkride table. In each installment, he’ll share lessons, trends, and real-world scenarios from his extensive experience—offering practical takeaways for both students and instructors. Whether you’re preparing for your first practical test or guiding others toward certification, Jason’s insights will help you approach your next checkride with confidence.
Busting Altitude Minimums
by Jason Blair
If you’ve been around flight training long enough—either in the left seat or the examiner’s seat—you know this truth: many checkride failures don’t come from doing the wrong maneuver, but from doing the right maneuver at the wrong altitude.
Altitude discipline is one of those fundamental expectations that quietly underpins almost every maneuver in the Airman Certification Standards (ACS). It’s not just about airspace compliance or obstacle clearance—it’s about safety, performance, and demonstrating command of the aircraft. Yet year after year, a consistent cause of disapprovals on practical tests stems from pilots flying maneuvers at altitudes outside ACS standards.
Let’s break down a few of the most common altitude-related errors and why they matter.
Ground Reference Maneuvers: Low Is the Standard
The ACS mandates that ground reference maneuvers be conducted between 600 and 1,000 feet AGL.
Ground reference maneuvers—S-turns, turns around a point, rectangular courses—are often dismissed by pilots as basic or even boring. Ironically, they’re still frequent tripping points for applicants, especially when it comes to altitude.
The ACS mandates that ground reference maneuvers be conducted between 600 and 1,000 feet AGL. This isn’t a suggestion—it’s a requirement. Flying them at 1,200 feet AGL or dropping down to 400 AGL can both lead to a checkride bust.
Some pilots miscalculate the terrain elevation beneath their maneuvering point, especially in undulating or rural areas without reliable elevation references. Others climb too high out of habit or discomfort with low-altitude maneuvering, or fail to descend to the correct altitude after completing another maneuver.
These maneuvers are intended to demonstrate control of the aircraft relative to the ground. That means being close enough to perceive drift, manage bank angles appropriately, and correct for wind variation.
Solution: Brief the maneuver location in advance, use a sectional or digital map to determine local terrain elevation, and double-check your AGL versus MSL before entering the maneuver. Use a nearby road, tower, or field feature as a known point of elevation if needed. And remember: your examiner can see the altimeter too. Take the time to set up the maneuver properly—use a checklist if it helps.
Accelerated Stalls Below 3,000 Feet AGL? That’s a No-Go
The ACS for commercial pilots clearly states that accelerated stalls must be recovered no lower than 3,000 feet AGL.
One of the most frequently busted altitude minimums comes during accelerated stalls. The ACS for commercial pilots clearly states that accelerated stalls must be recovered no lower than 3,000 feet AGL—not MSL.
Too often, pilots set up for the maneuver at 3,000 feet MSL over relatively high terrain and end up recovering at barely 2,000 feet AGL—or worse. That’s not just a bust; it’s dangerous. Accelerated stalls, by nature, involve a rapid and steep onset of aerodynamic stall during maneuvering flight. They can result in abrupt wing drops, unexpected spin entries, and more aggressive altitude loss compared to power-off or power-on stalls.
Smart pilots (and CFIs) plan to start the maneuver higher—say, 3,500 or even 4,000 feet AGL—so that recovery is completed with margin to spare.
If you’re flying in an area where terrain elevation is 1,200 feet, you must be recovered from the maneuver no lower than 4,200 feet MSL. Anything less risks violating the standard.
Power-on and power-off stalls only require recovery by 1,500 feet AGL, but too often pilots forget to adjust to the higher altitude for accelerated stalls. A simple fix is to just perform all stall demonstrations at a higher altitude.
Multiengine Recovery Altitudes
The ACS states that most multiengine maneuvers be recovered by 3,000 feet AGL.
For multiengine checkrides, altitude minimums can get even more nuanced. Many single-engine failure simulations and demonstrations require higher altitudes.
The ACS states that Vmc maneuvers, engine shutdown procedures, Vyse demonstrations, and accelerated stalls must be recovered by 3,000 feet AGL. However, some manufacturers have their own higher requirements—a few requiring recovery by 4,000 feet MSL. The Twin Comanche, for example, requires recovery by 5,000 feet MSL, which can be challenging in areas with frequent low clouds.
Always reference manufacturer guidance in the AFM/POH or flight supplements for maneuver-specific altitude requirements. The ACS minimums apply unless the manufacturer specifies a higher limit—in which case, the higher limit is the standard. Not following this on a practical test is almost guaranteed to result in failure.
If you’re prepping for a multiengine ride, read the maneuver-specific notes in the AFM or supplements. Don’t rely on “what the last guy did” or what your CFI told you without verification. As pilot in command, you are responsible for meeting both the ACS standards and the airplane’s limitations.
The Clouds/Weather Trap on Checkride Day
Everyone wants to get their practical test done. But sometimes, the weather just doesn’t cooperate.
Applicants often cheat their altitudes too low on checkride day when clouds limit the ability to climb to the appropriate altitude for maneuvers. The key is to evaluate the weather and determine if sufficient ceilings exist to complete all required maneuvers within ACS (or manufacturer) standards.
If you can’t, it’s time to discontinue or reschedule the test. Don’t fall into the “I’ll try it lower” trap. It frequently leads to busting minimum altitudes or VFR cloud clearances—and ending up with a disapproval.
Discipline Is a Demonstration of Proficiency
Every practical test is a performance, and altitude discipline is one of the clearest indicators of a pilot’s overall proficiency. Setting up a maneuver at the right altitude, briefing it properly, and executing it within standards shows not just compliance with the ACS, but also judgment, planning, and professionalism.
Before each maneuver in the practice area, ask yourself:
Am I at the correct AGL altitude?
Have I accounted for terrain elevation in my MSL setup?
Is my recovery complete above the required minimum?
Does my aircraft require a higher altitude for safe performance?
Practice makes permanent. Don’t just plan to fly “the right way” on checkride day—practice that way every time. If you don’t, bad habits will resurface under pressure.
And if you’re a CFI, insist on precision. Don’t accept “close enough” when it comes to altitude. On checkride day, “close enough” can be the difference between a temporary certificate and a pink slip.
https://media.flighttrainingcentral.com/wp-content/uploads/2025/09/13215730/checkride-insights-minimum-altitude.png10001250Jason Blairhttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngJason Blair2025-09-01 08:55:402025-10-13 21:59:04From the DPE: Busting Altitude Minimums
With so many models, features, and price points, buying a new aviation headset can feel overwhelming. ANR or passive? Bluetooth or panel-powered? TSO-certified or not?
Join Sporty’s resident headset expert Doug Ranly for this webinar presentation to help pilots cut through the noise—literally and figuratively. Doug has flown with every headset on the market and will share real-world insights on the differences between ANR and passive designs, new headset technology, and the features that really matter on the flight deck.
https://media.flighttrainingcentral.com/wp-content/uploads/2025/08/15142736/headset-webinar.png10001250Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngFlight Training Central Staff2025-08-30 08:20:062025-08-30 08:22:58Webinar Video: Choosing the Right Aviation Headset
The altimeter is a flight instrument that provides accurate altitude information to pilots and relies solely on outside air pressure. This week’s tip explores how the altimeter works, the various types of altitudes you need to know about and potential errors you may encounter while referencing the altimeter.
This video tip is from Sporty’s Learn to Fly Course—everything you need to prepare for your written test and earn your pilot certificate, with online ground school, FAA test prep, and real-world training, all in one easy-to-use package.
https://media.flighttrainingcentral.com/wp-content/uploads/2021/03/27093808/get-to-know-your-altimeter.png10001250Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngFlight Training Central Staff2025-08-27 09:34:382025-08-27 09:38:31Video tip: Get to Know Your Altimeter
Welcome to the latest edition of the Flight Maneuver Spotlight series. Here we’ll highlight the various maneuvers you’ll practice during your flight training and be expected to demonstrate during your private pilot checkride.
Each maneuver is part of Sporty’s 2025 Learn to Fly Course and includes a narrated video animation, along with step-by-step instructions that include performance standards and common errors. Study them while on the ground or print them for quick reference in the airplane.
These step-by-step instructions are from Sporty’s 2025 Learn to Fly Course, which includes over 15 hours of HD and 4K video demonstrating how to fly each maneuver, along with complete FAA test prep features.
https://media.flighttrainingcentral.com/wp-content/uploads/2025/08/26095902/maneuver-spotlight-soft-field-takeoff.png10001250studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngstudentpltnews2025-08-25 08:55:352025-08-26 10:01:38Flight Maneuver Spotlight: Soft Field Takeoff
The takeoff is one of the exhilarating parts of flying, but requires some basic knowledge of aircraft control and the airport environment. Here we’ll look at a series of tips to help ensure each of your takeoffs are executed both smoothly and safely.
This video tip is from Sporty’s Learn to Fly Course—everything you need to prepare for your written test and earn your pilot certificate, with online ground school, FAA test prep, and real-world training, all in one easy-to-use package.
https://media.flighttrainingcentral.com/wp-content/uploads/2024/05/20135249/How-to-Make-Better-Takeoffs.png10001250Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngFlight Training Central Staff2025-08-20 13:30:192025-08-20 13:53:29Video Tip: How to Make Better Takeoffs
Editor’s note: This is the first contribution to Flight Training Central from James Onieal, an ATP-certified pilot, instructor, and veteran of Part 91, 135, and 121 operations. With type ratings in the King Air 350, Citation Sovereign, and Embraer 170/190, James brings a wealth of real-world experience to every cockpit—and every article. His writing, like his flying, is focused not just on the technical side of aviation, but on the human side as well. In this story, he reflects on a powerful early lesson about communication, leadership, and the moments that shape us as pilots. James was also a guest on the Pilot’s Discretion Podcast. We’re thrilled to welcome him to the series.
The truth is, most of the tough stuff you’ll face as a professional pilot won’t involve stick-and-rudder skills or technical knowledge. It’s the people stuff that trips you up. Aviation does a great job teaching us how to run checklists, master the regs, and stick landings in ugly crosswinds, but when it comes to communication and handling conflict in fast-moving situations? We’re not nearly as good. And the reality is, it’s way easier to miscommunicate than get it right.
My first turbine job was flying the Saab 340 as a regional First Officer. I crushed training—100% on the indoc test, 94% on systems, cut a full sim session, and passed my checkride with ease. I left training feeling sharp in the airplane, but totally unaware of how unprepared I was for the interpersonal side of the job.
My first turbine job was flying the Saab 340 as a regional First Officer.
About six months later, I flew a nighttime leg from Washington Dulles to White Plains, New York, with the same Check Airman who had done my checkride in the sim and Operating Experience (OE) in the airplane. It was his leg, a route he’d flown a thousand times before. He was the kind of Captain you wanted to fly with: sharp, kind, calm, and made hand-flying look easy. You’d think the autopilot was on until you looked at the panel. He was so smooth you could see him adjust pressure on the yoke just to compensate for the flight attendants walking the aisle. The guy was a rock star.
About 75 minutes into the flight, 20 miles west of the airport, ATC called:
“Do you have the field in sight?”
Without hesitation, the Captain said, “Call it and ask for the Visual 34.”
I did.
“Cleared for the Visual 34, number one,” ATC replied.
As we approached the airport, I started getting uncomfortable. From my seat, it looked like we’d be rolling out on final somewhere between one and two miles from the threshold at around 500 to 600 feet AGL. It was way too tight and too low to be maneuvering a 27,000-pound turboprop with 30 people on board at night. It didn’t make sense—this Captain wasn’t reckless. It felt off.
I didn’t say what I should have:
“Widen out. We’re too tight, too low. We’re going to be unstable.”
Instead, I hedged:
“Do you think we’re gonna be tight?”
I backed off and asked a vague question instead of giving clear feedback. There was still time to make the safer call, but I didn’t push. We started our turn to final about 1.5 miles out. It was pitch black, no moon, just the airport lights and the strobes of a regional jet holding short.
About 30 degrees into our 90-degree turn, I realized we were in trouble. The turn was late, the tailwind was stronger than expected, and we were clearly going to overshoot final.
And just like before, I chose comfort over confrontation:
“Do you think we should go around?”
What I should’ve said was:
“Go around.”
But I froze.
This was the Captain who had signed off my OE. He had 3,000 or 4,000 more hours than I did. He wasn’t a risk taker. He didn’t make bad decisions. So who was I to challenge him?
As the turn tightened, our descent rate hit 900 feet per minute. The bank angle kept increasing, then the GPWS shouted: “Bank angle!” We were rolling too far, too low, too fast. I looked outside. We were correcting back toward the runway but were far right of centerline and uncomfortably close to the RJ holding short.
We were unstable. The bank angle was all over the place. The nose was pointed 30 degrees off runway heading. And the Captain was working the yoke and rudder hard, trying to salvage the approach.
My stress spiked. I went into full fight-or-flight. I couldn’t find the right words. Everything was moving too fast. The only thing I managed to get out was:
“Please go around.”
Not a call. Not a command. Just a quiet request, at the exact moment that Captain needed a confident FO to back him up.
He replied, “It’s okay, I got it.”
At that point, all I could do was grip both armrests and brace. We touched down side-loaded on the far right edge of the runway. The nose was still 20 degrees off runway heading. One prop came within feet of the runway edge lights. The aircraft swerved hard as the Captain wrestled it back under control.
As we taxied clear, he laughed.
“Come on, it wasn’t that bad, was it?”
I didn’t answer. I was still buzzing with adrenaline, so I buried myself in the checklist and after-landing flow.
We parked at the gate and shut down. I stepped out to start the walkaround, mostly just to cool down. As I rounded the tail, there he was. Waiting. Pale as a ghost.
His first words were:
“What I did was not okay. I should’ve listened to you. I don’t know why I didn’t.”
Then he said something I’ll never forget:
“You were right to call for the go-around. I was wrong to continue. Don’t ever hold back just because a Captain doesn’t listen.”
He called me twice more during the hour-long drive home that night, both times just to apologize.
You can be human and still be a great leader.
That flight taught me two of the most valuable lessons of my career:
1. We’re all humans first, pilots second.
It doesn’t matter how many hours you’ve logged or how many times you’ve flown that approach—we’re all still human. And humans make mistakes. We were both human that night.
As we debriefed later, things made more sense. He’d been up since 5:30 a.m. caring for his sick daughter. He’d tried to nap but didn’t sleep well. He felt fine during the first leg and the turn in the terminal. But by the time we were setting up for the approach, fatigue had crept in, and neither of us caught it. His judgment was impaired. He wasn’t processing how bad things were getting and thought he could recover it because he’d done it so many times before.
2. You can be human and still be a great leader.
Both of us messed up that night. But the way he handled it afterward—that’s what taught me what real leadership looks like.
Great leaders aren’t perfect. They admit when they’re wrong. They don’t disappear when things go sideways. They keep the conversation going. And they turn their mistakes into lessons for others.
So, the next time you’re training a student, mentoring a pilot, or in an interview and someone asks, “Tell me about a time you showed great leadership,” don’t rush to share the story where you look like a flawless hero. Your most powerful stories come from the moments where you were human, when you made a mistake, owned it, learned from it, and helped others grow because of it.
Don’t let the pursuit of perfection get in the way of real connection.
https://media.flighttrainingcentral.com/wp-content/uploads/2025/08/04102533/Copy-of-Often-Overlooked-Regulations.png10001250James Oniealhttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngJames Onieal2025-08-18 08:55:282025-08-18 21:46:57The biggest myth in aviation? That great pilots are defined by great flying skills.
From the DPE: Busting Altitude Minimums
/in From the DPE/by Jason BlairEditor’s Note: Flight Training Central is excited to welcome Jason Blair as a regular contributor with his new monthly series, From the DPE. As an FAA Designated Pilot Examiner with over 2,500 pilot certificates issued, Jason brings a unique perspective from the other side of the checkride table. In each installment, he’ll share lessons, trends, and real-world scenarios from his extensive experience—offering practical takeaways for both students and instructors. Whether you’re preparing for your first practical test or guiding others toward certification, Jason’s insights will help you approach your next checkride with confidence.
Busting Altitude Minimums
by Jason Blair
If you’ve been around flight training long enough—either in the left seat or the examiner’s seat—you know this truth: many checkride failures don’t come from doing the wrong maneuver, but from doing the right maneuver at the wrong altitude.
Altitude discipline is one of those fundamental expectations that quietly underpins almost every maneuver in the Airman Certification Standards (ACS). It’s not just about airspace compliance or obstacle clearance—it’s about safety, performance, and demonstrating command of the aircraft. Yet year after year, a consistent cause of disapprovals on practical tests stems from pilots flying maneuvers at altitudes outside ACS standards.
Let’s break down a few of the most common altitude-related errors and why they matter.
Ground Reference Maneuvers: Low Is the Standard
The ACS mandates that ground reference maneuvers be conducted between 600 and 1,000 feet AGL.
Ground reference maneuvers—S-turns, turns around a point, rectangular courses—are often dismissed by pilots as basic or even boring. Ironically, they’re still frequent tripping points for applicants, especially when it comes to altitude.
The ACS mandates that ground reference maneuvers be conducted between 600 and 1,000 feet AGL. This isn’t a suggestion—it’s a requirement. Flying them at 1,200 feet AGL or dropping down to 400 AGL can both lead to a checkride bust.
Some pilots miscalculate the terrain elevation beneath their maneuvering point, especially in undulating or rural areas without reliable elevation references. Others climb too high out of habit or discomfort with low-altitude maneuvering, or fail to descend to the correct altitude after completing another maneuver.
These maneuvers are intended to demonstrate control of the aircraft relative to the ground. That means being close enough to perceive drift, manage bank angles appropriately, and correct for wind variation.
Accelerated Stalls Below 3,000 Feet AGL? That’s a No-Go
The ACS for commercial pilots clearly states that accelerated stalls must be recovered no lower than 3,000 feet AGL.
One of the most frequently busted altitude minimums comes during accelerated stalls. The ACS for commercial pilots clearly states that accelerated stalls must be recovered no lower than 3,000 feet AGL—not MSL.
Too often, pilots set up for the maneuver at 3,000 feet MSL over relatively high terrain and end up recovering at barely 2,000 feet AGL—or worse. That’s not just a bust; it’s dangerous. Accelerated stalls, by nature, involve a rapid and steep onset of aerodynamic stall during maneuvering flight. They can result in abrupt wing drops, unexpected spin entries, and more aggressive altitude loss compared to power-off or power-on stalls.
Smart pilots (and CFIs) plan to start the maneuver higher—say, 3,500 or even 4,000 feet AGL—so that recovery is completed with margin to spare.
If you’re flying in an area where terrain elevation is 1,200 feet, you must be recovered from the maneuver no lower than 4,200 feet MSL. Anything less risks violating the standard.
Power-on and power-off stalls only require recovery by 1,500 feet AGL, but too often pilots forget to adjust to the higher altitude for accelerated stalls. A simple fix is to just perform all stall demonstrations at a higher altitude.
Multiengine Recovery Altitudes
The ACS states that most multiengine maneuvers be recovered by 3,000 feet AGL.
For multiengine checkrides, altitude minimums can get even more nuanced. Many single-engine failure simulations and demonstrations require higher altitudes.
The ACS states that Vmc maneuvers, engine shutdown procedures, Vyse demonstrations, and accelerated stalls must be recovered by 3,000 feet AGL. However, some manufacturers have their own higher requirements—a few requiring recovery by 4,000 feet MSL. The Twin Comanche, for example, requires recovery by 5,000 feet MSL, which can be challenging in areas with frequent low clouds.
Always reference manufacturer guidance in the AFM/POH or flight supplements for maneuver-specific altitude requirements. The ACS minimums apply unless the manufacturer specifies a higher limit—in which case, the higher limit is the standard. Not following this on a practical test is almost guaranteed to result in failure.
If you’re prepping for a multiengine ride, read the maneuver-specific notes in the AFM or supplements. Don’t rely on “what the last guy did” or what your CFI told you without verification. As pilot in command, you are responsible for meeting both the ACS standards and the airplane’s limitations.
The Clouds/Weather Trap on Checkride Day
Everyone wants to get their practical test done. But sometimes, the weather just doesn’t cooperate.
Applicants often cheat their altitudes too low on checkride day when clouds limit the ability to climb to the appropriate altitude for maneuvers. The key is to evaluate the weather and determine if sufficient ceilings exist to complete all required maneuvers within ACS (or manufacturer) standards.
If you can’t, it’s time to discontinue or reschedule the test. Don’t fall into the “I’ll try it lower” trap. It frequently leads to busting minimum altitudes or VFR cloud clearances—and ending up with a disapproval.
Discipline Is a Demonstration of Proficiency
Every practical test is a performance, and altitude discipline is one of the clearest indicators of a pilot’s overall proficiency. Setting up a maneuver at the right altitude, briefing it properly, and executing it within standards shows not just compliance with the ACS, but also judgment, planning, and professionalism.
Before each maneuver in the practice area, ask yourself:
Practice makes permanent. Don’t just plan to fly “the right way” on checkride day—practice that way every time. If you don’t, bad habits will resurface under pressure.
And if you’re a CFI, insist on precision. Don’t accept “close enough” when it comes to altitude. On checkride day, “close enough” can be the difference between a temporary certificate and a pink slip.
Webinar Video: Choosing the Right Aviation Headset
/in News/by Flight Training Central StaffWith so many models, features, and price points, buying a new aviation headset can feel overwhelming. ANR or passive? Bluetooth or panel-powered? TSO-certified or not?
Join Sporty’s resident headset expert Doug Ranly for this webinar presentation to help pilots cut through the noise—literally and figuratively. Doug has flown with every headset on the market and will share real-world insights on the differences between ANR and passive designs, new headset technology, and the features that really matter on the flight deck.
Video tip: Get to Know Your Altimeter
/in Video Tips/by Flight Training Central StaffThe altimeter is a flight instrument that provides accurate altitude information to pilots and relies solely on outside air pressure. This week’s tip explores how the altimeter works, the various types of altitudes you need to know about and potential errors you may encounter while referencing the altimeter.
This video tip is from Sporty’s Learn to Fly Course—everything you need to prepare for your written test and earn your pilot certificate, with online ground school, FAA test prep, and real-world training, all in one easy-to-use package.
Flight Maneuver Spotlight: Soft Field Takeoff
/in Flight Maneuvers/by studentpltnewsWelcome to the latest edition of the Flight Maneuver Spotlight series. Here we’ll highlight the various maneuvers you’ll practice during your flight training and be expected to demonstrate during your private pilot checkride.
Each maneuver is part of Sporty’s 2025 Learn to Fly Course and includes a narrated video animation, along with step-by-step instructions that include performance standards and common errors. Study them while on the ground or print them for quick reference in the airplane.
These step-by-step instructions are from Sporty’s 2025 Learn to Fly Course, which includes over 15 hours of HD and 4K video demonstrating how to fly each maneuver, along with complete FAA test prep features.
Video Tip: How to Make Better Takeoffs
/in Video Tips/by Flight Training Central StaffThe takeoff is one of the exhilarating parts of flying, but requires some basic knowledge of aircraft control and the airport environment. Here we’ll look at a series of tips to help ensure each of your takeoffs are executed both smoothly and safely.
This video tip is from Sporty’s Learn to Fly Course—everything you need to prepare for your written test and earn your pilot certificate, with online ground school, FAA test prep, and real-world training, all in one easy-to-use package.
The biggest myth in aviation? That great pilots are defined by great flying skills.
/in Personal stories, Tips and technique/by James OniealEditor’s note: This is the first contribution to Flight Training Central from James Onieal, an ATP-certified pilot, instructor, and veteran of Part 91, 135, and 121 operations. With type ratings in the King Air 350, Citation Sovereign, and Embraer 170/190, James brings a wealth of real-world experience to every cockpit—and every article. His writing, like his flying, is focused not just on the technical side of aviation, but on the human side as well. In this story, he reflects on a powerful early lesson about communication, leadership, and the moments that shape us as pilots. James was also a guest on the Pilot’s Discretion Podcast. We’re thrilled to welcome him to the series.
The truth is, most of the tough stuff you’ll face as a professional pilot won’t involve stick-and-rudder skills or technical knowledge. It’s the people stuff that trips you up. Aviation does a great job teaching us how to run checklists, master the regs, and stick landings in ugly crosswinds, but when it comes to communication and handling conflict in fast-moving situations? We’re not nearly as good. And the reality is, it’s way easier to miscommunicate than get it right.
My first turbine job was flying the Saab 340 as a regional First Officer. I crushed training—100% on the indoc test, 94% on systems, cut a full sim session, and passed my checkride with ease. I left training feeling sharp in the airplane, but totally unaware of how unprepared I was for the interpersonal side of the job.
My first turbine job was flying the Saab 340 as a regional First Officer.
About six months later, I flew a nighttime leg from Washington Dulles to White Plains, New York, with the same Check Airman who had done my checkride in the sim and Operating Experience (OE) in the airplane. It was his leg, a route he’d flown a thousand times before. He was the kind of Captain you wanted to fly with: sharp, kind, calm, and made hand-flying look easy. You’d think the autopilot was on until you looked at the panel. He was so smooth you could see him adjust pressure on the yoke just to compensate for the flight attendants walking the aisle. The guy was a rock star.
About 75 minutes into the flight, 20 miles west of the airport, ATC called:
“Do you have the field in sight?”
Without hesitation, the Captain said, “Call it and ask for the Visual 34.”
I did.
“Cleared for the Visual 34, number one,” ATC replied.
As we approached the airport, I started getting uncomfortable. From my seat, it looked like we’d be rolling out on final somewhere between one and two miles from the threshold at around 500 to 600 feet AGL. It was way too tight and too low to be maneuvering a 27,000-pound turboprop with 30 people on board at night. It didn’t make sense—this Captain wasn’t reckless. It felt off.
I didn’t say what I should have:
“Widen out. We’re too tight, too low. We’re going to be unstable.”
Instead, I hedged:
“Do you think we’re gonna be tight?”
I backed off and asked a vague question instead of giving clear feedback. There was still time to make the safer call, but I didn’t push. We started our turn to final about 1.5 miles out. It was pitch black, no moon, just the airport lights and the strobes of a regional jet holding short.
About 30 degrees into our 90-degree turn, I realized we were in trouble. The turn was late, the tailwind was stronger than expected, and we were clearly going to overshoot final.
And just like before, I chose comfort over confrontation:
“Do you think we should go around?”
What I should’ve said was:
“Go around.”
But I froze.
This was the Captain who had signed off my OE. He had 3,000 or 4,000 more hours than I did. He wasn’t a risk taker. He didn’t make bad decisions. So who was I to challenge him?
As the turn tightened, our descent rate hit 900 feet per minute. The bank angle kept increasing, then the GPWS shouted: “Bank angle!” We were rolling too far, too low, too fast. I looked outside. We were correcting back toward the runway but were far right of centerline and uncomfortably close to the RJ holding short.
We were unstable. The bank angle was all over the place. The nose was pointed 30 degrees off runway heading. And the Captain was working the yoke and rudder hard, trying to salvage the approach.
My stress spiked. I went into full fight-or-flight. I couldn’t find the right words. Everything was moving too fast. The only thing I managed to get out was:
“Please go around.”
Not a call. Not a command. Just a quiet request, at the exact moment that Captain needed a confident FO to back him up.
He replied, “It’s okay, I got it.”
At that point, all I could do was grip both armrests and brace. We touched down side-loaded on the far right edge of the runway. The nose was still 20 degrees off runway heading. One prop came within feet of the runway edge lights. The aircraft swerved hard as the Captain wrestled it back under control.
As we taxied clear, he laughed.
“Come on, it wasn’t that bad, was it?”
I didn’t answer. I was still buzzing with adrenaline, so I buried myself in the checklist and after-landing flow.
We parked at the gate and shut down. I stepped out to start the walkaround, mostly just to cool down. As I rounded the tail, there he was. Waiting. Pale as a ghost.
His first words were:
“What I did was not okay. I should’ve listened to you. I don’t know why I didn’t.”
Then he said something I’ll never forget:
“You were right to call for the go-around. I was wrong to continue. Don’t ever hold back just because a Captain doesn’t listen.”
He called me twice more during the hour-long drive home that night, both times just to apologize.
You can be human and still be a great leader.
That flight taught me two of the most valuable lessons of my career:
1. We’re all humans first, pilots second.
It doesn’t matter how many hours you’ve logged or how many times you’ve flown that approach—we’re all still human. And humans make mistakes. We were both human that night.
As we debriefed later, things made more sense. He’d been up since 5:30 a.m. caring for his sick daughter. He’d tried to nap but didn’t sleep well. He felt fine during the first leg and the turn in the terminal. But by the time we were setting up for the approach, fatigue had crept in, and neither of us caught it. His judgment was impaired. He wasn’t processing how bad things were getting and thought he could recover it because he’d done it so many times before.
2. You can be human and still be a great leader.
Both of us messed up that night. But the way he handled it afterward—that’s what taught me what real leadership looks like.
Great leaders aren’t perfect.
They admit when they’re wrong.
They don’t disappear when things go sideways.
They keep the conversation going.
And they turn their mistakes into lessons for others.
So, the next time you’re training a student, mentoring a pilot, or in an interview and someone asks, “Tell me about a time you showed great leadership,” don’t rush to share the story where you look like a flawless hero. Your most powerful stories come from the moments where you were human, when you made a mistake, owned it, learned from it, and helped others grow because of it.
Don’t let the pursuit of perfection get in the way of real connection.
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