Thinking like a Commercial Pilot
By Len Litton
As pilots we are always growing and striving to achieve a higher level of knowledge, skill, and expertise as we progress from private to commercial pilot. The private pilot certificate is designed for recreational flying and personal enjoyment. In theory there is no flight or mission that a private pilot can't do another day, and therefore the "private pilot mindset" leans toward the "no-go" side of the fence when using ADM processes to make a go/no-go decision.
As we train for the commercial pilot certificate, we must become more knowledgeable concerning the rules and regulations (think Part 135 operations with passengers). We learn about flying in different flight environments such as high altitude operations, dealing with MELs, flying faster and higher, honing our stick and rudder skills to fly the aircraft more precisely and in more challenging flight conditions. Additionally, we should also transition our mindset from that of a private pilot to that of a commercial pilot who is a professional getting paid to move people and equipment from point A to B for compensation.
The "commercial pilot mindset" leans toward the "go" side of the fence, but not in a reckless or unsafe manner. The commercial pilot is more than a "good stick." He or she is a "problem solver" who is focused on getting the passengers and/or equipment from point A to point B on time in the most efficient manner possible while minimizing the risk to the flight, thus making it as safe as practical. That being the case, the commercial pilot must be an expert at ADM and develop a thorough and sound process for the following. 1) Identifying hazards, 2) Assessing the risk those hazards present to the successful completion of the flight and 3) Mitigating that risk to an acceptable level.
I recommend the "3-P model" (perceive, process, and perform) supported by the PAVE, CARE, and TEAM checklists. So, as you work on those power-off 180s and eights on pylon maneuvers in preparation for the commercial check ride, don't forget to continue developing your ADM skills to cultivate a "commercial pilot mindset" that gets the job done on schedule in the safest manner possible.
"Commercial Mindset Challenge"
You are scheduled for a commercial flight with a time-sensitive cross-country. Weather is marginal VFR with lowering ceilings along your route, possible thunderstorms around your ETA and your paid passengers are expecting to make it to their meeting on time.
Do you go or no-go?
If you go, what risks are you accepting?
What mitigation strategies would you put in place?
At what point would you decide to divert or turn around?
Think through this scenario using the 3P Model (Perceive, Process, Perform) and discuss your decision-making with your instructor.
How do you know when it's time to go around?
A go-around is ultimately your decision! You can't rely on your CFI to make that call for you. You don't need to wait until the airplane has bounced 10 feet into the air to decide. The sooner you recognize the sequence of events leading to a bad landing, the safer the outcome will be.
A go-around isn't a failure; it's a smart, safe decision.
Imagine you're on final approach: maybe you're a little high, your airspeed is fluctuating more than 10 knots, or you keep drifting off centerline. The natural instinct is to try to "fix it" and save the landing—especially if the rest of the pattern went well. But don't let that trap you mentally. That's exactly when your go-around alarm should be going off and telling you to try again. Waiting too long usually comes down to pride, pressure, or the hope that you can salvage it—and that's when things can start to go sideways.
Here are a few simple signs it might be time to go around:
- Unstable approach - Airspeed, off glidepath (high or low), or misaligned with centerline.
- Too much energy over the runway – Floating down the runway because you're fast or high.
- Gut feeling says you're off – Large inputs on the controls or fighting the airplane.
Choosing to go around shows good judgment, not lack of skill. It's always an option, and it's almost always easier the sooner you make the call. "You can always go around" - Youtube Video
CFI Corner
Please be mindful of leaving doors open during preflight in windy conditions to prevent the doors from slamming closed and flying open again.
DPE suggestion for cockpit management is to remove any ipads or phones being mounted to the side window to increase visibility and maintain traffic scanning vigilance
Welcome Aboard
We're happy to welcome our new Office Manager, Esteban, and Office Administrator/Scheduler, Katie, to the USAeroFlight team! We look forward to the positive impact they'll bring to our operations and student experience.
Blue Skies and Tailwinds
Wishing Liz all the best as she begins her next adventure. She has been an incredible part of the team—bringing positivity, warmth, and a sharp mind to everything she did. A welcoming face to so many, she will be greatly missed. We wish her all the best in her future endeavors!
We've also said goodbye to another one of our incredible instructors, Matt Tezza, whose passion and dedication left a lasting impact on USAeroFlight, and we're excited to see what he does next in aviation.
Congratulations to Our Students!!
Instructor Shout Out: Daniel Morales got his Multi Engine Rating!
Checkride Pass: Berno Lans - IRA, Luke Burns - CFI, Brian Carmack - IRA, Ben Anderson - IRA, Zane Chapman - CPL, Ben Walkden - PPL, Caleb Nguyen - CPL, Ryan McCormack - Multi Add On
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Colossians 2:13-14 "You were dead because of your sins and because your sinful nature was not yet cut away. Then God made you alive with Christ, for he forgave all our sins. He canceled the record of the charges against us and took it away by nailing it to the cross."