Why Your Flight Instructor Can't Read Your Mind (And How to Fix That)

Marcus Gollahon -

I remember sitting in the right seat watching my student line up for what was about to become a pretty sketchy landing. They were focused, hands gripping the yoke, but I had absolutely no idea what was going through their head.

Are they seeing that crosswind? Do they know we're coming in hot? Are they planning to flare or just hoping for the best?

This is the problem with flight training that nobody talks about. Your instructor can't read your mind. And honestly? Sometimes you don't even know what you're thinking up there.

The Mind-Reading Problem

Here's what typically happens: Student does something questionable. Instructor makes a correction. Student nods. Rinse and repeat for 60 hours until somehow you pass your checkride.

But what if there was a better way?

What if instead of playing aviation charades, you just... talked through what you were doing?

This isn't some revolutionary concept. Airlines figured this out decades ago. It's called Crew Resource Management (CRM), and it's basically a fancy way of saying "use your words."

Training CRM (aka How to Not Suck at Communicating)

The idea is simple: if you're thinking it, say it. If you're doing it, announce it. If something's wrong, call it out.

Your instructor will love you for this. Trust me.

Here's the thing - most PPL curricula mention CRM like it's only for airline pilots flying 737s with a crew of six. That's bullshit. You and your CFI are a crew of two, and you need this stuff just as much.

Checklist Usage (aka Actually Using Those Things)

Stop mumbling through checklists like you're embarrassed.

Say this stuff out loud:

  • "After Landing Checklist Complete"
  • "Mixture, RICH" [and actually touch the damn thing]
  • "Preflight inspection, COMPLETE"

I know it feels weird at first. You're gonna feel like you're announcing everything to the world. Good. That's the point.

Collision Avoidance (Because Mid-Airs Ruin Everyone's Day)

This one's non-negotiable. Before you turn, before you climb, before you do anything - look and announce.

The callouts that matter:

  • "Clear right" [then turn]
  • "Clearing turns... Clear left... Clear right"
  • "Long final clear, runway clear" (before turning base to final)
  • "Clear final" (one last time before entering the runway)

Look, I get it. You feel like an idiot talking to yourself. But you know what feels worse? Explaining to the NTSB why you didn't see that Cessna on final.

Clearances (Repeat After Me)

Always confirm what ATC just told you. Always.

  • "090 4,000"
  • "Clear to land 27"
  • "Hold short of 27"

The controller said it. You heard it. Now prove it by saying it back. This isn't optional.

Configuration Changes (Tell Us What You're Doing)

When you touch something, say something:

  • "Autopilot ON"
  • "Flaps 10" [while moving to 10 degrees]
  • "Gear up"

Your instructor needs to know what you're thinking. This is how you do it.

The Maneuver Callouts

Takeoff (Where Everything Can Go Wrong Fast)

"Oil temp & pressure in the green at full throttle" "Airspeed alive... 40... 50... rotate" "Positive rate, no more usable runway, gear up"

Yeah, it's a lot to remember. But here's the thing - saying this stuff out loud means you're actually checking it. Your brain engages differently when you vocalize.

Instrument Approaches (When the Weather Sucks)

"Localizer alive... localizer captured" "Glideslope alive... glideslope captured" "Minimums... Landing" or "Minimums... Runway not in sight... Go around"

If you're working on your instrument rating, this becomes critical. Your instructor needs to know you're tracking the approach, not just along for the ride.

Error Correction (When You Screw Up)

Here's where it gets real. When you mess up - and you will - call it out yourself:

  • "Correcting altitude"
  • "Correcting heading"
  • "Correcting speed"

If your instructor catches it first, they'll just call "Altitude" or "Heading." But catching your own mistakes? That's when you know you're actually learning.

Transfer of Controls (Who's Flying This Thing?)

This one's huge and most people get it wrong.

Student says: "Please take the aircraft, 105 and five thousand" Instructor says: "I have the aircraft 105 and 5,000"
Student confirms: "You have the aircraft"

Never assume. Always confirm. Aircraft control transfers have killed people.

Why This Actually Works

Look, I was skeptical of this stuff too. Felt like overkill for a tiny Cessna 172. But here's what happens when you start doing it:

Your lessons get way more efficient. Instead of your instructor guessing what you're thinking, they know. They can correct technique before you develop bad habits.

You develop skills that'll serve you for life. Whether you're flying airlines or just weekend trips to the beach, these habits matter.

Most importantly? You avoid the stupid mistakes that hurt people.

If You're Headed to the Airlines

Let me be real with you - this stuff isn't optional in the airlines. It's mandatory.

Every brief, every callout, every transfer of control is required and constantly being recorded. The CVR (cockpit voice recorder) captures everything for CYA purposes, and trust me, the company will use it if something goes sideways.

But here's the thing - we don't do it just because we have to. We do it because it works. These callouts have saved my ass more times than I can count. When you're dealing with weather, fatigue, complex procedures, and a schedule that doesn't care about your problems, clear communication isn't just nice to have - it's survival.

If your goal is flying for the airlines, start building these habits now. Don't wait until training where you're drinking from a firehose and trying to learn everything at once. Show up already knowing how to communicate in the cockpit, and you'll thank me later when everyone else is struggling with basic CRM while you're focusing on the hard stuff.

The Reality Check

Some students hate this system. They think it's too much talking, too formal, too airline-y for their little trainer.

That's fine. But remember - every bad aviation accident started with someone thinking the rules didn't apply to them.

Your instructor's job isn't just to get you through your checkride. It's to make sure you don't become a statistic.

Getting Started

Pick one area and start there. Maybe collision avoidance callouts since those are literally life-or-death.

Once that feels natural, add checklist announcements. Then configuration changes. Build the habit gradually.

Your instructor will notice immediately. Good ones will encourage it. Great ones will hold you accountable.

Bottom Line

Aviation is unforgiving of shortcuts and assumptions. CRM gives you a system to communicate clearly under pressure.

Start building these habits now, while you're learning. Don't wait until you're dealing with weather, busy airspace, or mechanical issues.

Your future self - and your passengers - will thank you.

Have questions about implementing CRM in your training? Drop me a comment.