Tag: Opinion

When does innovation come to be an unsafe diversion?

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When does innovation come to be an unsafe diversion?

Social media systems like Air Facts Journal, Facebook, Instagram, YouTube, and also various other on the internet publications as well as systems have actually mostly replaced much “garage talk” in the pilot neighborhood. Generally, these conversations are typically considerate as well as civil. I was stunned when I published the image (listed below) of my Cessna 182S panel and also concerning 100 pilots emphatically slammed my panel as amounting to an “harmful diversion.” On the various other hand, an additional 100 or two intensely protected my panel as secure. Is there a factor where arbitrary back-up innovation comes to be unsafe?I’ve constantly listened to that excellent pilots constantly have “arbitrary back-up” in situation of a devices failing. After I purchased my heavy steam scale, 6 pack Cessna 182S, I totally transformed my panel to consist of a JPI 830 engine display in order to maintain an eye on all cyndrical tubes– specifically a convenience when I fly throughout the Gulf of Mexico. The tools you see are all additionally linked through difficult cord to the Garmin GTN 750 as well as the G500 with real-time artificial vision. There’s likewise a Garmin GNS 430 on the panel in addition to the Garmin 796 connected to my arm remainder, all getting info from 2 resources in instance I shed power in the aircraft.

The King KAP 140 auto-pilot as well as all various other panel tools are all paying attention to a my 750, which integrates an on-board, real-time WX-500 Stormscope that interacts instantaneous climate details to my displays. And also I still have the WAAS GPS details with ADS-B in and also out continually suggesting me concerning climate, surface, and also website traffic.

How much is excessive? My Stratus Two sends out different ADS-B information concerning surface, web traffic, and also climate to my iPad and also Garmin 796 as back-ups– all on different batteries in situation the aircraft power falls short. The tools set up in the panel pointed out over pipeline the real-time website traffic, surface, as well as climate info with Garmin Flight Stream straight to ForeFlight on my iPads (which likewise have artificial vision). Once again, the panel tools as well as iPads as well as Stratus and also 796 are all on different source of power as well as all of them provide me both aesthetic as well as distinct cautions with any kind of modifications of elevation, website traffic, weather condition, and also surface in advance from the panel displays in addition to the iPad display secured to the yoke.

Given that my other half is a trainee pilot, the various other iPad is for her watching, although when touchdown at an active airport terminal, I will certainly in some cases utilize it for its taxi representation. And also if every one of that falls short, I have a SP-400 portable NAV/COM to do a technique. Is this risky since of also several “interruptions?”

When slammed by fellow pilots as having a lot of diversions, my reaction was to think about that the big airline panels total up to as numerous as 4 times as a lot to check out. Clearly, the 777 pilots consider their panels secure for their business guests. Or possibly I would certainly discuss posts concerning interruptions that stress the issue was truly concentrating on one tool, leaving out others without any regular check of all your aircraft’s tools.

Most likely one of the most renowned crash that was attributable to a sidetracked staff took place to Eastern Airlines Flight 401, a Lockheed L-1011. It collapsed right into the Everglades in December 1972. The trip was from New York to Miami. On the strategy to Miami, the team saw they had a harmful touchdown equipment sign. The team drawn away to a location west of Miami to fix the issue. They involved the auto-pilot in elevation hold however in the procedure of troubleshooting, they did not recognize that they had actually disengaged elevation hold by unintentionally bumping the control column on the captain’s side. This created the auto-pilot to alter the setting to Control Wheel Steering and also launched a steady descent right into the Everglades.

The NTSB searching for was that the mishap was brought on by the “failing of the trip staff to keep track of the trip tools throughout the last 4 mins of trip, and also to find an unforeseen descent quickly sufficient to avoid effect with the ground. Fixation with a breakdown of the nose touchdown equipment setting suggesting system sidetracked the team’s focus from the tools as well as permitted the descent to go undetected.” This accident had absolutely nothing to do with a lot of tools. It was merely a failing of the team to be specific a person remained to check all tools and also fly the plane.

Plainly, all pilots wish to stress secure methods airborne. Is their concerns with my panel “disturbances?” Or is their debate versus a lot of tools that this will certainly create a pilot to come under the 3 best mistakes of any type of tool pilot’s check: addiction, focus, and also noninclusion.

Rick Spencer
Frederick S.”Rick “Spencer is a lawyer as well as instrument-rated Private Pilot from Arkansas. Latest articles by Rick Spencer (see all)

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Lengthy array discovering: what do we bring from the trip institution?

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Lengthy array discovering: what do we bring from the trip institution?

In my time as a pupil pilot, a lot slower and also less than I typically fly nowadays, I constantly asked yourself just how much of that expertise I was being educated as well as examined on would certainly apply to the remainder of my profession. Similar to in secondary school, when we were being subjected to all those chemistry solutions as well as mathematics formulas as well as in the long run a lot of us never ever utilized them once more, I believed something comparable can be anticipated from that really fundamental Private stuff.It ends up that, at the very least when it pertains to the functional component of it, we can straight connect much of the trainee pilot principles to the airline company setting: a great shock, without a doubt.

Think all that documentation will vanish as soon as you’re an airline company pilot? Reconsider. Allow’s experience those very early lessons. Among the very first points a trainee pilot fights with is remaining on the centerline throughout taxi. It is an ability that takes a while to be discovered; most of us recognize just how little a plane values our dreams throughout those initial hrs. It do without stating that the larger the wingspan, the much more judgmental your taxi needs to be. When we specify of cabbing planes where the straight stabilizer is bigger than the wings of our initial solitary engine pistons, it is particularly vital that you understand where the centerline is. Think me, several matured pilots still do not, as well as a lot more typical is for them to miss it for assuming that their airplane is larger than it really is

It is nearly specific that if you see an airliner going right however a little to the right of the centerline, it is being taxied cab by the best seat pilot (and also prior to leaping to final thoughts, I’ll confess that doing it in the left seat is no much less usual– also since lots of smaller sized airplanes can be just cabbed from the captain’s seat, which is outfitted with a tiller or guiding wheel). The oversteering on turns is an entire various pet, as well as having your nose equipment lots of feet behind you, as well as your keys lots of lawns extra, makes every turn an enjoyable however difficult workout, specifically at little airport terminals and also in a plane with the wingspan of a city block. Numerous light posts as well as APUs shed the fight versus wingtips yearly.

While the taxi is component of the enjoyable the auto-pilot has actually not been able to swipe from us yet (Airbus designers are functioning on it as we talk), it is throughout the trip that points obtain fascinating. Among the maneuvers you will certainly reunite throughout your initial enter the airline companies is the delay. A lot more particularly, the power-off delay. We will certainly exercise every 6 months, really, as well as in a selection of arrangements and also elevations. Tidy, with strategy flaps, as well as in touchdown arrangement for some curricula. Given that the actions of the aircraft is so unknown to many of us in slim air, we additionally exercise the delay at high elevations; and also on this, also more than in the formerly pointed out instance, shedding elevation is a second concern. Not getting involved in an additional delay is the main objective.

The recuperation strategy is really comparable: discharging the wings with a nose down press as you additionally reduce your angle of assault– the one responsible– obtains you back in the video game. The distinction from the exclusive, yet not a lot from the industrial, is that you recuperate at the pre-stall. We never ever wait on the delay to totally establish in a 200-ton aircraft.

A pair comparable maneuvers are the high turn and also the distressed recuperation, the initially much more usual to be covered in persistent training than the initial– a standard of the ATP checkride. There is no hood any longer. In a simulator flying IMC is force of habit, as well as in some cases the focus gets on the technicians of the maneuver; seeing the perspective or otherwise is pointless.

Absolutely nothing in the airline companies obtains closer to those lessons in a Cessna or a Piper than the trip preparation as well as implementation. Well, the majority of the preparation– trip send off will certainly supply you as well as your coworker with a rundown bundle including all those points you utilized to look for prior to your cross-countries, as well as a lot more. You are still needed to go with all those climate graphes and also NOTAMs, after that thoroughly choose a magic number for the last gas numbers– this is entirely a pilot obligation. And also although you are no more selecting waypoints as well as determining headings and also groundspeeds, they will certainly exist as you vigilantly fill up the functional trip strategy as the trip proceeds, inspecting every hr or two if your gas melt is as anticipated by the trip strategy. At the very least currently you’ll be depending on far more precise gas storage tank sensing units.

Airline headset

The routines you create as a pupil pilot will certainly offer you well as an expert. And also although you are flying a twin-engine airplane(at the very least– less people have 3 or 4 to respect nowadays), you are still” seeking an area”in situation points go … southern? An expert staff will certainly constantly recognize, at any kind of factor of the journey, where they will certainly draw away to in instance of an emergency situation, the length of time it will certainly take them to arrive, and also what weight as well as a result gas they will certainly have upon touchdown.

Talking of weight– as well as equilibrium– you will certainly find out just how to do it in your kind, however on a day-to-day basis you will certainly constantly obtain it done by dispatchers. The large distinction to your instructor airplane, however, is that your optimum touchdown weight will certainly commonly be less than your real departure weight. This brings some severe factors to consider to your separation rundown, simply to begin with. In a little plane, as an example, we orient the guests. In an airplane, the steward and also the enjoyment system do it for you. Convenient? And also I practically failed to remember; you will certainly not be flying solo any longer. Like ever before. If that takes place, it is an emergency situation called “pilot incapacitation.” You would certainly much better not.

Mark my words: if you are intending to proceed your research studies towards the goal of ending up being an airline company pilot, no issue just how great the task you obtain in the future, you will certainly constantly concern those initial months as well as years of the trip institution as the ideal component of your occupation. It is where a lot of your resilient relationships– and also as we simply saw, understanding– will certainly be created. Provide your post-training fears a break: accept the wonderful present of the slow-moving and also reduced.

Enderson Rafael has actually been flying because 2005, initially as cabin staff, after that as a pilot. And also although his job brought him from the 737 galley in Brazil to the trip deck of the hefty plastic in the center East, he left his heart with the solitary piston engines in Florida that made it feasible. Latest blog posts by Enderson Rafael(see all)

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Is Top Gun: Maverick based upon the Bob Hoover tale?

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Is Top Gun: Maverick based upon the Bob Hoover tale?

10:34 pm: “It was excellent, however the finishing simply had not been credible.”

This was the message I obtained from my roomie after he left the very best summer season smash hit in a long period of time. Like most of us, the summertime of 2022 was invested seeing Top Gun: Maverick. The motion picture has actually ended up being within both greatly preferred and also beyond aeronautics circles. It has actually come to be the 7th greatest earning film of perpetuity. The testimonials have actually been beautiful, however one review I have actually seen is that the finishing was a little as well tacky, astounding, or “Hollywood.”

Hollywood as well as air travel have actually constantly been a little up in arms. The shrieking suit in between Fred Haise and also Jack Swaggert in Apollo 13!.?.!? A -4 G upside down dive in Top Gun!.?.!? Denzel Washington conserving a paralyzed airplane by flying it upside-down in Flight!.

?.!? All of these are totally made, as well as many people anticipated Top Gun: Maverick to have an aspect of that Hollywood absurdity to it. What if the most extraordinary component of the flick was really based on a real tale?

* SPOILERS *

Is this scene all Hollywood? At the end of Top Gun: Maverick, both Maverick and also his wingman, Rooster, are rejected by the opponent. Incredibly, both Maverick and also Rooster march as well as make it through with the winter months woodland in aggressive nation, slip onto an opponent airbase, take an old F-14 Tomcat and also fly it back to”the watercraft.”Pretty wild,

however as I rested there seeing I could not really feel however aid like I had actually heard this tale prior to … On a chilly February early morning in 1944, the best stick and also tail pilot, Bob Hoover, was piloting his Mark V Spitfire over southerly France when she started to cough. In spite of remaining in the battle royal as ideal he could, Hoover was obliterated by a German Fw 190. Hoover would certainly invest the following 16 months in a German jail camp. One evening throughout a trouble at the camp, Hoover and also 2 various other POWs left. They handled to accumulate a weapon and also some bikes from a pleasant noncombatant as well as biked to a supporting German airbase. At the landing strip, Hoover and also his 2 POWs held a German auto mechanic at gunpoint, advising him to begin the very same kind of aircraft that fired Hoover down 16 months previously. Being a one seat competitor, Hoover took the aircraft (leaving his 2 jail-breakers) as well as essentially flew it like he swiped it back to Allied lines, regardless of not comprehending a word of German.

It really did not struck Hoover up until he was air-borne that flying an adversary aircraft without any method to connect would certainly make him easy marks for his previous wingmen in the Spitfires and also Mustangs protecting the front. As a result of this, Hoover collision landed the aircraft in an area as quickly as he got to the windmills of the Netherlands, as well as was fulfilled by some baffled as well as extremely mad Dutch farmers.

It’s a fish story, informed far better by the male himself in his publication, Forever Flying, and also leaving Top Gun: Maverick I believed there were a great deal of resemblances. After being obliterated, both wind up at bombed/run down army base and also swiping airplanes to attempt to come back house. When flying in an opponent high efficiency airplane, Rooster experiences the exact same quantity of complication Hoover did. Radical humorously parodies the exact same problem of interacting in a taken airplane that at some point created Hoover a lot difficulty he collapse landed.

Bob

Bob … Hoover? At initially, I assumed this Bob Hoover link was simply plain coincidence, till I saw the person at. This is a back-seater for among Maverick’s wingmen. His name? Bob Floyd, however unlike all the others with” great “callsigns he merely passes “BOB.”Have a look at those specifications also. Look acquainted? If that had not been sufficient, inspect the last scene of the motion picture … a P-51 mustang doing a snap roll right into a yellow sundown. Old Yeller!.

?.!? So much, no one has actually appeared as well as straight stated the Bob Hoover tale influenced Maverick’s go back to the cinema. Remarkably, the exec manufacturer of the film is a little active recording one more Mission Impossible to be spoken with by a college student to validate this report (when he returns my phone calls, I’ll allow you recognize). If Hoover’s tale is the basis for the end of the Top Gun follow up, it would not stun a great deal of us. Tom Cruise took a lot more energetic duty in the story of this movie than its precursor. Cruise ship is a devoted champ of aeronautics with even more rankings than his plastic can hold. Traveling his individual P-51, it’s not as well improbable to think he’s come across Bob Hoover’s tale.

There are certainly some obvious openings in between Hoover’s experiences in France as well as Maverick’s and also Rooster’s in Hollywood. Tom Cruise as well as Miles Teller really did not invest at any time in an opponent jail as well as Hoover definitely really did not encounter any type of adversary “5th generation” boxers on his method residence. That recognizes? It goes to reveal that occasionally tales in genuine life are simply as essential, outstanding, and also substantial as those produced on the backlots in Burbank; we simply have to go locate them.

What do you assume? Is Top Gun: Maverick‘s tale also comparable to Bob Hoover’s to not be based upon it? Or am I “creating checks my body can not pay?”

Bob Hoover

Michael Brown matured on the financial institutions of the Tennessee River in Chattanooga, TN. He is an exclusive pilot with 280 hrs complete time and also a tool and also seaplane ranking. He originates from a family members of air travel. His grandpa helped Delta Airlines for 37 years as well as his daddy is a pilot. Michael finished from Texas Christian University last May with a dual significant in Business as well as Communications. He is presently a first-year regulation trainee at Tulane University, where he wishes to come to be a transport lawyer. When he is not researching or flying, Michael takes pleasure in cycling as well as applauding on his Atlanta Braves.
Michael Brown
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Where have all the pilots gone?

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Where have all the pilots gone?

I have noticed the aviation industry is once again experiencing another pilot shortage. So, let’s take a little trip back in time and see how we keep getting in to these so called “shortages.”

A long time ago—when dinosaurs ruled the earth, beer was only a nickel, and I had no gray hair—the airlines were regulated and all was well upon the land. Air carriers, or 121 operators, owned three things: the aircraft they used, the facilities they operated out of, and most importantly the routes they operated on. In the 1930s the federal government worked to develop and promote aviation by awarding profitable routes in exchange of providing service to remote and less profitable areas.

No, I did not forget the pay. For a captain flying at night on an international flight, the salary was as much as God. Everyone wanted to be an airline pilot.

What could possibly happen to upset this strong well-run industry?

Constellation cockpit

There was a time when airline captains were treated—and paid—like God.

The first announcement of the alleged pilot shortage was that the pilots from WWII would soon be reaching the then-mandatory retirement age of 60. This led to a stampede of student hopefuls to the nearest flight school and more flight schools appeared across the land. The Vietnam war was ending and military pilots concluded that flying from LAX was much better than flying out of Da Nang, so they also headed for the airlines. (Of course, as luck would have it, the shortage was temporarily offset as the retirement age was changed to 65 in 2007.)

The requirements to join one of the major airlines as a pilot suddenly became insurmountable from the competition of experienced and not so experienced pilots. After reaching all required FAA pilot ratings and having all the required flight time (see previous story), there was always one thing that was needed but you did not have.

Unlike today’s aircraft today’s airliners, such as the Boeing 737 and Airbus, many older airplanes required a “professional plumber,” i.e., a flight engineer. It was the unspoken requirement to obtaining a position as a flight crew. However, after passing the required written exams, one found the cost of taking the flight test to be rather expensive (you usually had to take the practical exam in a 727)… more expensive than some wanted to pay for the risk of maybe being hired.

Unfortunately, a plague soon infected the airlines. Something called deregulation appeared to end the shortage and then caused a surplus of flight crews.

This deregulation caused competition, which it was designed to do. The competition, which most airlines had never had to experience, caused several to simply disappear. Pan Am was out of business before they realized what was happing, followed by Eastern and National. As a side note, every airline I ever to applied to except Delta no longer exists.

Air carriers no longer had to service the less profitable routes, which they abandoned, so they retreated to what is called the hub system. This allows efficient use of aircraft along profitable routes. If you don’t live close to one of the hubs, well there were “feeder” carriers, AKA regionals, to provide air transport to the hub of your choice. These feeders paid nowhere near the major air carriers and there was no real progression to the major carriers. Flying as a passenger in one of the “feeder” carriers was not the comfortable ride one was accustomed to experiencing. Usually it was a small twin engine turboprop (lovingly referred to as an executive mailing tube) with no service, and “pack your own lunch” did not go over well with the seasoned traveler. This caused a turnover of flight crew and passengers alike.

The hub system is also the reason that when you die, you will have to go through Atlanta.

This caused what are called furloughs in the airlines. That means you are no longer working and are no longer getting paid. Which I suspect sounds a lot better that being fired.

Pilot hiring chartPilot hiring chart

Airline pilot hiring trends are notoriously turbulent.

Then came a second rallying call to arms of another pilot shortage. This dire warning appeared in the September 1989 issue of Aviation Week and Space Technology (known in the aerospace trade as “aviation leaks and space follies”). Same story as before: pilots reaching retirement, no military to fill the crew station, no engineers and technical support, same story. As you might suspect, I could not let this pass and responded to the article with a letter to the editor (AW&ST, September 11, 1989 – page 146):

I have followed with amusement your articles on the “pilot shortage” the air carrier industry is now experiencing. There is no pilot shortage. We are right here working in other industries that are less glamorous but pay good salaries. We are no longer interested in pursuing costly degrees or ratings for a questionable position in an unstable market. These positions no longer pay as well as they once did. I personally could not afford the cut in salary to start as a pilot for a major, and I certainly will not attach the now-required $25 nonrefundable administration fee for an application.

Your problem gentlemen is we are no longer willing to outlay the time and money for a minimal return as a flight officer. A similar outlay in other professional fields has a much larger financial reward. If you find this letter somewhat harsh, cold, and mercenary, you are correct. Welcome to the real world.

Yes, to apply for a position as a flight crew officer, you attached a check for $25.

On arriving home from work after the magazine hit the readership, I looked at my telephone answering machine. It displayed 35 calls received. All contained the same relative message, indicating my position was correct on the working environment and pay scale. Other supportive comments were not G-rated.

Oh yes, the pay scale. I neglected to say at this time that the major air carriers instituted what was called “the B Scale.” Simply put, you would not be receiving the previous pay scale new hires had received in the past and you would never receive any thing close to what senior captains were receiving.

So where are we now?

The next generation of young men and women who thought they might be inclined to aviation bypassed flight training all together. They can enjoy the almost fun of flight by obtaining the latest video game and skip the expensive flight training. They could fly a fighter be a navy pilot at Midway in WWII or fly a TIE fighter against the rebels.

The latest savior was the coming of the fractional charter companies, which hired the over-65 crowd, and newer pilots who obtain the new Second in Command rating as an entry into an aviation career. They found it to be a more stable and financially rewarding work environment. The sale increases of business jets also added to the employment drain of pilots available to air carriers. Their owners enjoyed corporate aviation by not having to mix with the public in today’s high-density cattle cars.

This uneasy stability continued through the 90s and in to the 2000s, until the pandemic arrived, causing airline shutdowns and furloughs which flooded the pilot community.

Flight instructorFlight instructor

A new generation has flooded flight schools over the last few years—will this time be different?

During and just before, lots of young men and women opted for flight training and entered the roles of the flight instructor—not as many as before but some, as the cost of flight training went from prohibitive to insane. This limited their progression towards higher ratings.

The answer to cost reduction in flight training and to attract new pilots and students is the advent of electric flight training aircraft. That may sound like a good idea, except for the six-figure cost of purchasing one. I am still unsure just how that was supposed to help. Most likely we are going to see the venerable Cessnas and Pipers around for a very long time.

Enter STEM (science, technology, engineering, and mathematics) and the federal government. AOPA has addressed this problem by introducing STEM couched in aviation technology to high school and younger students. This allowed them to see that science is not some head-numbing subject previously taught in school. Their efforts appear to be well received. We will hopefully soon to see more young men and women hanging around the airports and attending the Young Eagles introductory flights offered at many airports around the country.

The House Committee on Transportation and Infrastructure has approved The National Center for the Advancement of Aviation (NCAA) Act (HR 3482). The bill would create the NCAA and would work to guide people to careers in aviation. Their goal is to bring the industry together to address workforce shortages by shaping a generation of new pilots, aerospace engineers, UAV systems operators, and maintenance techs. I am not sure how all this would work, but I for one sincerely hope it solves the problem of boom and bust in the pilot community.

OK, so where have all the pilots gone?

Lots of pilots simply moved into engineering, retired, or ran flight schools. Several pilot friends I know left the military and worked in various field as far removed for aviation as one could get, later buying their favorite warbird, building their own experimental aircraft or spam-can to enjoy the pleasures of flight.

It’s obvious that the aviation marketplace has changed dramatically. The cost to enter professionally is restrictive. Some of those learning to fly have opted for sport pilot ratings and light sport aircraft with no desire to take it up as a career. Another group is composed of foreign nationals who will be employed by their countries’ airlines and who sent them to the US for training. The remaining few are the ones who are truly dedicated to achieving their dream and I sincerely hope they reach their career goals with the more that fair compensation they deserve.

Now if the marketplace can just get itself under control, this story will have a happy ending.

Mr. Stagg was privileged to conduct flight test research at NASA, the United States Air Force, and at aerospace companies. He was the first pilot to launch a UAV from a helicopter. He has a master’s degree in Aeronautical Engineering and an MBA. His pilot certificates include Airline Transport Pilot-MEL, Commercial Pilot- SEL, SE-Sea, ME-sea, Helicopter, and Glider. His flight instructor ratings include Airplane single engine, Multi-engine, Instrument Instructor and Ground instructor and a type rating in a T-33. Additional ratings include Mechanic Airframe and Powerplant. As an experienced flight instructor, he has operated flight schools. He enjoys flying antique aircraft; his current aircraft is a 1939 Aeronca (stick) Chief.
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That supervises of your safety and security?

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That supervises of your safety and security?

I’m certain you have actually seen the advertisement on television where the vehicle driver is relocating along in the pick-up, a soundtrack with a slapping beat having fun. There’s a close-up of his hands coming off the guiding wheel as they start to slap, maintaining time with the soundtrack, as he transforms over control of the automobile to the vehicle’s computer.Wow, I desire a vehicle like that, so I can drive hands complimentary … NOT! You likewise see the vehicle out on a solitary lane desert roadway without various other web traffic as well as no side street with going into website traffic. Simply your typical driving problems? I do not assume so. Is this the future of automobiles? If so, that’s driving? Below is the car sector hyping the most up to date as well as biggest technical advancement. I need to ask, wherefore function? Is this so you can invest even more time texting or doing another thing to sidetrack you from driving as well as managing your multi-ton car at rate? Do not obtain me incorrect;

I’m a follower of sophisticated innovation, when it makes good sense. There is a” clever”fridge in our kitchen area that will certainly inform me the within temperature level of the primary area and also fridge freezer, as well as advise me when it is time to alter the water filter. My phone GPS as well as the one in my plane will certainly assist reach where I intend to do without obtaining as well shed. My apple iphone is truly my workplace far from house and also I utilize it regularly, other than when I am driving. My driving, or must I state my auto-rodeo driving on that particular neighborhood hectic four-lane freeway, needs my complete interest– at all times. As opposed to preferred point of view, your turn indicator does not secure you from being struck by the motorist you simply removed with your multi-lane cross-over. When I’m driving, my complete focus is outside the vehicle utilizing 2 significant aerial ideas: situational recognition (SA), and also aerial choice production(ADM ). There is no question my traveling has actually made me a far better chauffeur. ADM might likewise be called auto choice making. I am regularly looking in advance as well as attempting to determine what the yahoos before me are mosting likely to do. There are particular areas on our neighborhood roadways where you can anticipate to see some uncommon maneuvers. You recognize where they are. They are typically related to blue and also red blinking lights and also a wrecker or 2. An often-quoted fact is that it is a lot more harmful driving to the airport terminal than flying in an aircraft. It holds true(at the very least for airline company trips)for a variety of factors. For a begin, there are a lot more risks heading to the airport terminal you do not have control of than there are when flying your very own plane as soon as you exist. My airplane is old however it’s in excellent problem as well as has actually upgraded devices that makes it much safer to fly. I have a cutting edge

transponder that relays my placement, elevation, rate, and also recognition details to air traffic control service. I have a great radio that gets and also transmits my transmissions plainly and also I have Bose noise-cancelling headsets, that make it less complicated to listen to the transmission of air traffic control service, weather forecast, and also various other pilots in the location. I have a GPS that will certainly offer me navigating assistance and also allow me accessibility nearly anything I require to recognize to continue a risk-free trip. All these points are valuable and also good, and also I would certainly not appreciate flying as much if I did not have them. There are 2 vital components I can not do without, and also if they are not functioning, I’m not flying. The innovation is fantastic, yet you’re still PIC. Is situational recognition, which is my capability to be conscious of what is taking place in the airspace I’m flying in. I am keeping track of weather condition, winds, various other airplane, the systems of my airplane, as well as considering if something fails what I am mosting likely to do regarding it. These are points I’m taking note of while utilizing the 2nd crucial security aspect, aerial choice production. With all things I have been contrasting as well as checking to why I’m in the air for that trip, what sensible choices do I require to make? Do I require to quit earlier for gas given that I have had a solid headwind as well as I have not reached prepared as well as utilized even more gas? The cloud cover in advance of me looks

like it is developing; do I require to

press it right into minimal climate? I’m really feeling a little bit off today; should I actually remain or fly on the ground? These are regimented choices that can have substantial effects otherwise made properly. Inevitably, your security, either driving a vehicle or flying a plane, relies upon your understanding of what is around you and also the choices you make based upon what you observe. I will certainly not be hurrying out to acquire the associate the hands-free driving choice so I can slap in addition to the songs. It does not appear to be a great suit for the day-to-day auto-rodeo on the regional four-lane.

, how just how your SA and ADM? In 1980 John Rousch was Youth Programs Coordinator at Mount Rainier National Park. He collaborated United States Army Reserve helicopter assistance for the young people programs operating in the backcountry. Presently he is the Director of the Highlands Aviation and also Aerospace Academy with the School Board of Highlands County, Florida, area collaboration sustaining young people aeronautics education and learning. Most recent articles by John Rousch (see all )

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Exactly how the internet and also social networks have actually urged pilots

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Exactly how the internet and also social networks have actually urged pilots

Ever considering that the earliest days of the net, when Usenet newsgroups were the major resource of shared info, aeronautics has actually had an existence. With the arrival of the World Wide Web in the 1990s, it had not been long prior to pilots as well as air travel fanatics developed their initial internet sites. Bear In Mind the Thirty Thousand Feet Aviation Directory? It was released in 1996 and also was a significant air travel directory site for several years. When social media sites shown up in the 2000s, aeronautics once more developed a company footing as well as has actually made use of the tool to its complete extent.Aviation on Facebook For the previous couple of years, I’ve been the manager for the Facebook team, Student Pilot Community. Because time the team has actually expanded from a couple of thousand to over 36,000 participants. When the team had actually gotten to 5 numbers in subscription, it was apparent that I would certainly require some aid with the small amounts, as well as, by coincidence, 2 individuals separately progression to volunteer. Our tiny group of 3 currently handles an air travel team that remains to expand by a number of hundred brand-new participants weekly. What strikes me regarding the messages included in this team is simply just how much traveling is taking place as well as exactly how the excitement amongst the young never ever winds down. It’s as preferred currently as in the past, extra so due to the fact that modern technology in the cabin has actually progressed to use the styles and also styles that know to any individual under the age of 30.< img aria-describedby="caption-attachment-24700 "alt =" Facebook team"size="283 "elevation= "300"data-sizes="( max-width: 283px )100vw,

Facebook group

283px”course=” size-medium wp-image-24700 lazyload “src=”https://getyourpilotslicense.org/wp-content/uploads/2022/06/how-the-web-and-social-media-have-encouraged-aviators.jpg”srcset=” https://getyourpilotslicense.org/wp-content/uploads/2022/06/how-the-web-and-social-media-have-encouraged-aviators.jpg 283w, https://getyourpilotslicense.org/wp-content/uploads/2022/06/how-the-web-and-social-media-have-encouraged-aviators-1.jpg 973w, https://getyourpilotslicense.org/wp-content/uploads/2022/06/how-the-web-and-social-media-have-encouraged-aviators-2.jpg 768w, https://getyourpilotslicense.org/wp-content/uploads/2022/06/how-the-web-and-social-media-have-encouraged-aviators-3.jpg 666w, https://airfactsjournal.com/wp-content/uploads/2022/06/FB-screenshot.jpg 1200w” > Facebook teams can be an excellent resource of details as well as motivation. With a team of this dimension, small amounts of remarks and also messages is important, yet the substantial bulk of task in this team is good-humored and also is accomplished in an ambience of shared assistance as well as regard.

Numerous that sign up with understand absolutely nothing concerning air travel as well as start by asking novice concerns like, “What does eliminate prior to trip indicate?These inquiries are responded to without judgment by participants that were total beginners themselves just a couple of months formerly. It’s constantly urging to see participants publish an upgrade concerning their very first solo, initial solo cross nation, as well as eventually their examination passes as well as pilot certifications accomplished.

There are lots of various other aviation-related Facebook teams that can be helpful for both pilots as well as air travel fanatics. These teams give a system for participants to share info, attach and also ask concerns with others that share their rate of interest in aeronautics. Much of the teams are additionally open up to non-pilots, giving an useful source for those taking into consideration an air travel occupation.

For pilots, the teams can be a terrific means to remain updated on market information and also growths, along with to get in touch with various other pilots from all over the world. For aeronautics lovers, the teams use an one-of-a-kind chance to learn more about airplane as well as trip procedures. Whatever your degree of passion in aeronautics, there is likely a Facebook team that can assist you grow your understanding and also admiration for all points air travel.

Instagram aeronautics accounts

Instagram provides pilots the opportunity to share much more individual sights of their cabin time as well as any kind of various other aviation-related tasks. The wealth of electronic cameras as well as installs offered makes videotaping a wind.

If you are a pupil pilot or a leisure pilot, you can make use of Instagram as a resource of ideas, as well as to a tiny level, a resource of direction. By adhering to a choice of trainee, personal, business, and also bush pilots, you can find out something simply by examining their video clips for strategies and also difficulties in all type of circumstances and also settings. Not just will this aid you discover more regarding flying, yet it will certainly likewise provide you a possibility to get in touch with various other pilots and also obtain influenced to seek your interest.

For those with aspirations to make flying a job, the business pilots of Instagram expose several of what it’s like to be in consistent as well as benefiting the airline companies, though I presume they do not publish updates concerning the downsides as it might not drop well with their companies.

YouTube’s educational video clips

YouTube can be an excellent source for pilots of all degrees of experience. For trainee pilots, viewing training video clips can be a handy supplement to ground college. There are a selection of networks that use video clip web content on subjects such as airplane systems, air traffic control service, as well as weather condition patterns. Some might suggest that there’s a lot product on this system that it can change ground institution, yet there is no alternative to remaining in a course with a trainer prepared to respond to inquiries as they enter your mind. There is likewise the problem of utilizing one of the most current product for the PPL curriculum in your nation.

Several trip institutions have their very own YouTube networks with video clips on subjects such as touchdowns as well as departures, navigating, as well as emergency situation treatments. For entertainment pilots, YouTube can be a wonderful method to remain current on the current aeronautics information and also info. Some networks provide video clips on brand-new airplane designs, avionics systems, as well as trip preparation devices. Furthermore, numerous networks include meetings with leading pilots and also air travel professionals, that can supply important understandings on a selection of subjects.

The dangers of social networks for pilots

While social media sites can be a helpful device for getting in touch with others and also sharing info, it is essential to work out care when utilizing it as a special resource of info regarding flying airplane. Among the greatest dangers is that the details consisted of in social media sites blog posts might not be validated or exact.

Additionally, social networks individuals are not commonly based on the very same content criteria as expert air travel magazines, suggesting that messages might include mistakes or misinforming info. Furthermore, it is very important to keep in mind that social media sites is a public discussion forum where anybody can publish anything they desire, no matter their credentials or knowledge. Therefore, it is necessary to get in touch with several resources of info prior to making any kind of choices regarding flying airplane.

Inevitably, your finest tutor is the trip trainer resting beside you or before you in the ground college course.

Ben’s very first trip remained in a Bell 47-D in 1966. He got a Private Pilot certification in 1991 as well as a Permission for Aerial Work with a drone in 2013. He blog sites concerning basic air travel, unmanned aeronautics, city air flexibility, as well as the airline company sector. Keen on home window seats, aerobatics, as well as tough touchdowns.
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Simulators: concentrate on conserving time, not logging time

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Simulators: concentrate on conserving time, not logging time

In the context of trip training, the conversation around simulator time that can be logged versus not logged is a vital one. There is a basic debate that if the FARs do not enable the moment to be logged, after that why invest even more time in a simulator?Firstly, it is essential

to recognize that there is a distinction in between “logging “as well as “having the ability to use” those hrs for credit scores in the direction of the PPL. The FAA does not enforce any kind of optimums in regards to simulator (BATD, AATD, FTD) time that can be logged. It does location optimums of just how numerous of those hrs can be made use of as credit rating in the direction of the PPL certification.

Home simulator

You can not log this time around, however does that make it useless? The laws without a doubt position particular restrictions on the quantity of simulator time that can be counted in the direction of trip training minimums.

The minimal hrs required to accomplish the PPL is 40 hrs. Of the 40 hrs, the FAA permits 2.5 hrs to be made use of as credit scores in the direction of the PPLutilizing a certifying simulator(FAR 61.109 ). The FAA permits for 20 hrs of the 40 hrs of cross nation time needed in the direction of the tool ranking to be attained on a simulator(FAR 61.65). If it’s a Part 141 institution, the allocations increase to 15 %of minimal time called for(40 hrs) which is 6 hrs (Part 141, Appendix B (c) (3) )for Private Pilot. In a Part 141 college for the Instrument Rating, the credit rating increases to 25% if utilizing a BATD, or 40 % if

utilizing an AATD or FTD. While these are optimums that present guidelines enforce, it is an imperfection to restrict making use of the simulator to these numbers. Allow’s take a look at why.

When it comes to trip training, simulators supply an entire great deal of worth. The worth gained is normally in regards to either lowered time to finish training or decreased expense of finishing training.

When it is damaged down right into straight worth as well as indirect worth, such worth is much better comprehended. The straight worth remains in minimized expense that spends for the simulator hrs as contrasted to real-aircraft hrs. The indirect worth is much more crucial. Every hr invested in a simulator causes finding out in some type and also at some point decreases the quantity of real-aircraft time required to finish training. Study has actually revealed this for many years. Every model of training executed on the simulator brings about lowered models of method that would certainly be needed in real-world airplane. This decrease in models brings about pressing training time while additionally minimizing training expenses.

The United States nationwide standard to accomplish a PPL is around 70-75 hrs. It has been shown that mixing simulator time right into the training goes down that number to 55-60 hrs. This is although that just 2.5 of those simulator hrs can be made use of as credit report in the direction of the PPL (if Part 61, or 6 hrs for Part 141 colleges). Also if we mixed in 20 hrs of simulator time and also overall training hrs equated to 70 or 75, the price of those 20 hrs in a simulator is much less than in a real-world airplane. Provided a simulator’s capability to stop briefly, re-position, as well as reactivate situations at journalism of a switch, the variety of method models that can be carried out in a 90-minute port is a lot greater than in a real-world airplane.

Just like anything, there is constantly an additional viewpoint. Ask a knowledgeable CFI– as well as I did ask Sean, a CFII and also a company pilot– as well as the action was, “… directly I believe PPL pupils require time in the aircraft to find out to ‘really feel’ the aircraft.”

That stated, there are a great deal of locations in trip training that do not need running a real-world airplane to accomplish that training. Among others: comprehending the operations of the GPS onboard an airplane, exercising treatments under tool failings, pattern taxiway, entrance or path markings, airspace entrance as well as evasion, engine-out circumstances, obtaining aesthetic comments of the rectangle-shaped pattern, descent treatments, VOR functions, DG or HSI usage, and also auto-pilot usage.

Once more, most seasoned CFIs would certainly say that a simulator can absolutely present a tool failing to a trainee on the sim, however it’s an entirely various sensation when you’re in an aircraft as well as you shed a perspective indication in the clouds. The CFI sight on this is that simulators miss out on the feeling where “all of a sudden the body is combating what the eyes are informing the mind, leading you to place the plane right into a placement you really did not mean to … it’s really tough to imitate that sensory impression.” Sean took place to include regarding engine failings, “there’s a much various sensation you enter your intestine when you’re lacking airspeed, you’re obtaining reduced as well as you instantly recognize you really did not prepare your method well to the area or path in an actual plane … a sim will certainly show you the treatment, sure, yet the aircraft integrates feeling, treatment, ability, and also are afraid at one time.”

RedBird FMXRedBird FMX

A simulator can not educate you stick as well as tail traveling, yet it can show you lots of various other abilities. There is no eliminating that there is a great deal of mentor as well as discovering that appears of experiencing the flaws of the equipment.

On the various other hand, the capability to experience a solo cross nation trip prior to it is carried out in the real-world airplane, in particular climate condition, and also throughout irregular surface obtains the flying mind involved. Structure muscle mass memory around list usage as well as appropriate series of activities in the cabin can all be achieved much better in a simulator and also aid obtain planned for a checkride at a lot reduced expense.

CFIs concur that simulators have actually come a lengthy method for many years. What this implies is that the market requires to embrace an equilibrium. It likewise indicates that there is not a “one dimension fit all” technique. For the PPL, real-world stick time is necessary to some level. For any one of the follow-on qualifications, a simulator is important and also definitely sensible.

The concept previously has actually been that a PPL trainee obtains 2.5 hrs of worth (or 6 hrs probably) from the remainder as well as the simulator needs to take place within a real-world airplane. Simulators have actually progressed considerably over the years. The moment has actually come for this concept to be turned, within restrictions naturally, as suggested over. It might be totally feasible for trip training educational programs to intend to do the FAA-prescribed minimal time (40 minus the 2.5) in a real-world airplane as well as execute the remainder of the training on a simulator. Passing the nationwide standard, this would certainly total up to 35 hrs of real-world airplane time being replaced by a simulator. A financial savings that swiftly amounts to $3500-4000!

The following time you have accessibility to a simulator, make the many of it. Make certain to discover an area that has one if you do not have accessibility to a simulator. When in a simulator, utilize it to exercise those elements of trip training, such as using the GPS, that you will not have the moment or interest to service while in a real-world training airplane.

Simulators are time and also expense compressors. When they are offered, make the many of them. Do not restrict your use the simulator to optimums suggested by the FARs. Keep in mind, the moment might not all receive the credit history, yet every hr invested in the simulator minimizes your real-world airplane time as well as your expenses.

CP Jois is an engineer by occupation and also a passionate pilot with a deep interest for simulation innovation. He made his PPL a years back, flies a Cessna 172, and also is servicing his tool score. His enthusiasm has actually led him to home-build entertainment simulators while additionally going after college in Aeronautics with a concentrate on Human Factors. He is concentrated on looking into chances that simulators existing, particularly when integrated with breakthroughs in Machine Learning as well as AI. CP resides in Illinois with his spouse as well as child.

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Why you should think like a pilot

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After many years working as a TV producer and network executive, I turned my hobby (flying small airplanes) into a second career as a flight instructor. While you might not be excited by the prospect of getting behind the controls of an aircraft, every day that I teach new pilots I realize the skills essential to safe flying apply just as well to making you better at whatever you do. From that, a few suggestions:

Be good at more than one thing

Pilots have to be multi-disciplinarians. We’re required to learn about aerodynamics, engine management, systems, flight planning, weather, regulations, navigation, performance calculations, aeromedical factors, automation management, and much more.

Make yourself more valuable at your organization by learning things outside of your specialty. Ask about and research topics so that you know at least some of what your colleagues, partners, competitors, and customers know—and maybe a few things that they don’t. When things change and times get tough (again), do you want to be the person who can do only one thing or the one who can contribute in several areas? There’s a reason they’ve sold over 500 million Swiss Army knives.

Don’t confuse multi-tasking with serial tasking

As pilots, in any given minute we’re scanning for traffic, talking to controllers, calculating fuel burns, making navigational decisions, and more, all while actually flying our aircraft. The key is that we don’t kid ourselves that we’re multi-tasking by juggling all of these jobs. At best we’re serial-tasking, taking a few seconds to attend to an immediate need, confirming our work, then moving swiftly to the next task.

Step back and take a look at the flood of short-, medium-, and long-term tasks you juggle at work. Don’t fool yourself into thinking that you’re demonstrating how capable you are by trying to do them all at once. In truth, you’re likely giving them all short shrift. You’ll be more effective if you first prioritize what you must accomplish, then give each task your careful attention for the right amount of time before you move on to the next one.

Stop talking. Listen.

Sometimes the best way to contribute is to be quiet—in the air and at work.

The most valuable realization I came to in my first year of flight instructing was when to stop teaching. When I stop talking, my students have time to process all the things, big and small, that we’re working on that day. Better still, it’s during these silences that students reveal (verbally and nonverbally) what scares, challenges, and excites them most about learning to fly.

In business, we all want to make our presence felt—and mistakenly think the best way to do so is by speaking up. Try not talking. Ask yourself if you’re making an original contribution or merely repeating a point already made. Take the time to listen to what colleagues and customers are really saying to you. See if you can let them know that you understand what matters to them and how you plan to act on it.

Choose your altitude smartly

In how many meetings have you heard the cliche, “Let’s look at this from the 10,000 foot level?” Well, I do that every day—for real. As pilots we like to say that altitude is life. Higher cruise altitudes give us more visibility over a larger area and more time in an emergency. However, flying too high can also cause us to burn more fuel, encounter headwinds, or risk oxygen deprivation. So we constantly need to factor in weather, fuel consumption, passenger comfort, and other variables.

When building a team, contributing to a project, or making a key hire, don’t blindly follow just one flight path. Be willing to consider many variables, some conflicting, to make the right decision for the route (job, project, or person) that you’re following that day.

Know your surroundings

For pilots, situational awareness is crucial. We need constant heightened awareness both on the ground and in the air for traffic, weather, and other external factors.

You, too, need ongoing awareness of what might be approaching on your horizon (both real and virtual) and how changes there affect you, co-workers, and clients. Keep your radar scanning for all incoming traffic!

Always have a plan B… And Plan C.. And Plan D…

As pilots we create detailed plans for each flight based on weather, fuel, daylight hours, and other factors. But we know we may have to alter those plans in an instant (just ask Captain Sully). Environmental conditions, equipment, and external factors can always change on us. And, as instructors, we don’t have separate lessons for unusual occurrences—we practice abnormal and emergency scenarios in every flight.

You and your team should regularly imagine, anticipate, plan, and rehearse all manner of abnormal and emergency scenarios. Did you do so before March 2020? This past year may have been a most extreme case, but train yourself to expect the unexpected in your field every year.

As pilots we talk about staying “ahead of the plane.” If you think like a pilot, you’ll stay at least one step ahead in your job. Who knows, maybe you’ll even find yourself interested in flying lessons as well…

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The only flight time that counts

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Pilots are always judged by their flight time. It is erroneously concluded that the pilot with the most flight time is the best, most experienced, safest, and so on. Pilots with lower hours want more. Pilots with an equal number of flight hours will value hours differently, i.e., cross country, actual instrument, pilot in command. Pilot in command sounds impressive, until one realizes that most aircraft only require one pilot.

Air carriers, that is to say people in the business of flying, also define flight time differently. I once applied to PSA, whose application had a space for helicopter flight time and yet PSA had no helicopters of course. This time was subtracted from the total number of flight hours, so this form produced a negative number of hours for some of our brethren. I have no idea how to log negative flight hours.

Not all flight time is equal.

I can imagination some pilot on his interview with the chief pilot would go something like this…

“Well son,” the chief pilot would say, “What are your qualifications to be a pilot for this airline?”

“Well sir, I have been in aviation for two years and, by your standards, I have accumulated 1500 hours in the negative. I expect to have no flight time at all by this time next year.”

This requirement—and PSA—have declined over the years.

Local environments produce interesting flying hours, especially if other pilots are not likely to obtain the “correct” time a local pilot may enjoy. I was informed that I could never obtain true pilot-hood until I had logged the following.

Over water flying time, which is flying over water. Note, if you will, the actual size of the water one is flying over is never actually defined. FAR 91.509 defines “overwater operations” as flight more than 50 nautical miles from the nearest shore, and states you must have flotation gear if you’re a large turbine powered airplane. If you’re not, best to have your rubber ducky handy so you can be around to log it if you are 49 miles out and need to swim for it.

Mountain time or flying over lumpy ground. Notice that we do log flight time over flat lands, hills, lakes, cows, or swimming pools (does that count as over water time?) How about desert flight time (defined as the absence of water I would assume)?

Night time, which is defined as a flight that occurs between one hour after sunset and one hour before sunrise (at least this is the definition for when you need to be night current to carry passengers). As for what is logged during those two hours, it is not defined. Curious that we do not log daytime separately, is it not?

Well maybe not. The Brits, God bless them, log their flight time and the time it occurred (in Zulu time), so their time only counts when it is logged in local time in England, not where the flight occurred.

What about those requirements for FAR 61.57, recent flight experience?

Sorry. While 61.57 states you must have made the required three takeoffs and landings within the preceding 90 days, there is nothing in Part 61 that states you are required to log the flight time. Having said that, I suggest you do so. It’s one of those things that will serve you well during the court-martial.

The types of flight time go on…

Single engine flight time is obviously an aircraft with only one engine. Well maybe not so obvious—while one may log helicopter time, and there are single engine helicopters, helicopters with more than one engine are logged as helicopter time. There is no multi-engine helicopter time, while in fact there are multi-engine helicopters.

Multi-engine flight time, which is defined as an airplane with more than one engine or a many motors airplane. The actual total number of engines is never really defined. Having said that, it usually comes as a surprise to military types who fly multi-engine fighters that where or how the engines are mounted on the airplane does matter to the FAA. Most fighters have the engines mounted close to each other along the center of the airframe, called centerline thrust.

When obtaining a FAA pilot certificate, their rating reads multi-engine land, centerline thrust. A checkride with an examiner is required to have that removed. The only two civilian multi-engine centerline thrust airplanes I know of are the Cessna 336 and 337. There is a warbird out there called the Casa Saeta or HA-200, but otherwise this is not much of a section.

No engine flight time is of course a glider, or a sailplane to the purest in the glider pilot community. Which is different than “powered” time and logged differently.

Grob 109

Is it a glider or an airplane?

No engine flight time is defined by not only how long you stayed up, but the number of times you tried to stay up without benefit of a powerplant. This attempt is called a “flight.” A flight in a glider is defined when you made a 360 degree turn or one complete turn. So, if you went straight out from the airport—excuse me, glider port—4000 miles and never turned on a cross-country journey that lasted 200 hours you would not have completed a flight.

There in the corner of the hangar, taking no notice of any of this is a Grob G109. For those of you not familiar with the aircraft, it is a self-launching glider or, if you will, a glider capable of launching itself. Normally, a glider is towed into the air by another aircraft, called a tug, then released. Not so with the 109. So, you would think the glider is a single engine airplane.

No, it is not. As the engine is only used to launch the aircraft it is not a single engine airplane. There is no requirement as to how long the launch may take or how long the powerplant may operate. So now we have a single engine aircraft, operating on a cross country flight, during which time a 360-degree turn was not completed—therefore it was not a flight.

Go stick that in your logbook.

Logging cross-country time: here we enter dangerous waters. What qualifies as cross-country time? Like most answers in aviation, it depends. What part of the Federal Aviation Regulations are you flying under? If you’re logging time under Part 61 to obtain a new or higher pilot rating, it is defined from Student Pilot all the way up to Airline Transport Pilot. Operating under Part 91, there is no definition of what or how long cross-country flight should be. So you may log cross-country time on you next local $100 hamburger flight.

Flight time logged somewhere it should not be. Reviewing my airframe logbook on my 1939 Aeronca, I discovered the previous owner had logged his flight time in the airframe logbook along with maintenance records of repairs to the airframe. I asked several IAs and the local FAA offices about this; the consensus was it’s not illegal, just strange.

While at Rockwell’s space division, working on the Space Shuttle program, I got to know several very experienced test and research pilots. I brought this question of flight time to Jim and Tom, two of these pilots. While I had more total hours than either of them, they had more burner time than I did. Burner time is flight time in an aircraft (jet aircraft), as you might have guessed, with afterburners on.

Jim was a fighter jock and a test pilot. Tom describes himself as a research pilot, as opposed to a regular test pilot. Both gentlemen have flown aircraft that are still classified, even after the programs closed many years ago. Tom is the only pilot I ever met that whose logbook is classified.

Jim’s comment was his usual 20-year-old fighter jock he was 70 years ago. “Stagg,” he said, “I know exactly what you mean. Those tri-focal captains I would check out in the heavy Convair 990s had one experience 5000 or 10,000 times, not 5000 or 10,000 separate experiences. The old farts would get lost on the walk-around inspection. That is why the flight engineer does it. As for all this night, day, overwater, over mountain or desert time—it’s all bull. An airplane does not know what it’s flying over. You cannot judge a pilot by ink stains in some logbook. They’re just a pack of lies anyway.”

“Look!” he stated, and pointed his finger at me to emphasize the point, “The only flight time that counts is Straight up and straight down.”

Continuing further investigations into flight time and what it means, if anything, I posed the question to Tom. While Jim’s position was clear, Tom presented quite a different perspective. After careful thought, he responded that he had more flight time in monuments than anyone in the world.

“What?” I responded.

“It’s true,” Tom responded rather proudly.

“The majority of aircraft I have flown as a research or test pilot are now permanently enshrined in or around various Air Force installations, bases, playgrounds, and museums, as monuments or gate guards of one kind or another. And as I have flown those aircraft more than anyone else, and in fact they are actual monuments, it follows that I have more flight time in monuments than anyone… At least anyone I know.”

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The (unofficial) rules of flying

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Craig Warner’s article, When a simulated emergency becomes all too real, got me thinking about my rules of flying. Mr. Warner’s article caused me to go rummaging around my scribblings to review the list of rules I use. The following are a collection of rules or sayings I have collected, borrowed, and forgot to return later—filing off the serial numbers or just stolen over the years. They come from different times, from a variety of situations, and from pilots I have known and flown with. Some of the rules you may already know of (such as the first one). I give credit to pilots and maintenance magicians who originally told the rules to me.

Mr. Warner provided a list of his rules, which are a valuable aid when flying or instructing. With the Rules of Flying, I do know if you break or try to bend them slightly, you will die. That much is certain. To quote aviator Jimmy Buffet, “evolution can be mean.”

So, let’s begin.

1. Fly the plane.

2. THINK!

3. If you cannot do rule #2 do rule #1.

4. When in doubt, don’t.

5. Never let someone on the ground do your thinking for you while you’re in the air. That also reads: do not bust your ass, and do not let anyone else bust your ass either.

6. Knob fiddling will get you killed.

7. Check six.

8. The flight is not over until the chocks are set.

9. Twenty four hours from bottle to throttle. (It was originally reported this was 24 feet.)

It’s never too late to go around.

10. Never be too proud to go around.

11. Any aircraft will kill you if it gets half a chance.

12. At some time, you are going to realize it is time to walk away from it.

13. Never stop flying the airplane to fly the mic.

14. Never believe your own PR. That reads: never let your mouth overload your capabilities.

15. A ride in an airplane and a free meal are two of the three things a pilot never turns down. (Dick Rutan, 1994.)

16. If you’re up to your ass in gomers, you’re in combat.

17. You are never stuck in an airplane until you have been at full power for five minutes. (Chuck Yeager, regarding the taxi procedures of the F-111.)

18. Always use industrial strength deterrent. (Example: if you think you should declare an emergency, you’re over-thinking the situation, and no you are not bothering ATC in doing so.)

19. Remember to feel sorry for pilots who never had a chance to ware Nomex. (Reference rule 31)

20. It is better to be noticed and be a smoking hole, than to be a smoking hole and never be noticed (Lt. C. Denny LT, aka Cooter)

21. If you are unsure, the claymore is pointing toward you.

22. Fighter pilots always need more tail. (General Pete Everst on stability and control of the YF100.)

23. It was (is) a mistaken idea that if you have Air Force wings you cannot die. (Scott Crossfield on the X-2’s dynamic instability.)

24. The only flight time that counts is straight up and straight down. (J. Stuart Holder, world speed record in an F-106.)

25. You can try to turn a bad approach in to a good landing. That’s what those dents on the fantail of aircraft carriers are from. (Told to me by an old LSO on a dark night in the O club… Also see rule 10.)

26. There are three things you can not use in aviation: the runway behind you, the altitude above you, and a 10th of a second ago. (It was also reported to me that another thing was that was also equally useless is a navigator with the rank of Major.)

27. In aviation you are your own savior. (Reference rule #34)

28. If it has wheels or wings on it, it’s going to give you trouble. (Cooter; perhaps modified slightly to maintain a G-rated article.)

29. Being a student pilot means never having to say you’re sorry.

30. Life begins at Mach one.

31. If God meant man to fly, he would have been born with baggy green skin. (see #19)

32. It is better to seek forgiveness that gain permission. (All test pilots from all times)

33. Never let aviation interfere with your flying.

34. Technology will not save your ass.

35. You spend all day killing idiots. And there is always one more. (Rafael Gomez Sajardo, LAX aircraft maintenance manager for IBER with 35 years’ experience.)

36. Always have an infinite capacity to be wary. (J. Archibald, TWA flight engineer, professor of systems engineering and the only student pilot with 20,000 hours of flight time when he obtained his private pilot certificate; also builder of Stins Playmat N77JA.)

37. The only time you have to much fuel is when you’re on fire.

38. Never do aerobatics in an airplane that is older than you are.

If you can add to the list, please feel free to do so.

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