Plane Conversations

As I said yesterday, both the Phenom 100 and the 300 are single pilot certified and are designed to be flown by professional pilots, as well as owner pilots. The latter present a challenge as they are generally a group with little or no pure turbojet time.  Many have flown complex turbo prop aircraft but most owner pilots have spent little time in “fast movers” and lack a complete understanding of their roles and responsibilities in the ATC system. The solution lies in training and competent mentoring.  Embraer includes two “entitlement” training slots for pilots with the purchase of an Executive Jet. The training at ECTS is a thorough introduction into the Phenom and an accurate assessment of acquired skills and knowledge.   The problem is that training ends with the check-ride and subsequent type rating.   And, in any sphere, knowledge without wisdom is incomplete.

A typical type-rating oral exam consists of knowing aircraft systems and limitations along with the immediate action items associated with specific emergency procedures.  A more thorough oral drills deeper with questions involving the working relationships of systems and an understanding of why things work the way they do. The rating-ride is a carefully choreographed series of events that test specific learned procedures such as the loss of an engine on takeoff, the“V-1 Cut”, as well as single-engine approaches and landings.  The entire check ride is given within the confines of a single airport and is an accurate assessment of skills and accomplishment. The FAA oral and rating-ride are excellent tests of pilot preparedness for the unexpected problems that seldom (thankfully) occur in real life.  What a rating-ride can’t do is impart experience and judgment to a first-time jet pilot.  With experience comes wisdom and the safest way for the first-time jet pilot to get that wisdom is with the assistance of a mentor.

Slow down, you move too fast.
You got to make the morning last.
Just kicking down the cobble stones.
Looking for fun and feelin’ groovy.

 (59th St. Bridge Song by Simon and Garfunkel)

Up until recently, Air Traffic Controllers could logically assume that everyone in a jet “kicking down the cobble stones” was a pro-pilot or at least performed like one.  The advent of the personal jet has changed that.  Now anyone with a million dollars, or even less with financing, can buy a jet to look for fun and feel groovy hanging out with the big boys.  Herein lies the problem. The old instructor adage of “slow down and make yourself time for the approach” only works at the cabbage patch, but these personal jet aircraft aren’t staying in the cabbage patch.

A gap has developed between those who understand ATC and fly accordingly and those who feel as if ATC will accommodate their lack of skills and judgment. The saner parties have been the insurance companies who have insisted upon some level of supervision for low time aviators. Insurance companies, at a loss for how gauge skills and judgment, have resorted to insisting on a certain number of hours (usually 25) of supervised flying.  Typically those hours are flown in the course of business for the newly minted personal jet aviator.

Perhaps a better way to ensure the safety and success of the owner-flown community would be to adopt the commercial aviation technique of mentor flying for newly type-rated jet pilots by creating a private IOE (initial operating experience) process. Airlines have long recognized that meaningful mentor programs consist of more than the supervised “drilling of holes” in the sky.  A truly effective mentor program imparts a higher level understanding and competence to the new pilot.

With training fresh in the mind of the newly typed pilot, the mentor reinforces good technique and emphasizes the “real world” application the newly learned skills.  And it takes both training and experience to protect your Phenom investment.

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Chris Davis is an aviation insurance specialist and Manager of the Light Aircraft Division at CS&A Aviation Insurance. He is passionate about aviation and active in the Experimental Aircraft Association where he currently serves as the Secretary / Treasurer as well as the Newsletter Editor for Chapter 863. He is also active in the Warbirds of America as well as holding the rank of Colonel in the Commemorative Air Force.  His lifelong passion for aviation and various experiences give him an advantage in an industry where aviation safety and risk management are the focus.

We love to hear stories from other aviation enthusiasts and professionals, so here is a blog Chris wrote from the blogsite www.clearontop.com.  

Planes, Training and $100 Pancakes by Chris Davis.

BEEP, BEEP, BEEP, BEEP! The alarm sounds so much louder at 05:30 on a Saturday morning than it does during the week, but what a sweet sound it makes. Today is the 3rd Saturday of the month and that means pancakes for breakfast. I ease out of bed, get dressed, kiss my wife goodbye and head to my sons room. Jacob is only 2 ½ , but he loves pancakes almost as much as he loves to fly…combine the 2 elements and it will wake him up faster than a double shot of espresso.

  The sun begins to rise over the hills as we arrive at the airport to drag our steed from it’s hangar. We begin our walk around and the chilly morning air sends a little shiver through my body. Prop; check…Tires; check…Leading Edge; check…Fuel; clean and free of water…Control surfaces; free and correct. My dutiful co-pilot follows my every move, double checking each item on the pre-flight walk around. He faithfully asks the inevitable question at every item we check. Daddy, why? With all items satisfactory we enter the aircraft and strap in. Master switch: ON…Mixture: FULL…Boost pump: ON…as I lean my head out the window to check for prop clearance my co-pilot beats me to the punch “Keer Pop” he yells, with a grin so big his headset falls down around his chin. As the Maule breaks the morning silence, we turn on the avionics and enter 3M5 into the GPS. “Let’s go to Moontown and get some pancakes daddy!” I wiggle the rudder a bit to lock in the tailwheel and we begin our journey.

Our trip to breakfast usually takes about an hour and (thanks to my co-pilot) is filled with many steep turns, stalls, and floaters…the floaters are Jacobs favorite since he gets to be weightless for a few seconds. Often times we will join up with a few buddies for our breakfast journey and we use the trip to brush up on our formation flying maneuvers. All too quickly we make it to Moontown and enter the increasingly busy pattern to land. After demonstrating the proper soft field landing techniques to Jacob we taxi off the active runway and proceed to park. Breakfast seems to hit just the right spot as we sit around the picnic table and play “name that plane”. I talk shop with other pilots as Jacob finishes his second round of pancakes and then we proceed to walk down the growing flight line for some more hands on education.

Hidden amidst the tailwheels, trikes, amphibs and warbirds are a multitude of questions just waiting to be answered. Daddy, what kind of airplane is that? Why? What is the little wheel on the back for? Why? What makes it fly? Why? Why does it have two wings instead of one? I answer the questions one by one, often repeating the same question multiple times. Upon reaching the end of the current flight line we sit in the shade of an old Stearmans wings and watch the new arrivals as they land. How appropriate that we rest beneath an old trainer as I teach a future pilot.

The phone rings…a call from my wife signals that our kitchen pass will soon expire. The time has come for the men of the house to return home, the ladies have made plans for our afternoon. On the return flight my co-pilot reaches his duty limit…eyes closed and leaning against the window, his headset slowly begins to slide down. It is a quiet trip back to the hangar. This has been a fun trip and a very educational one for both of us…only 4 more weeks until we get to do it again.

Often times I hear light aircraft pilots complain about their insurance company requiring completion of an annual Flight Review or X number of dual hours prior to solo in a new aircraft. Just like my son, I have to ask why? Why are pilots complaining about having an excuse to fly? Many of the pilots who complain about the training requirements are the same ones that I will see at a pancake breakfast or local fly in. If I was a CFI and Jacob was older, he could receive his flight review endorsement each time we head out for pancakes provided we follow a few simple guidelines.

FAR 61.56 states: a flight review consists of a minimum of 1 hour of flight training and 1 hour of ground training. The review must include: (1) A review of the current general operating and flight rules of Part 91; and (2) A review of those maneuvers and procedures that, at the discretion of the person giving the review, are necessary for the pilot to demonstrate the safe exercise of the privileges of the pilot certificate.

Get a little creative. Find a local CFI and offer to pay his way to a fly-in breakfast in exchange for a flight review. Combine free breakfast with free flight time and most any pilot will jump at the chance.   If a fly-in is not your thing, consider getting some tailwheel training or some formal formation training. Both of these areas will greatly improve your situational awareness as well as hone your flying skills. You will learn to anticipate and lead the aircraft to where you want it to go instead of directing its actions as you ride along. Tailwheel training will improve your precision on landings as well as focus your attention during ground handling. Formation training will teach you to plan ahead and to fly very smooth and precise as well as teach you how to pay close attention to detail.

No matter what form of training you choose, it is only as good as the effort that you put into it. Why continue to dread the flight reviews and proficiency checks only to forget what you learned before your next flight? Make the training something to look forward to…plan your next flight review around an upcoming event and enjoy the training. I guarantee you will get much more out of it and you will find yourself looking for more excuses to train.

Every time I take Jacob flying he is learning and asking why. In some ways he is my best little instructor. He reminds me that I should always be asking “why?” as I too am still learning to fly.

Clear skies and tailwinds!

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You know that feeling in the pit of your stomach when you just know something bad is about to happen?  You don’t know when, you don’t know where - you just know it’s coming.  I call that the “wet sneaker” feeling.  Recent airport security breaches have resulted in some serious wet sneaker feelings for me.

I blogged about air mass-transit security issues on 27 December and 2 January.  I no longer work in air mass-transit.  However, their reality affects mine; so, I pay attention.  Airline security failures have resulted in enormous losses for private aviation in the past and I am concerned that they will again.

We all remember the September 11 attacks with sickening clarity.  Even typing the words, I find myself feeling nauseated.  At 9:30 AM that morning, the FAA issued a nationwide ground stop followed by instructions to airborne aircraft to land at the nearest airport.  On September 12, the ground stop was slowly lifted, allowing air carriers, both scheduled and unscheduled, back in the sky.  That same day, aviation insurance underwriters began canceling all War Risk coverage.  At 4:00 PM on September 14, the ground stop was lifted for general aviation flights operating under Instrument Flight Rules (IFR).  Although no general aviation aircraft were involved in the attacks, they were grounded for 78.5 hours.   War Risk coverage was eventually offered again at an increased rate.  In the case some of our aircraft, the rate increased by about 100%.  Many small operators closed their doors.

I’m sure I’m not the only person who saw a causal relationship there.  To be honest, I started this article with the angle of “air mass-transit security failure = loss of life and property = higher insurance premiums = business closures.” Recently, I spoke with our insurance agent, Tom Chappell of CS&A Insurance, who destroyed my theory with facts.  With 35 years of experience, Tom has forgotten more about aviation insurance than I’ll ever know.  Even before the attacks, he noted an aviation underwriting trend towards a hardening market.  The market was already moving towards to higher premiums.  The attacks just accelerated the process which was, in Tom’s words, “like hitting a slice into the wind – it just exacerbates the slice.”    But, insurance premiums weren’t the only costs that went through the roof- fuel prices also soared.  Adequately capitalized operators with good business plans had a tough time of it; but, under capitalized operators and those with poor business plans shut down.  It’s industrial evolution, I suppose: The survival of the fittest.  (Somehow this process doesn’t apply to air mass-transit, but Allen Howell addressed that on Friday.)  Time passed.  Fuel costs decreased to near pre-attack rates.  Aviation insurance  underwriters calmed down and reversed some of the drastic rate increases that were knee-jerk reactions to the attacks.  The market softened.

The last 18 months have been very difficult for private aviation.  Charter operations and corporate flight departments have disappeared.  Many previously strong operations are foundering.  Extremists are exploiting gaps in security for air mass-transit and, according to Tom Chappell, the insurance market is beginning to harden again.  Enter the wet sneaker feeling.

Aviation as a whole is a fluid and volatile industry.  There are cycles of highs and lows that sometimes change with little warning.  The industry is vulnerable to outside changes over which it has little or no control – things like fuel costs, insurance, employee benefits, government policy and regulation.  Private aviation accidents and incidents have an inconsequential effect on air mass-transit.  However, in stark contrast, air mass-transit accidents and incidents can have catastrophic effects on private aviation.

I seriously doubt that any general aviation contingent will be invited to participate in the decision-making process concerning new airport security procedures, even though our livelihoods may depend on it.  So, until we effectively band together, we eat our Tums, write our legislators and live with wet sneakers.

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