So I have been thinking about getting a new rating and doing some additional training of my own on the side. Normally I don't delve into other areas but I recently heard an Aero-cast (podcast) by Bob Miller of Bob Miller Flight Training. He was discussing how the idea of a 40 hour Private Pilot is not a valid concept in this day and age, and I agree. Every flight training school I have ever worked for has shown that a perspective pilot can obtain their Private Pilot certificate in 35 hours, the minimum under FAR part 141. Everytime I thought I was lying to the perspective pilot. Is it wrong of me to feel that way? I don't think so, if you are a CFI how many times have you seen a new pilot actually develop into a good Private Pilot within 35 hours? Not many that I can count, and I have trained individuals whose job it was to learn how to fly. No, I did not train any foreign pilots in the US. I trained military individuals who were selected for flight training. So I got motivated students and it still took them longer than 35 hours.
Now normally I would go into how we should fix this problem but there isn't a good way. We need regulatory change to that regard. I think the minimum for FAR part 141 should be no less than 55 hours and the minimum for FAR part 61 should be no less than 65 hours. Why do I say that many hours? Because a part 141 school should keep their students flying no less than two days per week. This is not always possible and I understand that, but it doesn't matter. A part 141 school has a much more structured environment than part 61.
This is not always going to be the best fit for all, because some students, who are usually natural flyers, will be ready at less than those totals. But we definitely need change, and this would be one change I could live with because then we would not be lying to those who are starting out in flight training.
PS - I know it's been a long time since the last post. I just didn't feel I could express myself clearly enough to post anything prior to this. Hope fully I won't feel that way for the same amount of time.
2/20/2011
7/21/2010
Sometimes You Have to Prove That You Have the Goods
I was reading the FAA Safety Briefing and it was talking about weather. From departure, enroute, and arrival weather to even diversion weather. There is a huge mark especially on GA pilots for flying into and around IMC when they should have just turned around. This can be abundantly clear sometimes, and sometimes even for freight drivers it’s hard to understand why the flight didn’t land safely.
I was recently flying home after getting out of my departure airport and lucky beat an extremely slow moving thunderstorm out of the area. In fact, one of my fellow freight pilots was flying into the same airport I just departed and that pilot did make it in eventually. What I would like to do is to paraphrase a little of how his flight went from the time that I was about to load my cargo and leave…
I had just departed, the skies gray and looming still and I was 20 miles out. I knew that there was going to be a hell of a time to get out of the area if my courier had not gotten my cargo to me in time before the storm hit the airport. The tops were easily into the flight levels (above 18,000 feet) and were more likely toping out above 30,000 feet. While not a bad storm, the slow moving would mean that I would have to wait, for a long time to finally get out, and it would drop a lot of rain.
After departing I got short vectors around the bad parts and was on my way to a nice safe landing back home. I also knew that my company airmen were on their way enroute to the airport I had just departed. I was able to reach them on one of the frequencies that we talk to each other on and started telling him what I had to do, or in this case ended up not doing, in order to get out. I let them know that the storm was extremely slow moving, and in fact the approach controller couldn’t see any major movement on their radar scopes. This is one of those moments when you wish that you had a crystal ball because if you could actually figure out when the storm was going to clobber the airport you could help every out when trying to get into the airport.
This surprised that pilot because all the controllers were asking him was if they were going to divert, and basically pleading the flight not to continue to the destination. I’ll be honest, I think the US has the best controllers in the world. I am partial through because I have never personally be the pilot in command of an aircraft outside of the continental United States. All the controllers were pushing and prodding him to divert to another airport along the way. I keep saying to continue. I keep saying that if you need to just make a 180 and turn around. If you are thinking about how to avoid something there are two ways in my book. First, don’t go. In our job that’s not always an option. If it’s legal for us to depart the company, and customer, expect us to get the heck out of dodge and at least attempt to make it a certain distance, even if we can only make it half way. Second, is that you understand your own limitations and instead of trying to for the issue you know when you have had enough and get out of that situation. There are times when you cannot, but those are usually far and few between.
So I finally convince the pilot to continue on and wouldn’t you know it, he got busy at times, but instead of having to shoot a difficult approach to an airport with a thunderstorm near by, he picked up the airport visually and was able to get into the airport before any of the bad weather arrived. It’s one of those things that we as pilots may face from time to time. ATC and other people will want to force you to do something that you may not want to do first, don’t let them. I cannot describe to you the joy I got from the pilot making it into the airport just because the flight didn’t let a controller convince them to do something they were not willing to do. People can scare you, people can talk a big game, but when push comes to shove you have to prove that you have the goods, or not.
I was recently flying home after getting out of my departure airport and lucky beat an extremely slow moving thunderstorm out of the area. In fact, one of my fellow freight pilots was flying into the same airport I just departed and that pilot did make it in eventually. What I would like to do is to paraphrase a little of how his flight went from the time that I was about to load my cargo and leave…
I had just departed, the skies gray and looming still and I was 20 miles out. I knew that there was going to be a hell of a time to get out of the area if my courier had not gotten my cargo to me in time before the storm hit the airport. The tops were easily into the flight levels (above 18,000 feet) and were more likely toping out above 30,000 feet. While not a bad storm, the slow moving would mean that I would have to wait, for a long time to finally get out, and it would drop a lot of rain.
After departing I got short vectors around the bad parts and was on my way to a nice safe landing back home. I also knew that my company airmen were on their way enroute to the airport I had just departed. I was able to reach them on one of the frequencies that we talk to each other on and started telling him what I had to do, or in this case ended up not doing, in order to get out. I let them know that the storm was extremely slow moving, and in fact the approach controller couldn’t see any major movement on their radar scopes. This is one of those moments when you wish that you had a crystal ball because if you could actually figure out when the storm was going to clobber the airport you could help every out when trying to get into the airport.
This surprised that pilot because all the controllers were asking him was if they were going to divert, and basically pleading the flight not to continue to the destination. I’ll be honest, I think the US has the best controllers in the world. I am partial through because I have never personally be the pilot in command of an aircraft outside of the continental United States. All the controllers were pushing and prodding him to divert to another airport along the way. I keep saying to continue. I keep saying that if you need to just make a 180 and turn around. If you are thinking about how to avoid something there are two ways in my book. First, don’t go. In our job that’s not always an option. If it’s legal for us to depart the company, and customer, expect us to get the heck out of dodge and at least attempt to make it a certain distance, even if we can only make it half way. Second, is that you understand your own limitations and instead of trying to for the issue you know when you have had enough and get out of that situation. There are times when you cannot, but those are usually far and few between.
So I finally convince the pilot to continue on and wouldn’t you know it, he got busy at times, but instead of having to shoot a difficult approach to an airport with a thunderstorm near by, he picked up the airport visually and was able to get into the airport before any of the bad weather arrived. It’s one of those things that we as pilots may face from time to time. ATC and other people will want to force you to do something that you may not want to do first, don’t let them. I cannot describe to you the joy I got from the pilot making it into the airport just because the flight didn’t let a controller convince them to do something they were not willing to do. People can scare you, people can talk a big game, but when push comes to shove you have to prove that you have the goods, or not.
9/12/2009
Never Forget
In this time of national morning and remembrance. Please as a pilot community and as a citizen of the United States of America remember that the freedoms that we have were won with the blood and sweat of those before us. I will never forget where I was, what I was doing, and who I talked to that day. Will you?
NEVER FORGET!
NEVER FORGET!
5/06/2009
VOR vs. GPS Navigation
Recently at my company pilots have found the same ways to an age old question. How did you fail your recurrent checkride? I have talked to a couple of people and it seems that pilots are now fail basic navigation. When I say basic I mean navigating to or from a VOR (click here). This is basic navigation when it comes to instrument training. In fact if a student doesn't understand VOR navigation they don't get past the first stage check within instrument training.
There is a very simple training aid that is on the web (click here). The gentleman, named Tim, does a wonderful job of helping a student, or pilot, understand how to properly use a VOR for the purpose of navigating from one airport to another. I am baffled. This makes no sense that people are having that much trouble using VORs. I get all choked up just talking about it because this is extremely simple stuff. There is nothing more simple in navigation than doing this. It is just a shocker. I am going nuts about this. Oh well, as long as I pass my checkride I will be happy. That's all for now.
There is a very simple training aid that is on the web (click here). The gentleman, named Tim, does a wonderful job of helping a student, or pilot, understand how to properly use a VOR for the purpose of navigating from one airport to another. I am baffled. This makes no sense that people are having that much trouble using VORs. I get all choked up just talking about it because this is extremely simple stuff. There is nothing more simple in navigation than doing this. It is just a shocker. I am going nuts about this. Oh well, as long as I pass my checkride I will be happy. That's all for now.
4/10/2009
Advisory Circular 91-73A:
I an effort to continue with the Notes Series here are my notes on Advisory Circular 91-73A: Part 91 and Part 135 Single-Pilot Procedures During Taxi Operations. The actual AC can be located by clicking here. Ok, so I am using the tinyurl because it is way to long for me to actually list the whole address.
Ac91 73a Notes
Ac91 73a Notes
4/09/2009
Icing for GA Pilots
These are the notes that I took when I was watching NASA's Icing for GA Pilots. It condenses 30 minutes into three pages worth of notes. USE WISELY! NOT USING THESE WISELY WILL HAVE ILL CONSEQUENCES.
Icing for GA Pilots
Icing for GA Pilots
EDIT: Due to page loading issues I have removed the in page listing of my notes. I have kept a link to the notes available but have had to remove the in text posting. I apologize for an inconveniences. -LVL7K
4/06/2009
A Pilot's Guide to Icing
Thanks to the large area of high pressuring moving from Canada into the US over the past couple of days I thought it would be appropriate to talk about an informal guide to icing.
- A pilot must, when in or around forecast, anticipated, or reported icing, respect the icing. If you do not respect it, it will come back to bite you hard!
- Make sure that you have the proper icing protection. If that is through use of boots, heated leading edges, or TKS make sure that the system is functioning prior to entering any icing conditions. With TKS and heated leading edges make sure that they are turned on PRIOR to entering the icing conditions.
- Find out where on the aircraft ice accumulates first. Make sure that you look at that position often to find out how much ice has accumulated to determine the severity of the icing to make a PIREP.
- If your system cannot keep up, or if you have no protection, GET OUT OF THE ICING! There is just about no greater threat to the aircraft.
- When icing conditions exists and you are in them, tell people. ATC has gotten irrated with me sometimes because I actually try to give too many PIREPS. If things change, get into worse or you get out of the icing, tell people again. Another pilot may be flying through that same area very shortly after you.
Those are the five main rules to follow with icing. I try to give icing reports as much as I can because of number 5. I do not want to be the reason that another pilot crashes or something happens to them because I didn't let someone know that I was picking up icing conditions. If you follow the Avation Weather Branch of the NWS they have asked CFI's many times to even give PIREPs if the weather is great. This will help them in their forecast models (they have really long and hard equations that determine the forecasts).
Try to solicit PIREPs from other pilots. Ask ATC if there has been any icing reported in the area, where the tops of the clouds are and if possible the bases as well. There have been many different occasions when I have been the first pilot to fly through an area. Early mornings and late afternoon does not mean that others won't follow it just means that I get to find out first hand how the weather is doing that day. If you find something is different than what they have reported to you, let them know. ATC is only knowledgable about what is going on based upon the last report given.
Use all available weather resources. Check all AIRMETs, SIGMETs, and PIREPs when planning your flight. If you can, carry enough fuel for more than just FAA minimums and make sure that you have a full tank of TKS ready to go when possible. In the Baron I have a maximum of 6.7 gallons which translates to 1.25 hours of protection in moderate icing, or 2.5 hours of prection is light. That means the system is on no matter what and if I determine that I am outside of icing conditins I still leave it on. After time you will learn what you can and cannot do within the TKS system and you can strech that out much futher. But, NO TKS, NO ICE PROTECTION. It's just that simple.
I hope this help those who are wondering what it is like to fly through icing. Through out training as a pilot everybody talked like getting icing was worse than having an engine failure. This is not true. You make work just as hard, in a different way, but depending on the aircraft, it will continue to fly. Always remember that AIRSPEED IS LIFE AND ALTITUDE IS LIFE INSURANCE. If you notice that the aircraft is cruising slower than anticipated and the temperature is near freezing CHECK FOR ICE!
Good luck!
Aviation Weather Center - http://www.aviationweather.gov/
Icing Portion of the AWC - http://adds.aviationweather.gov/icing/
Icing Branch of NASA - http://icebox.grc.nasa.gov/
If you like other links let me know! I may post them here!
Try to solicit PIREPs from other pilots. Ask ATC if there has been any icing reported in the area, where the tops of the clouds are and if possible the bases as well. There have been many different occasions when I have been the first pilot to fly through an area. Early mornings and late afternoon does not mean that others won't follow it just means that I get to find out first hand how the weather is doing that day. If you find something is different than what they have reported to you, let them know. ATC is only knowledgable about what is going on based upon the last report given.
Use all available weather resources. Check all AIRMETs, SIGMETs, and PIREPs when planning your flight. If you can, carry enough fuel for more than just FAA minimums and make sure that you have a full tank of TKS ready to go when possible. In the Baron I have a maximum of 6.7 gallons which translates to 1.25 hours of protection in moderate icing, or 2.5 hours of prection is light. That means the system is on no matter what and if I determine that I am outside of icing conditins I still leave it on. After time you will learn what you can and cannot do within the TKS system and you can strech that out much futher. But, NO TKS, NO ICE PROTECTION. It's just that simple.
I hope this help those who are wondering what it is like to fly through icing. Through out training as a pilot everybody talked like getting icing was worse than having an engine failure. This is not true. You make work just as hard, in a different way, but depending on the aircraft, it will continue to fly. Always remember that AIRSPEED IS LIFE AND ALTITUDE IS LIFE INSURANCE. If you notice that the aircraft is cruising slower than anticipated and the temperature is near freezing CHECK FOR ICE!
Good luck!
Aviation Weather Center - http://www.aviationweather.gov/
Icing Portion of the AWC - http://adds.aviationweather.gov/icing/
Icing Branch of NASA - http://icebox.grc.nasa.gov/
If you like other links let me know! I may post them here!
4/03/2009
Really Long Time With No Post.
Well, it's been awhile. Actually I have been doing fairly well. I have been working a bunch. Usual 70+ hours per week and while I have been working my normal hours and in fact took my first real vacation. Guess what I did....nothing. In fact most of the time I was off I spent relaxing at home. It was extremely nice. Especially after over a year and a half of getting up before the sun and not getting home until after 630p most days.
So what has happened in my world. Well the fog one day got so bad that I wasn't able to depart until after 8am. Then once enroute to another airport, my dispatch wanted me within an hour of the destination, I still had to wait for about 30 minutes until the fog lifted. Then to me feel like crap I get to my destination and it is pretty much clear skies. Yes it lifted so quick that by the time that I got there it was almost clear. Frustrated me to no end that I could have just waited at my home base and then depart when I wanted to and would have probably got there sooner. I am not saying that I sat and waited on purpose but because I wanted to make sure that I got into the airport. I was down about 1.5 hours of gas and while I don't usually care because I have 4 hours normally because of full fuel. But once full fuel is off of the aircraft I start to get concerned. That means that I really don't have every drop of gas that I could have.
Well, I finally got into the airport about 2.5 hours late got my cargo to the couriers and I felt like the day had been robbed from me. Yeah, like fog can actually rob time from me...well, maybe. Then recently I took a week off from work. First paid vacation from my employer in TWO YEARS! So for the first paid week off from flying and working I did nothing. Mostly sat around enjoying not getting up prior to the crack of dawn. Only one day did I come close to getting up early but that was getting up two hours late. So I feel much more relaxed.
So what is on the horizon, well lots of more working but I feel better getting some of this out. I have been busy just getting ready for the vacation. Why does it always seem that the week leading up to vacation is the most hectic? Oh well, doesn't matter now but just happy to be flying again. Lots of thinking lately about what I am going to let my career patch to take. Maybe starting next week I will be able to better describe what is going through my head.
So what has happened in my world. Well the fog one day got so bad that I wasn't able to depart until after 8am. Then once enroute to another airport, my dispatch wanted me within an hour of the destination, I still had to wait for about 30 minutes until the fog lifted. Then to me feel like crap I get to my destination and it is pretty much clear skies. Yes it lifted so quick that by the time that I got there it was almost clear. Frustrated me to no end that I could have just waited at my home base and then depart when I wanted to and would have probably got there sooner. I am not saying that I sat and waited on purpose but because I wanted to make sure that I got into the airport. I was down about 1.5 hours of gas and while I don't usually care because I have 4 hours normally because of full fuel. But once full fuel is off of the aircraft I start to get concerned. That means that I really don't have every drop of gas that I could have.
Well, I finally got into the airport about 2.5 hours late got my cargo to the couriers and I felt like the day had been robbed from me. Yeah, like fog can actually rob time from me...well, maybe. Then recently I took a week off from work. First paid vacation from my employer in TWO YEARS! So for the first paid week off from flying and working I did nothing. Mostly sat around enjoying not getting up prior to the crack of dawn. Only one day did I come close to getting up early but that was getting up two hours late. So I feel much more relaxed.
So what is on the horizon, well lots of more working but I feel better getting some of this out. I have been busy just getting ready for the vacation. Why does it always seem that the week leading up to vacation is the most hectic? Oh well, doesn't matter now but just happy to be flying again. Lots of thinking lately about what I am going to let my career patch to take. Maybe starting next week I will be able to better describe what is going through my head.
2/23/2009
Recent Comment.
Recently I have noticed a comment that I have seen in previous places. I search a few forums so that I keep abreast of what is going on in the industry. This same user name has popped up before in a certain part of the forum. The freight topics this "CrackdMachine" seems to think that because freight pilots fly aircraft that are somehow more likely to talk about the type of flying that we do on video to certain people. In fact on one post I even saw them talk about how "shoty" the maintenance was on freight aircraft. The best response I can no longer find, probably because they told them to take a hike, but it simply stated "Go somewhere else!". That is what they said to them and what I tell "CrackdMachine" now. Never ever come back, I am OOTSK and that does not mean that we break rank.
I would bend over backwards for another freight pilot if they were looking for a job, or needed help while airborne. There is nothing like knowing that the pilot, or controller, on the other side of the radio is the only person on the frequency. I have flown during all hours of the day and the people who fly freight are for the most part interested in the same thing that I am, to get to the destination and get the job done, THAT'S IT! They don't operate the aircraft in an unsafe manor, they fly the aircraft to the LEGAL limits and that is it. I know this is off topic but it just gets under my skin when someone who knows nothing about flying tries to talk to a pilot and fit in. I know that controllers probably feel the same way with pilots some times. But within the industry I think most people would feel the same way. Leave me alone and you will get what you want! I have litterally contacted a center frequency before and the next transmission I heard was them handing me off to the next sector!
So CrackdMachine, knock it off and buster back home!
(This is what they left as a comment that pushed me over the edge on this one. This is a tamed down version of what appeared initially on the message boards. Same username though. Therefore, I have had to moderate comments on the blog because I do not want to see people such asking such stupid questions! They are not ignorant because they don not want to learn from previous places!)
I would bend over backwards for another freight pilot if they were looking for a job, or needed help while airborne. There is nothing like knowing that the pilot, or controller, on the other side of the radio is the only person on the frequency. I have flown during all hours of the day and the people who fly freight are for the most part interested in the same thing that I am, to get to the destination and get the job done, THAT'S IT! They don't operate the aircraft in an unsafe manor, they fly the aircraft to the LEGAL limits and that is it. I know this is off topic but it just gets under my skin when someone who knows nothing about flying tries to talk to a pilot and fit in. I know that controllers probably feel the same way with pilots some times. But within the industry I think most people would feel the same way. Leave me alone and you will get what you want! I have litterally contacted a center frequency before and the next transmission I heard was them handing me off to the next sector!
So CrackdMachine, knock it off and buster back home!
(This is what they left as a comment that pushed me over the edge on this one. This is a tamed down version of what appeared initially on the message boards. Same username though. Therefore, I have had to moderate comments on the blog because I do not want to see people such asking such stupid questions! They are not ignorant because they don not want to learn from previous places!)
CrackdMachine said... I work for a production company called Creation Films Documentaries that is looking for freight pilots interested in being a part of a series about the world of freight transportation.
At this point we are interested in anyone who would like to be considered for this show. If you are interested please send us a video telling us who you are and your background as a pilot. In addition any video clips of freight aircraft would be greatly appreciated. Please send video to:
Creation Films Documentaries
7 Theatre Square
Louisville KY 40202
Please send video on DVD or VHS and include contact information. Video materials will not be returned. Those considered for the series will be contacted and an additional interview will be scheduled.
This program is not after "shock value" nor does it seek to shine a negative light on the freighting industry or the men and women who work within it. Our goal is share the thrills and excitement of aviation and highlight the careers of the unsung heroes that command the aircraft that help keep the global economy moving.
Anyone with questions regarding this production please contact our office by phone or email.
Thank You
Creation Films LLC
At this point we are interested in anyone who would like to be considered for this show. If you are interested please send us a video telling us who you are and your background as a pilot. In addition any video clips of freight aircraft would be greatly appreciated. Please send video to:
Creation Films Documentaries
7 Theatre Square
Louisville KY 40202
Please send video on DVD or VHS and include contact information. Video materials will not be returned. Those considered for the series will be contacted and an additional interview will be scheduled.
This program is not after "shock value" nor does it seek to shine a negative light on the freighting industry or the men and women who work within it. Our goal is share the thrills and excitement of aviation and highlight the careers of the unsung heroes that command the aircraft that help keep the global economy moving.
Anyone with questions regarding this production please contact our office by phone or email.
Thank You
Creation Films LLC
2/20/2009
There goes the weekend.
Recently my company updated their HAZMAT training so now I have to spend one day this weekend completing the training so that Monday when I come back to work I will be able to carry more Hazardous Materials (HAZMAT). I don't know which yet because I have yet to complete the training. No rest for the weak, push on for higher and better things.
I have recently been reading a lot about the accident of Colgan 3407 and wish to point you towards some of the better posts out there at Blogging at FL250 or Flight Level 390. I have been trying to figure out what happened on my own, but without direct knowledge of the Dash-8-Q400 I would only be speculating and that would mean that I am no better than the mainstream media out there. I tend not to watch the media much anymore because they are usually wrong or just flat out boring. I save my political views to myself. This is an aviation blog not a political forum. Best of luck to the NTSB while they are investigating the crash site and accident. I cannot blieve that there are so many different theories now out there. If something were to clue investigators that they should look in one area compared to another I wish for the safety of all pilots and the flying public that they can expidiously find the root cause of the accident. Again my thoughts and prayers go out to the friends, families, and all those affected by the accident of Flight 3407.
I have recently been reading a lot about the accident of Colgan 3407 and wish to point you towards some of the better posts out there at Blogging at FL250 or Flight Level 390. I have been trying to figure out what happened on my own, but without direct knowledge of the Dash-8-Q400 I would only be speculating and that would mean that I am no better than the mainstream media out there. I tend not to watch the media much anymore because they are usually wrong or just flat out boring. I save my political views to myself. This is an aviation blog not a political forum. Best of luck to the NTSB while they are investigating the crash site and accident. I cannot blieve that there are so many different theories now out there. If something were to clue investigators that they should look in one area compared to another I wish for the safety of all pilots and the flying public that they can expidiously find the root cause of the accident. Again my thoughts and prayers go out to the friends, families, and all those affected by the accident of Flight 3407.
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