Articles for category Training
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Mar
20
2017
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Posted by Admin
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A few months ago, I was conducting a commercial pilot practical test for an applicant in the South Florida area. At the beginning of the exam, the applicant held up his copy of the FAA practical test standards (PTS) next to his face and took a selfie with his phone. He then proceeded to request I “hold on a minute” so that he could post the picture on Facebook. At the time, I didn’t really mind as this moment was significant to him. Maybe it was his way of calming his nerves: no harm, no foul.
The ground portion of the exam was going well as we proceeded into the performance planning portion of the scenario. We were a little over an hour into the exam, so I offered the applicant an opportunity for a short break. He accepted and proceeded to step outside. After a few minutes, I decided to walk to the FBO for a cup of coffee. As I walked outside, the applicant was holding his phone up with a selfie stick to conduct a live video on social media about the exam. To my surprise, he decided it was a good idea to turn the camera in my direction and introduce me into his video efforts. I waved in the direction of the camera and kept walking. To be clear, I was now getting annoyed by this activity.
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Categories:
Career Development
Training
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Mar
01
2017
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Posted by Admin
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The field of aviation training devices and simulators is an ever evolving and interesting area. As expenses increase in so many sectors of the rotorcraft industry, devices (which don’t move) and simulators (capable of motion) help contain training and certification costs. [NOTE: In this article, the terms “sim” and “simulation” are used at times to collectively refer to both types of trainers.] Sims can create flight scenarios that are too dangerous to duplicate in actual aircraft, and make practicing other procedures safer. For example, more fatal training accidents occur practicing autorotations than any other skill. Simulation for such scenarios can save lives.
Basic aviation training devices (BATDs) and advanced aviation training devices (AATDs) are now so affordable that primary flight schools have embraced using them to teach instruments, navigation, systems, and emergency procedures. Until the introduction and acceptance of these devices, these schools simply could not afford to acquire high-end flight training devices or full flight simulators.
Simulation is governed by two FAA groupings: those that fall under the authority of AFS-205 National Simulator Program, and those that are governed by AFS-810 General Aviation and Commercial Division.
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Categories:
Training
Safety
Helicopter Sectors
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Feb
21
2017
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Posted by Admin
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Ever wonder how many times you signed your name and A&P number after the word “airworthy.” For me, it’s in the thousands. So, how does a mechanic define it?
For some, the definition is rigid: the aircraft must be in like-new condition with a pristine record trail. For others, it’s a gray area of personal decision, defined by an aircraft’s use, age, and regulatory compliance.
Regardless of interpretation, the airworthy condition of an aircraft is the core function of a mechanic. Yet, an official FAA definition of this fundamental word is lacking within our maintenance regulations and guidance material. Let’s try to find one.
The Basics
Numerous articles, papers, and FAA documents offer various descriptions of airworthy. The common accepted version today requires an aircraft to conform to its type design and to be in a condition for safe operation.
Looking to the Federal Aviation Regulations (FARs), essential terms and their definitions are usually given at the beginning of a chapter, part, or section, along with an applicability clause. FAR Part 1, Definitions and Abbreviations, applies to “Subchapters A through K of this chapter,” so it seems it would be a logical place to find a definition for airworthy, since our Part 43 falls under Subchapter C.
Unfortunately, the definition is not listed in FAR Part 1, or Part 43, or Part 65 for that matter. Given its significance, you would think airworthy, or airworthiness, would have its own part in the FARs.
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Categories:
Training
Safety
Regulatory
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Jan
30
2017
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Posted by Admin
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A 15 September 2016 article in The New York Times titled “‘Miracle on the Hudson’ Safety Advice Not Carried Out,” had these sobering words:
In the seven years since an airline pilot saved 155 lives by ditching his crippled airliner in the Hudson River, there's been enough time to write a book and make a movie, but apparently not enough to carry out most of the safety recommendations stemming from the accident. Of the 35 recommendations made by the National Transportation Safety Board in response to the incident involving US Airways Flight 1549, only six have been heeded.”
The airline pilot referred to is, of course, Captain Chesley “Sully” Sullenberger, who recently sounded a similar refrain on his Facebook page:
“I’m very disappointed so many of the important safety recommendations made by the National Transportation Safety Board after Flight 1549 have not yet been mandated by the FAA. Unless the FAA mandates safety improvements, airlines historically will not adopt them. We owe it to everyone who flies to act on what is learned from accidents, often at great cost in lives lost, instead of just filing it away to gather dust while we await the next accident.”
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Categories:
Safety
Training
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Jan
23
2017
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Posted by Admin
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The subject of solo requirements for the addition of a helicopter rating to an existing commercial pilot certificate, when the applicant does not hold a helicopter rating at any level, is a question not easily answered. To get the correct answer, you must look at more than just the experience requirements as stated in 14 CFR Part 61.129(c). Additionally, the method in which a pilot would log the pilot in command (PIC) flight time is confusing. In this article, we’ll attempt to provide some clarity on these subjects.
An applicant for an added helicopter rating to an existing commercial pilot certificate will all too often arrive at their checkride and not have adequate experience to be eligible for the practical test. In these cases, the applicant may have spent thousands of dollars only to discover that they cannot use those hours toward the rating for which they are applying. This can be a devastating—and often career altering—revelation.
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Categories:
Training
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Dec
05
2016
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Posted by Admin
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Trouble with autos. Seriously?
When I flew for the Royal Oman Police, the British, Scottish, and Australian pilots I had the pleasure to fly with had a lovely saying. Whenever they wanted to convey an idea, but wanted you to know that you may already know it, they would preface their statement by saying, “Now, I don’t want to teach Granny to suck eggs but….”
Similarly, I certainly don’t want to tell you something you may already know, but to my great amazement it seems there is ‘some problem’ with how pilots execute autorotations, which to me is an easy but fundamental maneuver. So, at the risk of “teaching Granny to suck eggs,” please indulge me while I offer my 2 cents’ worth on the subject that has served me well over the years. At the same time, I apologize if you already practice autorotations in the way I will describe.
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Categories:
Safety
Training
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Dec
05
2016
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Posted by Admin
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Prior to the flight portion of an FAA exam, the applicant will be tested on their knowledge and ability to conduct a preflight on the aircraft being tested. It is imperative that a pilot understand the systems of the aircraft they plan to operate. The ability to determine airworthiness can only be accomplished when the pilot has adequate knowledge of their aircraft and knows what to look for (normal vs. abnormal) during the preflight process.
A few weeks ago, I was picking up an aircraft that had just completed a heavy maintenance inspection. Many of the aircraft’s flight components had been removed, overhauled, and reinstalled. Before I conduct an operational check flight (OCF), I like to establish a personal relationship with the maintenance staff working on the aircraft. Having conducted many post-maintenance OCFs, I’ve grown accustomed to the nuances of maintenance technicians and appreciate that each maintenance facility’s processes and procedures may differ. In the case of the aircraft in question, I did not know all of the mechanics. The main gearbox and rotorhead was completed by a mechanic new to the facility. Since this situation occurs often within our industry, it gave me no great concern; I had faith and trust in the quality assurance process of the system.
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Categories:
Training
Safety
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Oct
31
2016
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Posted by Admin
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If I mention Chatham County, Georgia, you might well ask, “Where’s that?” If I say Savannah, you most likely know the location. The coastal city is well known for its Southern charm and rich American history that draw tourists from all over the world—who often go searching for Forrest Gump’s famous bench.
Savannah and surrounding Chatham County is a community on the water. Not only does the Savannah River run through the county, but the Atlantic Ocean abuts its eastern shore, while swamps and tidal estuaries abound. All this H2O creates a unique problem for the county, its visitors, and residents. It’s the perfect breeding ground for mosquitos—lots and lots of them.
As you will see, the team at Chatham County Mosquito Control (CCMC) takes its job of controlling that pesky population very seriously. I was surprised at how the science of insect control intersects with helicopter operations. Furthermore, CCMC’s diverse aviation operations go well beyond mosquitoes, as they serve county residents and tourists in many valuable and cost-effective ways.
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Categories:
Company Profiles
Training
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Oct
17
2016
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Posted by Admin
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Though inspection is part of the FAA definition of maintenance, I kept it separate for three reasons:
One, inspections have their own set of performance rules in Part 43. Two, in the course of aircraft maintenance, other than inspection, the mechanic selects the reference. In the case of an inspection program, the owner/operator selects the reference under authority in Part 91. And three, once an inspection program/reference has been selected, the mechanic is required by regulation to follow that reference.
I’m sure everyone agrees the inspection process is an expensive recurring cost in maintaining an aircraft. And although it would be unwise for an owner/operator not to consult with a mechanic prior to selecting an inspection program, it happens. Even though a mechanic may know a more efficient program to follow, Part 43.15 mandates the mechanic to follow the selected inspection program.
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Categories:
Regulatory
Training
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Oct
03
2016
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Posted by Admin
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Imagine a future where helmet-mounted night vision goggles (NVGs) are replaced by light-enhancing contact lenses. While this might seem like some high-tech invention in the latest Mission Impossible movie, the idea itself isn’t fiction. Rather, researchers at the University of Michigan have developed a super-thin, graphene-based light detector that can see light wavelengths invisible to the human eye. This includes the thermal energy detected by NVGs that is amplified and rendered into human-viewable black and green/black and white images.
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Categories:
Training
Safety