Ramp to Flight Line

I'm currently helping a friend of mine make the move from the ramp to flight line. It's been a rocky start as he's out of his element and hasn't flown in three years. I'd like to shade some light on what really matters when making a move to a new plane.

Numbers, numbers, numbers. I don't know if I came through clearly with that statement but knowing your numbers is number one! It's really irrelevant what you're flying because every aircraft is still just an aircraft. Now that I'm done repeating myself over and over, here are a few things you should be reviewing.

Engine temps, power settings, and time limitations are vitality important. Don't get me wrong, when flying a C-172 around this may seem like a waste of time but forming these habits early on in your career will allow you to excel later on.

You will find that flying singles, right up to the heavies, that engine temperatures become a primary instrument you will monitor in your scan. I'll throw a few examples out from both ends of the spectrum. In any piston engine a loss of oil pressure and a rising temperature is an indication of what? Wait for it...... yes, an engine failure. I don't know about you but when I'm flying a piston, my eyes are glued to those instruments. A good ear for the engine will typically give you a heads up that something is wrong.

When looking at a turbine powered aircraft, during engine start, a rapid rise in ITT (inter turbine temperature) is a possible "hot start." Now a hot start is when the temperature inside the turbine exceeds allowable limits and essentially you fried the engine. When one engine costs more than an average home, it's important to keep on top of it.

With having operated out of many bush strips, I've made knowing my power settings a top priority. Most pavement to pavement guys think they know the importance of this one, but unless you've skimmed the trees as you prayed to god to save your butt this one last time, then I don't think the real reason has sunk in. In a piston you're limited to the firewall, which in all my experience is a standard practice. I can't think of a time other than training where I took off without full power. In the turbine world, it's a whole new set of rules. You can actually go past full power into the "transient" region. Most turbines have been de-regulated to provide better fuel burn and increase the life of the engine. When things go bad though, you can exceed the red line for short periods of time without damaging the engine.

By now if you haven't noticed a trend; I'm continually discussing limitations. I've discussed the turbine to the extent that I'm going too but I wanted to mention that even in a C-206 you will have time limitations. On departure you can fly at max power for up to five minutes. At that point, your manifold must be reduced in order to prevent engine damage.

As I've said, an aircraft is an aircraft. Take a systematic approach to each one and you'll be miles ahead. As a recap, flip to the limitation section and start there. Knowing speeds and aircraft limitation along with good hands and feet will excel you through training and will allow more time to study emergencies. I didn't touch on emergencies as depending on the aircraft and company SOP (standard operating procedures) these techniques may differ.

This may seem like common sense but when something's new, you sometimes need a little direction. I hope this has helped. Fly safe and keep it rubber side down.

Chris

Management vs Crew

Learning about your profession is a must no matter what you do. As you progress through the different categories of flying, be sure to know the rules and regulations associated with that level. With regards to management, you may find it challenging at times handling the additional pressure during the busy season. In an ideal world, aviation would much more profitable and everyone would do well. Due to the high level of competition and competitive pricing, carriers must maximize productivity of their employees.

Taking a step back and looking at it from both sides, you will find more creative ways of completing each task. I find it too often that the pilots are only thinking about it from a single point of view. Management needs to make money in order to provide you with employment. Instead of creating a challenge for them, focus on what you can do to make the operation run as smooth as possible. People make mistakes and it's important to know the regulations in order to prevent any challenges from arising. Informing dispatch the "day of" isn't acceptable and being proactive by keeping eye on your time is much more appropriate. If you see a day that won't work, due to duty time or any other snag, be sure to speak up and prevent the company from looking bad.

Fly safe and keep it rubber side down.

Chris

Moving forward

I know it's been a month since my last post. I'm in the process of transitioning into a multi IFR position and will be adjusting the content on this blog. As I move through my career, this is a reflection of what I've learned and accomplished.


Even though I know most of the pilots at the new company, I feel it as a major change in my life. Upon returning from sim training, I've entered into a new world of flying. The new working environment has been a challenge as it's much slower paced and I'm not liked by everyone. If you ever move to another company and jump ahead of people waiting in line, you will experience the same emotions.



Coming from a single pilot background, it has been a change in mindset and procedure. The operation is much more regulated and responsibilities have been divided. Since I'm new to this type of flying, I've become a first officer. During sim training, I was fortunate enough to work with an excellent captain who was patient with me. At the same time, we still had our discussions with regards to my responsibilities. Single pilot ops, you obviously do everything associated with the aircraft. Becoming a first officer is a challenge because you now have to listen to someone else, as they are the pilot in command. I feel with my background that my ability to make decisions allows me to bring valuable experience to the table. I have felt resistance from captains as they feel that my decision making is more of a conflict than a benefit. I'm not looking for any special treatment yet I'm not going to response well to captains with attitude. Two crew flying is a team effort with each pilot having his own way of doing things. Working together may not always be a smooth operation yet I hope I can pull my weight and provide excellent service.


This was a heads up to those who may transition soon. You will find it's best to remain quiet and keep your opinion to yourself. Fly safe and keep it rubber side down.


Chris

Attitude

This topic came to me and I felt I should write about it. I've noticed that some people in general have a poor attitude. I'm not sure why they remain negative, but it seems to just happen. With how small the aviation industry is, it's extremely important to remain positive no matter what the circumstances. The way in which you react to passengers, co-workers and management will determine how well you fit into the organization. I use to become very irritated with my flying gig as I wasn't progressing as quickly as I wanted too. As I built my experience and moved up the latter, I found myself becoming more content. Most people want to make it to the top right off the bat. They lose site of what really matter: flying. We fly with passion and do what we love. It doesn't necessary matter what you are flying as long as you can find some joy in the activity. I know guys who were planning on leaving the company with a definite plan to make the airlines and end up finding themselves in a slow down. You have to be happy with today as tomorrow will be now then. If you are unhappy, people notice and with that said, if you can't find some happiness in what you are doing, STOP. It won't be any different tomorrow as it is today. It was just a thought that I wanted to expand on. Fly safe my friends and keep it rubber side down.



Chris

Don't forget the gear!

I remembered an interesting story and I figured there was a lesson to be shared. Back in my instructing days, I was training a fellow who bought a high performance aircraft and needed a check out for insurance. I had flown with him before and found it challenging to say the least. Being so young at the time, he really didn't want to listen to me. I would continually drive home the importance of cockpit check as the likelihood of him using a checklist once solo, was nonexistent. When operating an aircraft with retractable gear, it's important to establish solid checks from the get go. I still remember the "BBGUMPS" brakes, belts, gas, undercarriage, mixtures, props and switches. Just saying it puts a smile on my face as it has been drilled deep into my head.

As I was saying, this gentlemen was a challenge and whenever I brought up the checks, I would receive a response such as, "I don't know how people can ever forget, I have an ultra-light and I haven't forgot the landing gear." His ultra-light only has a retractable nose wheel. One day, while doing circuits, I gave him a simulated engine failure. During the entire procedure I continued to give pointers to see how he would handle the situation. He did a fantastic job right up to the point when I took control! In the overshoot, I looked over at him and asked, "what did you forget?" He looked around the cockpit and couldn't figure it out. I then asked, "what's the one thing you would never forget?!" His language was colourful to say the least.

We have all had those instructors who have allowed us to make mistakes without jeopardizing safety to drill home the importance of the lesson at hand. I still find it interesting when an employer considers instructing time as low value time. With my instructing background, I believe the contrary and you should as well. For those who haven't had the privilege to experience instructing, as an instructor you learn how to deal with multiple personalities and different skill levels. You become an excellent communicator and it can be very exciting or down right scary at times. As I fly with different pilots on occasion, I can see who has had a professional instructor and who has had a time builder instructor. Unfortunately, the latter generally is a poor communicator and lacks the necessary confidence. Marginal hands and feet skills can also be an indicator.

For anyone starting out, I recommend instructing for a year. If working a ramp job or flying and getting your feet wet are the options, it's easy to choose. Also the PIC time will help you greatly down the road. Fly safe and keep it rubber side down.

Chris

Not taught in school

I have now been flying in northern Canada for the past three years. As I continue to build my experience, I would like to share my stories in hope others don't make the same mistakes.

It was definitely nothing they teach you in school. It was my first summer and I was flying a C-172 from Fort Mac to a small community north. The trip would take me roughly three hours to complete. I was flying an RCMP officer who needed to pick up a broom and a bat as evidence for a court case.

To start the day off, I woke up and my car was covered in a nice thick layer of snow, the wet stuff, so you know it will stick to your under-powered Cessna. I got to work at 5:30am and the computers were down so I got a half ass weather brief from the flight service guy in Edmonton. His advise was to hang out and wait, but I had to go, we needed that broom and bat! We get airborne and I'm right into it. I was flying just above the trees until I was about 50 miles north when it started to clear up. I followed the river valley north; what I could see of it, and than continued direct once the weather improved. Upon landing I got to work chipping the ice from my wings as the RCMP officer went to town. On the way home, the weather conditions hadn't improved and the visibility was very marginal with low ceilings.

I know what your thinking, why did he go flying? At the time, having only a few hundred hours and feeling the pressure from the officer, I choose to go. Many low time pilots will get themselves killed doing the same thing I did. Here are a few tips to better prepare yourself for a similar situation:

1) ALWAYS know your route - what I mean by that, know your altitudes along the route. This is best done on a sunny day when you can focus on what obstacles may be an issue. Find the highest point along your route and than add a buffer. Also keep in mind, during the winter months when its cold, add additional attitude to correct for the Altimeter error.

2) Briefing - the Flight Service guys know their stuff, believe them. I know it's going to be a challenge to deal with your passengers but you need to stand your ground. Learning to say "No" will become easier and easier as your experience builds. Find out about the weather along the route and what's coming up next. Call people in the town you're are heading too, especially if there isn't any weather available.

3) Your equipment - DO NOT take an aircraft with little to no instrumentation into marginal weather, PERIOD.

4) You - unless you know your terrain and are comfortable, don't take off. It's a lot easier wishing you were flying rather than wishing you were on the ground.

For those pilots reading this, please take note, Cessna's don't like ice, nor do they perform very well in it. Also on my return, I choose to take a short cut and a radio tower passed off to my right above me. Make a plan and stick with it. Good luck to all, fly safe and keep the rubber side down.

Chris