"The Value of Currency."

By Owen Zupp

So often the issue of experience is paramount in a pilot’s career. Total time, experience on type and multi-engine hours are all barometers used to assess a pilot’s possible expertise. While a valid means of measurement in one sense, an equally critical aspect in the present tense is the matter of currency.

Keeping it Relevant.

The log book tells the story of our journey along the path of aviation. We carefully log each hour and eventually the next personal goal draws nearer. Ultimately when standards are met and qualifications are gained the log book continues to tick over, day by day, and reflects the overall experience of the pilot.

Yet within the log book’s story are a number of smaller chapters. They relate not only how much experience was gained, but the nature of the flight and the time that has lapsed since. This gives weight to the relevance of the experience. 10,000 hours in command of a Boeing 747 won’t necessarily equate to a safe crop-dusting pilot weaving amongst the trees and power lines. Nor will a little crop-dusting experience in the distant past ready a pilot to depart today for a low level spraying run without some type of refresher training.

Within commercial operations a thorough record is kept of the last instrument approach, night landing and so on to meet the regulatory requirements. By virtue of the full time nature of the employment, recency is not generally an issue. Even so, in the summer months with long days, night landings can prove elusive and for Check Captains confined to simulators and observing from ‘jump seats’, actually flying can be of a premium. Even seasoned campaigners need to be wary of a lack of currency.

It’s not Easy.

Flight time needs to be relevant and this can at times provide a real challenge. With the cost of flying providing a challenge at the best of times, it is genuinely difficult for the private pilot to keep their ‘hand in’ at all. The vast majority of licensed private pilots struggle to fly 50 hours per annum, or less than an hour each week. As such, when they do become airborne, it is vital that the maximum value is extracted from the time aloft.

While the minimum requirements may call three take-offs and landings every 90 days, is this really adequate? Furthermore, this may only be a requirement for the carriage of passengers. And what of the prevailing conditions? There are no stipulations regarding crosswinds, controlled airspace or runway length. A pilot may have satisfied the minimum requirements at a home port before launching solo through controlled airspace to a short, unsealed strip with a howling crosswind. Sure, a flight school may have additional requirements for hiring an aircraft, but what about the private owner? There is legal and then there is prudent.

Having conducted a number of Biennial Flight Reviews (BFR) in the past, it can be quite interesting to see the varying standards of operation amongst pilots. However, the core problem was often an issue of recency and sheer lack of practise. The pilots had managed to maintain their 3 take-offs and landings, but little else. There had been no practised forced landings, go-arounds, flapless or short field operations since their last review; and it showed.

As I have said, I sympathise and can even empathise with the reality of economics that can make every minute aloft financially painful; however, there is still a duty of care to ourselves, our passengers, other airspace users and those folks whose roofs we fly over. As such, we must all shoulder the responsibility and make every effort to be as proficient as possible before we utter the words, “Clear Prop!”

Putting a Plan in Place.

A successful flight at all levels of aviation is the culmination of not only manipulative skills but sound planning. Frequently, the level of preparation I have witnessed for private pilot licence flight tests has been phenomenal, with pre-flight planning endeavouring to account for any number of variables that may surface along the way. Unfortunately, once the licence has been gained that state of readiness is often eroded by a combination of factors ranging from currency to complacency.

While ‘risk management’ is in danger of becoming a trendy catch-cry, it is actually a worthy way of thinking about staying safe in the face of infrequent flying. Well in advance of a flight, sit back in the comfort of your home and honestly think what aspects of the sortie give you a sense of unease or trepidation. What bad experiences have you had previously? Were you confronted with a late runway change, or flared far too high? Were you high on approach or did you get lost on some poorly signed taxiways? These areas can be a great place to start.....

Check back soon for the conclusion to "The Value of Currency."

‘Taking Flight’ (Part Three)

CLICK HERE for Part Two.

‘Taking Flight’ (Part Two) looked at the preparations and execution of getting airborne. However, there are variables outside of the pilot’s hands that nevertheless must be considered and countered to ensure a safe take-off. From environmental effects to emergencies, we will now consider subtle safety strategies to counter these different conditions and see that there is more than one way to take flight.

The Powers That Be.

Whether man takes to the land, sea or sky he will always be at the mercy of the elements to some degree. They can be seen as a threat or a challenge, but either way nature is an inescapable aspect of aviation. From crosswinds and climate to wet runways and windshear, the range of conditions are as diverse as the planet itself.

There will be days when those conditions exceed the performance of the aeroplane or our own level of skill and the prudent choice in these situations is to stay on the ground and fly another day. However, more frequently the elements will be within the grasp of both crew and machine, so due consideration should be given before advancing the levers and accelerating down the runway.

The wind can be our friend when it is blowing straight onto our nose for take-off. Reducing the ground roll and increasing the angle of climb and obstacle clearance, a headwind is the ideal ally provided by nature. Unfortunately, pressure systems, noise abatement procedures and local topography do not always ensure that the wind direction is our friend. At times it will blow from abeam and present a challenging crosswind, while a wind from behind will penalise performance in the manner that a headwind can aid it. Tailwinds will both extend the ground roll and erode the angle of climb. To this end it is critical that take-off performance charts are consulted regarding the take-off distance required with a tailwind, while the aircraft limitations will generally state a maximum tailwind component regardless of the amount of available runway.

The major consideration in the event of a crosswind is the issue of directional control. The ‘downwind’ wing is shielded by the fuselage to a degree, while conversely the ‘upwind’ wing is in receipt of greater air flow, encouraging it to fly. Consequently, the upwind wing needs to be held on the runway during the take-off roll with the appropriate use of aileron. Compounding this directional issue is the effect of the crosswind on the aircraft’s fuselage and the tendency for the aeroplane to ‘weather-cock’ into wind. Through a combination of control inputs, which may actually see rudder and aileron in opposition, the goal is to maintain that centre-line during the take-off roll. Once airborne, the aim is to smoothly return the controls to the balanced inputs required for the climb out as the aircraft is now free to weather-cock into wind. The challenge then is to fly the extended centreline without being blown downwind.

Temperature is another environmental consideration for the take-off. Warmer temperatures can be detrimental to the take-off on a number of counts. Firstly, the heated air is less dense and stifles the performance of the aerofoil to lift the aircraft from the runway. So much so, that for every degree Celsius above ISA, it is equivalent to raising the airfield a further 120 feet above sea level. For instance, a 30 degree day would equate to an airfield at 1800’ higher than its true elevation. Further to this, the propeller is less efficient in the thinner air and the engine suffers from reduced volumetric efficiency with a corresponding drop in power output. All of this equates to a longer ground run and reduced climb performance which once again needs to be verified preflight in the aircraft’s performance manuals. With humidity also affecting air density and take-off performance, the old catch-cry to be wary when conditions are “Hot, High or Humid” makes very good sense.

Conversely, cold climates may equate to better take-off performance due to their positive effect on air density. In these regions, the greater threat lies in the presence of frost, ice or snow. These forms of moisture can severely destroy the lift characteristics of an aerofoil, so as always a thorough preflight of the aircraft is essential, with increased vigilance towards contaminated surfaces. Furthermore, when present upon the runway, visible moisture may not only retard the take-off acceleration, but risk being ingested into engines as it is thrown up by the undercarriage.

The surface does not need to be contaminated by ice or snow to hamper the take-off roll. Sometimes it is the natural surface of the runway that proves to be an effective retardant in the form of long grass or desert sands. Obviously, the presence of water will compound the issue, but unkempt grass can provide quite a surprise to the student raised solely on black asphalt and painted centre-lines. Sometimes the Flight Manual will recommend a ‘soft field’ technique which advocates the use of a higher flap setting to allow the aircraft to become airborne at a lesser speed. However, the catch comes after take-off when the climb performance is degraded by the extra flap extension, so ensure that obstacle clearance is not a particular issue.

The good news is that environmental factors have been around since the Wright Brothers and much has been learnt in the years in between. Consequently, aircraft performance manuals cater for most situations and if you abide by the book figures, you should be covered. If the prevailing conditions are so unique that they are not catered for, or should they exceed the published limits, then the only safe option is to stay on the ground and wait for conditions to improve.

The Big Bang. (...and sometimes not)

An engine failure on take-off is regarded as one of the most critical situations a pilot can encounter. In a single-engined aircraft, gravity and inertia become the powerplant and only limited options and time lay ahead. In a multi-engine aircraft, the outlook may be more promising if the failed engine can be secured and the aircraft is able to fly away to a safe altitude. I emphasise ‘may’ as only the foolhardy believe that a light twin’s second engine is always a guarantee of climb performance.

Whether in a single or a twin, an ‘escape plan’ should be formulated in the event of an engine failure. What is the terrain situation on upwind? Are there parallel runway operations? Are there forced landing fields or a nearby airport? If I am struggling to maintain height in a twin, at what height will I start to turn back towards the field and will I turn left or right? Clarifying these issues prior to take-off is invaluable and may in fact dictate your departure plan with everything working. An early or delayed crosswind turn in a single may avoid some nasty terrain should the engine go silent. Better safe than sorry.

Furthermore, it would be remiss to consider engine failures without remembering that they are not always a cut and dried ‘bang’ followed by silence. It may only be a partial failure, or even sound a whole lot worse than it is. The repeat offenders of a blown tyre on take-off or a seat belt outside the door banging on the fuselage have both led pilots to believe that the aircraft engine was about to self destruct. No matter how much noise or vibration may be present, verify the aircraft performance. If the aircraft is still performing satisfactorily, don’t rush into anything, but keep climbing for precious altitude where you have options and time to carefully analyse the problem.

Check back soon for the conclusion of 'Taking Flight'.

Safe Flying!

Owen.

Five Simple Tips for Safer Flying.

To conduct any flight safely calls upon a finely balanced mesh of preparation, self-discipline, manipulative skill and good old-fashioned common sense. Even when appropriately armed with the required skills, experience and knowledge, at the most basic level we are all only human. And while our ability to anticipate and reason can often provide the final filter in an unravelling airborne situation, the counter-punch is that we can sometimes make mistakes.

It is critical to recognise that we ALL make mistakes and any complacency to the contrary is not only vain and misdirected, but downright lethal. The best outcome is that we maintain an awareness of our human weakness and put measures in place to guard against it. In aviation these safeguards may take the form of checklists and standard operating procedures (SOP), or be as simple as taking your time.

Over the coming weeks I shall visit some of the very simple oversights that can have absolutely devastating consequences. They will be not appear in any particular order and I'm sure that there will always be more that can be added to the list. Hopefully this series will provoke some thought and highlight that it is not always the big ticket items that cause a tragedy. I do not write these points from any standpoint of authority as, like you, I am human and I have made mistakes. I am merely the messenger and there but for the grace of God go I.

Five Simple Tips for Safer Flying.

1. Fuel Caps.

Fuel and its management will feature highly in this series, but the humble fuel cap seems a good place to start. Potentially simple in their engineering and operation, they have brought a number of aircraft to grief over the years. Their purpose is simple; their removal serves to provide a portal for refuelling and on completion they are replaced to keep the contents within the tanks. Simple.

Unfortunately, their absence in flight serves to provide a wonderful source of suction which can quickly start to remove fuel from the tanks and into the slipstream. And if only it was as simple as only remembering to  put the fuel caps back on after refuelling, but there are a number of ways to be caught out.

Fuel caps can be cross-threaded as they are screwed in, sometimes they don't 'seat' properly and fail to create the perfect seal, others have fuel vents integrated into the cap that can become blocked. On the surface, the caps can appear to be correctly fitted when they are not, so it is always worth double-checking. There have also been instances where the contents haven't been visually checked by the pilot in the belief that the refueller had replaced the caps. High wing aircraft are more susceptible to such oversights and night-time can deprive the pilot of the opportunity to readily observe absent caps or the subsequent streaming fuel.

In a nutshell, never trust anyone else with matters of fuel; you are the pilot in command. If in doubt, shut down, get out and check the caps, or even return to land if the flight is underway. Not only will this resolve the issue, but even the doubt associated with a fuel issue can prove distracting and ultimately lead to an oversight in some other aspect of the flight. And when flying at night, take extra care pre-flight and incorporate a shine of the torch out onto the wings at regular intervals as part of your cockpit cycle. (If you're in cloud, check the leading edges for icing at the same time.)

Fuel caps are not a complex piece of equipment, but their absence can lead to major problems.

2. Control Locks.

Control or gust locks can vary in their nature. From a simple pin and flag device through the control column as many Cessnas employ, to actual blocks on the control surfaces to stop them blowing in the wind on the ground. A thorough pre-flight inspection should always be made for external gust locks. Whatever the system, it is critical to ensure that all flight controls are 'free' with the full range of movement in the correct sense prior to every departure. It's a simple check, but equally simply overlooked.

To further complicate the issue, I have seen 'home made' control locks that fail to have any type of warning flag. One was a nail through the hole in the control column that was supposed to be a control lock!

Here is an example of an aircraft that attempted to take of with the gust locks in and the crew had omitted to check the full and free movement of the controls prior to take off.

3. Pitot Tube Covers and Static Ports.

Once again, a thorough pre-flight inspection should ensure that the pitot covers are removed and that the static ports are clear. A failure to do so can result in absent or highly erroneous instrument indications that could lead to catastrophic outcomes for the instrument pilot and a difficult day at the office for those flying visually. A word of warning, always have another look at your aeroplane if you leave it unattended for any time after your preflight inspection. Well intentioned, but misguided, fellow pilots have been known to replace pitot covers believing that the aircraft was parked.

Always be suspicious of the pitot-static system of aircraft parked outside in the rain, or coming out of maintenance. Static ports can be covered over for painting and water can seep into them on those wet, windy nights. Check them externally and then confirm that the instruments in the cockpit are reading what you'd expect them to. Sometimes a 'zero' indication on your dials can be a good thing.

4. Shifting Loads.

Aircraft can be a great way of transporting goods as well as people, however freight can't be relied upon to remain seated with its belt fastened. Firstly, freight needs to be loaded in balance within the correct Centre of Gravity limits. (This will be another topic at a later date) Secondly, it needs to be secured against any movement in flight for a number of reasons.

Turbulence can very quickly turn loose items into projectiles while the acceleration of a take-off roll can potentially move a load out of the Centre of Gravity limits that you've so correctly calculated. This can potentially render the aircraft uncontrollable, just as loose items can render the pilot unconscious. Similarly, in a rejected take-off or forced landing, an unsecured load will hurtle forward with a good deal of energy.

Even though inanimate objects can be carried on passenger seats, always ensure that they are appropriately secured. A failure to do so can transform harmless cargo into a potential accident.

5. Secure Your Seat.

I have known first hand of a seat sliding back on take-off leading to the death of the pilot. It may seem a very simple thing, but aircraft seats can be somewhat complex in their adjusting mechanisms; fore and aft on rails, up and down for height, upright or reclined. Inevitably, each setting is adjusted by each pilot and some wear on the mechanisms eventually occurs.

Should the seat slide back on the point of rotation when the rearward force is possibly at its greatest, the pilot may well suffer a double conundrum. Sliding back, the pilot inadvertently pulls the control column fully aft and pitches the nose dangerously up towards the sky. Secondly, with a critically high nose attitude and reducing airspeed, gravity prevents the pilot from getting forward to regain control of the aeroplane. A low level stall is virtually inevitable.

Always ensure the security of your seat and don't be afraid to 'rock on the rails' a bit. I actually push back on the seat before every take-off prior to advancing the throttle or thrust levers as a last check. Once again, a seat inadvertently sliding back is something so very simple.

So there are the first five simple oversights that can potentially produce devastating outcomes. We're all only human, so lets all take that extra moment and a second look to make sure that one of these simple issues doesn't turn and bite us. Check back here for the next offering in the “Five Tips” series.

Safe flying!

Owen

"Taking Flight" (Part Two)

Ready?

For many of us, the hardest part of the day is opening our eyes, throwing our legs over the side of the bed and starting the day. Our mind hasn’t quite snapped out of its slumber and our bodies are not yet fully prepared for motion. It won’t take much to get going, but there is that short lag in the lead up to the day. For an aircraft, leaping into the sky is not too dissimilar.

As the aircraft sits in the run-up bay, it may only be minutes since it too has ‘woken it up’. Its temperatures and pressures may be sitting in the lower bands of the dials and its trim setting, flaps and fuel selections may be left over from the night before. It would be pointless and foolhardy to open the throttles in this state and expect with full assurance that the aircraft will perform soundly and safely take us aloft. To this end, the pre take-off sequences are a vital aspect of flight.

Every company and individual will have their own order of events; just as long as there is an order. It will comprise of such components as checklists, engine run-ups and briefing (see "Well Chosen Words") to ensure that pilot and aeroplane are both ready for the flight ahead and in particular the critical take-off manoeuvre that is now imminent. It is important not to rush this process as too often a simple oversight of fuel selection, an unsecured seat or flap setting has brought an otherwise serviceable aeroplane to grief.

This is the last point where the security of the earth still offers limitless options in a comfortable environment. Use the pre-take-off sequences, and a short pause afterwards, to ensure that you are absolutely satisfied that all issues have been addressed prior to take-off. It is often said that it is better to be on the ground wishing that you were in the air, than the other way around. Take a moment prior to each take-off to remember this.

With all bases covered and a serviceable aeroplane ready to go, it’s time to take flight.

Straight Up.

Approaching the holding point, cast one eye to the sky to gain an appreciation of the traffic situation, local weather and anything of interest such as flocks of birds. Confirm that the windsock reflects what you have planned upon and consider how it may affect your take-off. In other words, start gaining a deeper appreciation of the airborne environment that you are about to launch into.

Even with a clearance at a controlled airport, take a good look in both directions before lining up as even Air Traffic Controllers and other pilots can make mistakes. Having attended to the housekeeping of external lights, transponder verifying that you are on the correct runway, the aircraft is now lined up on the centre-line and awaiting for the actions that will convert it from an earthbound misfit to a gravity defying machine.

Everything about the take-off should be smooth. From the gradual advancement of power, to directional control and rotation, there should be a degree of ease in every motion. This is not only sound aircraft handling, but offers a greater opportunity to detect any abnormalities that may arise. While the eyes are predominantly outside, there should be a brief scan of the engine instruments to check for normal indications, noting the RPM to confirm that the required power is being produced. For turbocharged engines, there is always the potential for an ‘over boost’ situation as well. When all is confirmed to be in order, the scan inside should mainly be seeking the critical speeds as the take-off develops.

If you routinely fly the same aeroplane, there may be a gross error check of how much time or how far down the runway it takes to accelerate to a certain speed. This can provide an early warning to a poorly performing engine or a significantly contaminated runway surface.

The Take Off Safety Speed (TOSS) provides a margin over the stall speed and is a minimum speed for lifting off and flying away safely. It may differ from the recommended lift off speed at which the pilot rotates the aircraft into the air, but is always worth committing to memory as a critical speed. Coaxing an aircraft into the air prematurely can leave an aircraft ‘mushing’ along in ground effect with no chance of actually climbing away. Furthermore, it cannot be emphasised enough to follow the manufacturer’s recommended take-off technique as aircraft can have their own idiosyncrasies.

The actually rotation of the aircraft into the air should be smooth and is often quoted as being around 3 degrees per second. Whatever the rate is, the aircraft should not be ‘yanked’ abruptly into the air as this introduces a series of potential issues from tail-strikes to over-rotation and the bleeding of speed at a critical time.

Eased into the air at the correct speed, the take-off will provide the aircraft with the best available performance. In real terms this equates to safety margins on minimum speeds and optimum obstacle clearance at the far end. From there the task involves establishing a safe climb-out and configuring the aeroplane for departure. Just as you handle the aeroplane with ease, approach this task with a measured technique.

What’s the Hurry?

Once airborne, the job is far from over. Vigilance remains an important task and should be spread between flying the aircraft accurately, monitoring aircraft performance, looking out for traffic and being at the ready for the dreaded engine failure after take-off. By virtue of this, the pilot on ‘climb out’ is quite occupied and the workload is high. Throw into the mix a radio transmission or two at an unfamiliar airfield and it can become downright busy.

To this end, there is no hurry to attend to secondary tasks. Jet airliners normally climb to 1,000 feet before they consider reducing power and this isn’t a bad policy when the aircraft is equipped with prop levers either. Why hurriedly turn off auxiliary fuel pumps or retract the take-off flaps unless there is a chance of exceeding their extension speed? Climb the aircraft away from the ground and then begin to converting it into the cruise climb.

There would undoubtedly be a great deal of regret if the wrong switch was actioned or an actual failure took place as the fuel boost pump was flicked off at 300’. After all, it is there to back up the engine driven pump in critical phases and normally, if the engine genuinely fails, one of the first actions is to switch it on. So just leave it alone. And that is not to mention the fact that actioning switches and confirming indications draws the eyes inside the cockpit when they should either be outside or focussed on an instrument scan if in IMC.

In a similar fashion, when a light aircraft with a retractable undercarriage takes off at a major airport with 3,500m of runway, there’s no urgency to retract the undercarriage. If the engine stops, you’re landing ahead so you might as well already have the gear out and not sweat on it extending in time in an emergency. A number of pilots call “runway away, gear away” as the upwind threshold disappears under the nose.

Like the take-off roll and rotation, the climb out and re-configuration should be done with method and forethought, not haste. Consider the variables well before you advance the throttles and the departure will unfold far more smoothly. Aircraft should be flown and not merely pushed around without giving consideration to handling and consequences. It is just one more area of airmanship that separates flight from so many other activities.

Taking Flight.

The take-off is a relatively simple manoeuvre which constitutes a critical phase of flight. It is one of those aspects of aircraft handling that is easy to do, but easy to do badly. What further compounds the challenge are the seemingly endless variables that can impact upon the take-off sequence.

In "Taking Flight" (Part Three), we will examine a range of normal conditions and dire emergencies that can directly affect the way in which an aircraft takes to the air. From subtle safety strategies to countering different conditions we will see that there is more than one way to take flight.

Safe Flying!

Check back here soon for Part Three of "Taking Flight."

Five Tips in Choosing a Flying School.

As this aviation blog continues to grow in momentum and followers, the range of topics has been broad, from airline accidents and flight training to aviators of the past and reflections of the pure joy of flight. Accordingly, the range of feedback and aviation-related questions is equally diverse, so over the coming weeks I shall try to address some of these. As there’s no time like the present, here is the first one, “Top Tips for Choosing a Flying School.”

Now I won’t pretend for a moment that there’s a magical list to suit all scenarios, but what I can offer are some fundamental requirements that your new flying school should offer you. Prospective students can often feel like overwhelmed novices when they walk into a new flying school and are immediately surrounded by folks in uniforms and epaulettes speaking a strange dialect known as ‘pilot speak’. What is critical at this stage is that you remember that you are a customer and they are endeavouring to sell you a service, so listen carefully to the real words between the sales pitch and be careful with your cash. Take the time to chat with current students of the school as well.

Also, do your homework first. Research the aviation regulatory body in your part of the world to see what the minimum requirements are to achieve a licence and then bear in mind that these are absolutely MINIMUM LEGAL REQUIREMENTS. You will require more hours of training than this and this will equate to a higher cost. Additionally, endeavour to define what level of licence you’re looking for. Do you just simply want to go solo to say that you’ve done this or do you aspire to the flight deck of a Boeing 747?    Watch out, you might only want to go solo but find yourself hooked! As such, does the flying school provide comprehensive training all the way through to the commercial licence and ratings? The internet is a great tool in researching various schools and finding those in your area. Armed with a little prior knowledge about their school and your goals, you’re now ready to pay a visit to the local airport and seek out a flying school.

Without further ado, here are the tips....

1. EQUIPMENT.

What aircraft does the flying school have? Is there a substantial fleet built upon a few types, or is there a ‘Noah’s Ark’ fleet with seemingly two of every type known to man. What you need is a small range of different types, but enough of the type that you will be training in that it won’t be double-booked and leave you stranded or without an aircraft when maintenance falls due. There need to be enough of the aircraft to meet the demands of the school.

Additionally, what is the condition of the aircraft? If they are tired and worn out, then that doesn’t suggest much re-investment into the fleet by management. It may be a possible indication of cash-flow issues and a signal that corners might be getting cut elsewhere. Either way, a scrappy looking aeroplane does not reflect the mind-set of a proficient, meticulous pilot, nor does it provide the sort of craft in which you’d like to take a family member aloft.

Also, equipment is not limited to aeroplanes. What are the offices and briefing rooms like? Are they modern and equipped with good lighting and furnishings? This is where you’ll be undertaking your all-important briefings and sitting exams, so you want a sound learning environment.

2. PEOPLE.

Behind every good flying school are good people. What is the sense of the school when you first walk in? Are the instructors professionally dressed and polite or do they look like they’re auditioning for ‘Top Gun 2’ and you’re kind of in the way? Is there a mix of junior instructors and senior instructors, or just a few youngsters starting out? Personally, I have found some brand new instructors amongst the most dedicated and proficient in the early phases, but they still need mentoring from the old hands. Equally important is a spread of experience so that you are not kept waiting for a senior instructor to check you as you reach the various tests and milestones. Furthermore, to train for a commercial licence, ideally the instructor should have some commercial experience.

Take the time to speak with the Chief Flying Instructor. If the CFI doesn’t have time to speak with you on that first day then make a booking to chat when it’s convenient. If this proves difficult, or impossible, than that isn’t a good indicator at a very early stage. I have been a CFI and it can be a very demanding job, but a CFI is also part of the management team and should actively assist a new prospective customer.

What is the support staff situation? Is there a full time receptionist attending to the front desk and enquiries, or are bookings and new clients rated as a secondary duty for the flying instructors? Interestingly, in my experience I have found a common feature of good flying schools is a dedicated staff member attending to the front office duties.

3. FILES AND FLYING.

Ask to see a copy of a training file. Does it look professionally presented, or has the same master file been photocopied for the last twenty years with no thought of re-visiting the syllabus and making it better. Perhaps they are of new a digital, online format. Also have a look at the training notes provided by the school for apparent quality. While you won’t necessarily appreciate the content at this point, if their briefing notes are poorly presented, not readily at hand, or worse, don’t exist at all then this is critical as these notes are the link between the text-book and how the flying school executes the lesson in the air. If they just recommend you purchase a manual and self-study, then that isn’t what you’re looking for.

The way in which a school administers its ground-based responsibilities often reflects how they operate in the skies. If attention to the paperwork is poor, then you’ll probably find that it is one of those schools that just want you in the aeroplane, ticking over the meter and then out the door as soon as you’ve paid. Flight training is a broader based undertaking than that; the flight time is critical, but its quality is dependent upon many supporting factors outside the cockpit.

4. LONGEVITY.

Is the school well established with a reputation that precedes it? If so, they are probably doing something right as longevity in itself is difficult in the flight training business. I say “probably” because some sharks have been known to live for over seventy years. Hence, the recommendation of past and present students can be invaluable third party information. Bear in mind that a newly established school may also have much to offer; new aeroplanes, unbridled enthusiasm and a desperate need to grow its customer base. They may have poached experienced instructors to provide the expertise and be situated in a new building where the paint has just dried.

Longevity should be considered with all prospective schools. Does the operation look like it’s running on a shoe-string and won’t be here in a year? (Sometimes the big, glossy schools suffer from this too). As such, a word of warning, never put large amounts of cash up front for your training. I have seen more than one school close its doors and leave its students thousands of dollars out of pocket. Pay promptly following each lesson, or you may choose to deposit a small amount into an account for ease of payment, but don’t be talked into depositing a whole lot up front.

5. COST.

The biggest variable and most critical factor for many is simply the cost. Flight training is not an inexpensive exercise and anyone who tries to tell you otherwise is kidding themselves. As with so many things, you’ll get what you pay for. Better aeroplanes will come at a premium above their clapped-out counterparts. Some schools may charge for briefings, but that is more cost efficient than not receiving them and having to repeat flight lessons.

There are all manner of costs associated with flying from equipment to text-books. Ask the school at the outset, what you need to purchase and what they provide. What is the price of these ancillary items? Do they provide ground theory training and at what price? What are the hire rates for the aeroplane and is there an additional fee for flight tests, or a lower rate for solo flying. Ask them REALISTICALLY how many hours it generally takes a student to achieve the licence you’re pursuing. What is the breakdown of hours in terms of dual, solo and tests and what is an estimate of the overall cost? Ascertain this figure before you even start and then add on a little to factor in rising process and hiccups along the way. As I said, it won’t be cheap, but you ultimately get what you pay for.

Learning to fly is a major step, so don’t rush in. Take the time to gather information and ask the right questions of the right people. If the answers are muddled or slow in coming, then that’s probably a ‘red flag’ for how they conduct their business. Quality flying schools don’t hide their costs or information and they’ll take the time to discuss both with you.

So there are some tips to set out on your great adventure of flight. It may seem daunting, but it will be well worth it. As I said earlier, these questions are a guide, not a complete answer to all circumstances but they should set you on the right path. Next in this series I’ll relate some of the common traps and pitfalls of flight training, so check back here for the next set of tips.

Safe flying!

Owen

"A Century of Posts!"

Hi All,

It almost slipped past me, but yesterday marked 100 posts on this aviation blog.

In three months the amount of visitors has steadily grown from around one thousand in December to nearly ten thousand last month. I don't know how that rates in the world of the internet, but it is enough interest to indicate to me that I should keep writing and sharing my photos from 'upstairs'.

As many visitors are new to the blog, they may have missed some of the earlier posts, so I recommend that you stay a while and look back to the posts from when it all began. The 'Practical Pilot' series and airline insights continue to be very popular, but the reflective pieces definitely seem to stir something in our readers. And I'm thankful for that.

These are particularly popular;

"Moments"

"Golden Days"

"So You Want to be a Pilot?"

To everyone who has supported this aviation blog from the outset, thank you. From the team at 'Australian Aviation' magazine and the lads at 'Plane Crazy Down Under' to Karlene Pettit and David Parker Brown in the United States. Without their guidance, this internet infant never would have been able to get this website off the ground. Thank you all so much.

That's all for now although the conclusion to "Boeing 737. The Next Generation." will be coming soon.

Cheers,

Owen

Hi All,

Thanks again for your support of this ever-growng aviation blog. By the 3rd of this month we had surpassed the total number of visitors to the blog in December and today we're set to eclipse January's numbers. A phenomenal effort by you all.

As a consequence, I have had a very diverse range of requests for future content; from military aviation to commercial airliners and general aviation commentary. However, a common underlying theme is to discuss certain aspects of learning to fly.

Whilst I have held a flight instructor rating for nearly 25 years, I do not hold myself up as any supreme authority; nor should any individual. We are always learning as long as we fly. However, as there have been so many requests that I will post some blogs on learning to fly with the disclaimer that nothing supercedes any manuals, regulations or the final word of your individual flight instructor or examiner.

These blogs will be a guide to the burgeoning pilot that hopefully provoke some thought as they venture down the aviation road. They will look at such things as the use of GPS, flying an approach and so on, but are neither definitive nor specific to any particular aircraft type. They are there to be read, considered and applied at your sole discretion.

I trust that these 'Practical Pilot' posts, like the others thus far, will continue to encourage our shared interest in aviation.

Cheers,

Owen