Just three months from now, the United States aviation system is poised to experience one of the most significant regulatory changes in its history; the deadline for implementation of the requirements of Public Law 111-216. On August 2, 2013, along with many other requirements of the law, any pilot serving in an airline (Part 121) carrier will be required to have at a minimum an ATP pilot certificate with a minimum of 1500 flight hours. The ramifications of this are going to be felt throughout the entire aviation system from initial training, to commercial pilot career considerations, and most likely, in the service levels that airlines are able to maintain based on their pilot workforce capacity. Continue reading
We discuss aviation safety regularly in the aviation industry, promoting safer operations, discussing previous accidents, helping pilots make the self-evaluative decisions that are intended to make them safer pilots. But what is our communal role? Do we have a greater responsibility as pilots to intervene when we see a fellow pilot about to do something that might affect their safety?
Not long ago I sat in a meeting of senior aviation leaders, and one of them asked the question, “How many of you have known a pilot who had died in a general aviation aircraft?” About half of the room raised their hands. He followed with, “How many of you know a general aviation pilot who you think will kill themselves in an aircraft?” Everyone raised their hands. This caused me pause. If we all know someone who is likely to kill themselves in a general aviation aircraft, what can we do to stop them from doing it? Continue reading
I think I might be an airport snob. I know, it is a weird statement to make, but I will explain. I have historically flown a significant number of hours in my aircraft each year for business and personal travel, providing instruction, and in my role as a designated pilot examiner. Most of my travel time is in light general aviation aircraft such as Cherokee’s, Cessna 172’s, Bonanza’s, etc. Last year I spent around 400 hours flying in GA aircraft.
In some of my recent trips I have noticed a pattern in my flight planning and the type of airports that I visit. I don’t stop at very many non-towered airports. In fact, it has almost become a pre-requisite that my stopping points be Class D airspace or bigger. It isn’t because I have any discomfort with non-towered airports or any strong desire to be with a controller all the way to my landing, it is about my perception of available services at airports.
This is somewhat hypocritical of me in my approach to cross-country flying, since in the past I have owned a Fixed Base Operator (FBO) at a non-towered airport myself. It gets me wondering if I would stop at my own airport if I was flying across the country. Sadly, I think the answer is no. Continue reading
Travelling by use of general aviation (GA) aircraft is extremely effective for pilots who take advantage of the benefits. Many times our job as an instructor is to convince our customers that becoming pilots is a logical choice, a useful skill, and something that is a good value. Is it really?
A proficient pilot can travel on their own schedule, to places of their choosing, in a great majority of weather conditions (assuming they are instrument rated and have an instrument capable aircraft), and without having to be subjected to limitations of airline destination cities and schedules that may not coordinate well with travel needs. Many times people need to travel to places that airlines don’t even serve, so GA could be the best option for these situations. I fly myself to my destinations any opportunity I can; in fact, I rarely choose to fly using airlines.. There is a drawback, however; the last mile or so of travel from the airport to a pilot’s destination can be difficult and in some cases nearly impossible. Continue reading