The 60:1 Rule

Mar 8

Posted by Chris in Flight Training, Ground Lessons, Navigation | No Comments

No I’m not talking about the number of students who go through helicopter flight school for every instructor that gets hired. Actually, there are several problems on the Commercial Helicopter Pilot Knowledge Test that require you to understand this rule. In short, the 60:1 rule refers to the relationship between distance from a VOR or ADF station and the ground distance of 1 radial. At 60 NM from a station, if you cross 1 radial you will have covered 1 NM of ground. There are some things you need to do, like maintaining a constant heading, knowing your true airspeed, and timing how long it takes for you to cross the radials, but that’s the premise of this problem.

When I went through my commercial ticket, this was a stumbling block for me, and it took me a while to figure it out. I’m not mathematically inclined–1 of the 3 C’s I got in college was in calculus II, and the only thing I remember from that class was that the instructor wore the exact same sweater to class every single day. Yep, true story. Anyway, a friend recently asked me to endorse him for his CPL(H) knowledge test. Before I offered him an endorsement, I asked him to do several knowledge tests and he also hit a wall with these questions. Smart guy too–went to grad school, has his A&P, Inspector Authorization, and rebuilds helicopters for fun. Fact is, the 60:1 rule questions aren’t hard–they are very easy. Why is it that they cause trouble?

Like anything else, you and I can only teach what we’ve been taught, and the 60:1 rule isn’t taught well in any of the helicopter textbooks or the Jeppesen Commercial/Instrument Handbook (which I think is a waste of 0.3 flight hours’ cash). Since you only need it to pass the Commercial and CFI written exams, why not just memorize the answers and move on?

Yeah, you could do that. But I’m guessing that the instructors and students who read this blog are setting a higher standard for themselves. I was disappointed when my instructors glossed over questions or didn’t know things that I knew. Like you, my mission is to raise the bar a little so the next generation of students is a little better trained than I was. So here’s my lesson plan for teaching the 60:1 rule, along with a short animated graphic to help out those of you who like to see concepts illustrated. The animation takes about 30 seconds to run, and I’ll admit that it’s not going to dazzle anybody, but it does more to explain the application of the 60:1 rule than the spiffy graphics in the Jeppesen book does. Now you can impress your students, other instructors, and your friends with your command of this archaic piece of trivia!

Putting TFA’s Lessons to Practice

Mar 3

Posted by Chris in Career Development, Flight Training | No Comments

I thought this would just be a 1-off topic, but as I’ve thought about it, there’s a lot you should be considering when looking for an instructor. In the first part, I said that your instructor is going to be the most important variable in the quality of your helicopter training. In the second part, I pointed out how challenging it is to separate the good instructors from the bad, since most have big aspirations and little teaching experience. That post talks about the qualities and attributes that predict who will make a good CFI. The purpose of this post is to give you some pointers on how to apply the lessons from the first 2 posts to the real world.

First, find out if the school has a selective process for hiring their flight instructors. Ask the school’s owner what their selection criteria are. Take this example of 2 schools up in the Northwest: the first posts job ads, requests resumes, and has a review and interview process. I haven’t been through it–and it might all be bullshit–but at least it’s a formal process for validating what the chief pilot might already know about a prospective CFI (and maybe learning some things he didn’t know). At the other school, instructors are just hired. The owner doesn’t ask for resumes and there are no interviews. Who gets through is based more on the school’s immediate needs, when they graduated, and who the current CFIs recommend (and what are their criteria…?). There isn’t anything intrinsically wrong with that system, but does the owner really know what they’re getting? Sooo….

Ask the owner what their flight instructors’ individual qualifications are. If you get a generic answer and nothing deeper (“Well, we look for professionalism, good skills in the helicopter, good attitude, and they have to be good teachers…”), but the owner can’t say, “Well, Bob did XYZ before flying helicopters, and during her CFI training, Sally stood out from the other candidates by…”, then you’re dealing with a flight school that isn’t hiring instructors based on the ability to be good instructors. Does the owner (or chief pilot) relate examples to you that illustrate the attributes that predict who will be a good flight instructor?

Get to know your instructor too, before you sign up. Ask her if she has any prior teaching experience, what she did before flying, what her greatest non-aviation accomplishments are. By the time you complete your training, you’ll probably get to know all these things through the course of friendly conversation, but it doesn’t help you then.

When you do your demo ride, see if the instructor is using the “I do, we do, you do” method, or if he just hands over the helicopter after briefly demonstrating a control’s effect. If that’s what he does (and most will, because a demo ride is really about getting you excited about flying a helicopter), ask him if he uses the “Telling-and-Doing” technique of flight instruction. Every CFI has to know about this method, and the good ones will have learned to put that info into practice (as opposed to just memorizing it for the check ride). You might be impressed if the instructor says he actually prefers the Demonstration and Performance method, but the Telling-and-Doing technique is an extension of the D&P method. They aren’t the same, and the most important distinction is that the “student tells, instructor does” transition. There’s a whole freaking chapter on this in the Aviation Instructor’s Handbook, aka The Fundamentals of Instruction or FAA-H-8083-9, so it’s gotta be pretty important! If you don’t believe me, drop me an email and I’ll send you a copy of the FOI with the key paragraph highlighted.

Most students won’t do any of this–they’re too excited about the dream of being a helicopter pilot, and aren’t going to start thinking about their career until some time down the road. Big mistake. Be rational about your demo ride. Almost everybody is too excited or too nervous to make a demo ride meaningful. Consider doing a no-pressure demo ride just for the hell of it, then doing a one-off, honest-to-god lesson that includes a complete ground and flight portion (and the 2 ought to relate to each other…but that’s another topic).

Finding a Good Flight Instructor

Mar 1

Posted by Chris in Career and Jobs, Flight Training | No Comments

Second installment in a two-part stream of consciousness. Here’s the first part if you didn’t read it already, but if you want the short-attention span version, basically I was talking about some of the attributes good instructors have. This part is more relevant to the wannabe helicopter pilot: How can I tell if I’m getting a good instructor?

“I’m confused…isn’t this the same thing you were talking about in the first part?” Nope. Here’s why.

Helicopter flight instructors usually don’t teach for too long–CFI is usually considered a stepping stone to a “real job”. If you get a seasoned instructor in the helicopter industry, you’re probably only his 4th or 5th student. That’s not a lot of time to figure out how to be an effective instructor, even for the most motivated CFI. So when you’re on that demo ride with a bright and smiling 200-hr CFI, how can you sort out if he’s going to bumble through his next 1000 hrs of dual, leaving a wake of confused students, or whether he’s going to figure out how to teach you what you need to know to be a proficient pilot? This part, also based on research done by Teach for America, might be some help. And, maybe, flight schools can take TFA’s findings to heart when they are making hiring decisions.

Attitude is everything in the helicopter industry. Even if you haven’t even learned how to hover, you’ve probably already heard this pearl of wisdom. This part is true: a good attitude will open doors for you and get you through the tough times. But good instructors have more than a good attitude: they have a track-record for perseverance. Effective instructors have demonstrated that they can pursue and follow-through on long-term goals. Simply saying “all I ever wanted to be was a helicopter pilot” and keeping a positive attitude about attaining that goal through the hard times isn’t good enough. An instructor that has successfully completed college or built a business has demonstrated perseverance. An instructor that spent years getting his ratings might be a better choice than the good stick who was in the right place at the right time.

Reevaluation and continuous improvement is another predictor of a good instructor. Again, given the short tenure for helicopter flight instructors, it might be hard to evaluate whether your instructor can constantly reassess his effectiveness and improve his teaching method since even the most experienced ones won’t have been at it too long. One way you can judge this attribute is by asking about their past academic performance or work experience. In this case, the better instructor is the one who might have started off as average but improved over time–not the brainiac who always got straight As or the slacker who never moved from the sales floor to a management position. The instructors that had to work and improve in other endeavors are more likely to apply the same process of reevaluation and improvement as helicopter flight instructors.

Not all helicopter flight instructors have a college degree to point at, but don’t think that means you don’t have other ways of looking at their ability to reevaluate and improve. Try looking at leadership performance. This is more for flight schools than students, but have your instructors taken charge of a project, seen it through to the end, and had some tangible results to show for it all in the end? For example, when I’m reviewing resumes from low-time pilots, I always ask the older guys if they’ve had a business or management experience—that’s leadership performance. Employers want to know this because it tells them about the applicant’s capacity for self-improvement, and this is something every student and flight school should be looking for from their instructors.

Good instructors also apply the “I do, we do, you do” model. This is covered in the FOI, but you really need to put it in practice as an instructor because it works. Every instructor I’ve flown with has skipped the “we do” part (and students are complicit in this–they want to get on the controls rather than sitting and watching). This takes some creativity, and there’s no resource that provides any guidance for a motivated instructor trying to figure out the “we do” part for individual maneuvers. But here are a couple of examples I thought of:

  • Hovering: “Tell me when you see the helicopter starting to drift, and tell me what to do…left cyclic, right cyclic, forward, backward…”
  • Approaches: “Am I high or low, fast or slow? What’s the corrective action?”
  • “Quick” stops: “You tell me how to do the maneuver.” (“Level, lower, pedal, aft…flare, flare, flare…level, power”, for example.)
  • Autorotations: “Tell me how to correct any deviations from our glide configuration”, “Tell me when to initiate the flare and add power.”

This method keeps students from learning bad habits because they don’t understand the underlying concepts or steps. Primacy also plays into this–the first time a student does something makes an impression, and if that first time included incorrect inputs, they now have to unlearn them before they can learn the correct ones.

Good instructors also recognize that students aren’t very good at evaluating their understanding. This tears at the method of assessing students’ understanding by ending every lesson by asking “Do you have any questions?” According to TFA, students may think they understand, but if actually challenged to demonstrate their understanding, they can’t do it. An instructor who merely relies on student self-assessment to judge teaching efficacy isn’t collecting the info he needs to really evaluate whether his teaching methods are effective. (And recall questions like “What maintenance can a private pilot perform on his helicopter?” don’t test understanding–they only test memorization.) Even if students are saying they understand the lesson, or they’re getting recall questions correct, they probably aren’t making the deeper connections that will allow them to apply that information in the helicopter.

In the first part, I also said some of TFA’s findings also apply beyond the flight school environment and into your career as a helicopter pilot. Many of the qualities that make a good instructor are also the same things employers like to see on a resume. When I talked about how a college degree can give you an edge, it’s not about the knowledge you’ve gained, but it’s demonstrating your good attitude backed by a track record for perseverance. Recurrent training: additional education beyond the minimums might demonstrate that you are willing to make the effort to improve your skills above the minimum requirements. And the reason you list accomplishments under your job title on your resume is to show that you can take charge, follow a project through, and walk away at the end with some sort of tangible result.

One last thing TFA might be able to teach you. There are some things that we think make somebody a good helicopter flight instructor, but ultimately they don’t matter. Charisma. Ambition, whether they know where they want to be and have the drive to get there, or whether they have grand plans for where they want their students to be. Extroversion. In the end, a smile and a good attitude is useless without knowledge, perseverance, practice, and improvement. This is important, because when we go shopping–whether it’s for dinner, a new car, or a flight instructor–most of us are going to go with the person who sells himself rather than the person who can actually deliver on their promises.

Knowledge Test Fee Increase

Feb 26

Posted by Chris in Flight Training | No Comments

The CATS/LaserGrade cartel is going to be upping their fees for the required knowledge tests come March (or April, nobody seems to know). The most remarkable thing is the magnitude of the increase…$50 per test. Over the course of your helicopter training, the knowledge tests are going to cost you the same as about 4 hours of dual instruction. Ouch!

What Makes a “Good Instructor”

Feb 19

Posted by Chris in Flight Training | 2 Comments

Whenever a prospective student starts looking for schools, one thing that consistently comes up is that they want “good instructors.” But what actually makes a good instructor? Can there really be good instructors in an industry where most CFIs view their jobs as transient? Where schools show instructors the door when they hit 1000 hrs, if they haven’t already gotten a “real job” lined up? Are there only better and worse instructors? Could you spot a good instructor if you met one?

I was reading about Teach for America this week–this is a non-profit agency that recruits college grads to volunteer to teach elementary or high school students for 2 years. They’ve taken to studying their recruits, assessing their performance, and then trying to figure out what traits can be used to predict an effective teacher. Some of what Teach for America has figured out might help you when you’re looking at schools, and overall, there are some lessons that apply to your career. First and foremost, TFA has found that, while the school is important, it’s really the instructor that makes the difference in the student’s experience. The quality of instructors in a single school varies dramatically though. If you click with an instructor on a demo flight, make sure they’re going to be there for the duration of your training, and that they actually have room available in their schedule. High-time instructors are often getting ready to leave, especially if the spring hiring season is coming and they already have the hours they need for a turbine job. There are also a few schools that lay-off their high-time instructors to make room for low-time pilots so they can build time.

But TFA also found that knowledge is not everything! Simply having more hours doesn’t necessarily mean that an instructor will be successful. When TFA looked at what qualities their most successful instructors had, they found that they:

  • Set big goals for their students;
  • Acted purposefully so that every one of their actions related back to their overall goal;
  • Were always reevaluating their performance and improving their methods;
  • Planned and prepared, and changed those plans based on the results they were getting.

For flight instructors, how might these apply? Well, the first is pretty easily measured: instead of aiming for the 80% passing rate they need to renew their certificate, maybe >95% on the written exams and 100% pass rate on check rides would be a better threshold. Of course, simply setting that goal isn’t sufficient…they have to follow through with that second element. This one’s tough for the flight maneuvers since an instructor can’t just follow a lesson plan; some students will progress slower or faster than others. In addition, repeatedly hammering the same maneuver over and over again isn’t necessarily the best method for perfecting it. For both ground and practical maneuvers, there should be a logical progression built into the lesson plans. For example, instead of:

Lesson 4: Regulations (60 minutes)

  1. Part 41
  2. Part 61
  3. Part 91
  4. NTSB 830

A syllabus that builds knowledge would integrate each of the regulations into other lessons, so students could correlate the regulation with the actual procedures that they execute during their flights. So maybe Part 41 would be taught in this lesson:

Lesson X: Pre-flight Airworthiness and Maintenance Checks (60 minutes)

  1. Maintenance and engine logs
  2. Squawk sheets
  3. Pre-flight inspection
  4. etc…

I’m just throwing this out there. To really cover the regs, there wouldn’t be a Part 91 lesson, but instead one where instructors, say, discuss the airspace requirements for the airport they’re about to fly into (rather than drawing the diagram that lumps them all together and reciting the 3-5-1-2 mantra–even though I have that very diagram in my lesson plans).

Reevaluating and improving only makes sense–as pilots, we’re already doing this constantly in the cockpit. But it’s a hard one to judge when you’re testing out flight instructors. And if your flight instructor only has 5 or 6 students during his 1000-hr tenure, he doesn’t have much of a chance to make improvements. That makes the planning and preparation phase more important. During your CFI training, you should develop lesson plans and practice presenting them. This is good. As a student, you should be able to tell that your instructor has practiced teaching each lesson recently. It’s not so good if your instructor sits down in front of you, then lays out the syllabus and the Rotorcraft Flying Manual and starts asking questions.

With that, I’m officially making this a 2-part entry. Since I’m at HAI for the Flight Instructor Refresher Clinic, it might be a week or 2.

Radio Navigation

Feb 15

Posted by Chris in Flight Training, IRH, Navigation, Take-it or Leave-it Advice | No Comments

The basic model for flight schools is to get students to take their CFII right after their CFI. This makes sense for the school for a few reasons, but in the long run, it ends up costing students. The school’s reasoning is that a CFII is a more marketable job candidate than a CFI, and that CFIIs are more likely to get hired. When schools do hire from the outside, they also subscribe to this rationale. Personally, I’d rather spend my CFII training where I’d be teaching, and it wouldn’t hurt to have that actual flight time to familiarize a new instructor with the school’s SOPs and the environment, but that’s the way the industry works. As a prospective instructor, you’ll have to buy into this logic and finish your CFII before you start looking for work.

Here’s the downside that I see: R22 instrument trainers are in short supply and have a more restrictive CG envelope (from what I hear anyway--I’ve only seen 1, and it was a glass cockpit trainer). Because of this, many schools rely on the R44 for instrument and CFII training. No problem there. But, insurance companies aren’t thrilled about low-time CFIIs instructing in R44s, and at least some of them will stick a 500 hr TT restriction on their policies. There are, of course, exceptions and ways schools can get around this, but if your school uses an R44, find out.

Why does this matter? A CFII operating in this system will fly for several months before he’s at 500 hrs TT and cleared to teach in the R44. All that time, he won’t have given a moment’s thought to instrument flight or procedures, and the teaching methods he learned to pass his CFII check ride will be fuzzy memories. Depending on your school, he may not be IFR current, and his R44 time in the last 60 days may only be 1-2 hrs. Even if you land a CFII that’s close to his 1000 hrs and has been teaching IFR for a while, at best, he’s probably only taken 3-5 students through their instrument rating--not much practice, considering the amount of knowledge that has to be learned during the instrument rating. So, if your school was anything like the school I went to, any instructor you get will be struggling to remember how to fly IFR and to develop effective teaching methods. As his student, you’ll be paying for your instructor to get up to speed.

The best thing for students would be for schools to offer CFII training only once their instructors have the aeronautical experience they need to perform the duties of a CFII. This won’t happen, since there’s an economic incentive for schools to take every student as far along in their training as they can before the student runs out of money or leaves to teach somewhere else. As a student, you can reduce the cost and time you need for your instrument rating by learning as much as you can at home. Obviously you can do more ground training at home. I’d recommend ditching the Jeppesen Instrument/Commercial textbook altogether, and using the FAA Instrument Procedures Handbook as a back-up source. For books, I personally liked Instrument Flying by Richard Taylor. I picked up the 4th edition for less than it cost the seller to ship it to me. A book like this is pretty worthless for learning regs, and I think he still had a  section on the recently decommissioned LORAN network. But he provides a common sense, practical approach to learning instrument procedures based on the experience that your instructor just doesn’t have. I’m not saying you should run out and by that book, but look into some of the video programs and books that are out there. Go over to your local fixed wing flight school, talk to one of their 2000-hr part-time instructors, and ask him what his recommendations are (when I finally did this, the FW instructor slapped his forehead when I told him all I was using was the FAA books).

You can also sit on your couch and learn the skills you’d be paying almost $500/hr for in the cockpit. That was the spirit behind this lesson on how to use Tim’s VOR Simulator, but I know that others before me have done a better job explaining radio navigation, so I didn’t want to duplicate effort there. And here’s one of those others, doing a lecture on VOR Basics. This is a very clear and organized lesson from a well-spoken and well-prepared instructor--I didn’t hear an Ummm… or Uhhhh… in the whole lesson, which gives you an idea of how much forethought went into his presentation.

When the Other Shoe Drops

Feb 8

Posted by Chris in Career and Jobs, Take-it or Leave-it Advice | No Comments

Several friends and I got some bad news last week. The school that we went to contacted the 8 of us that finished our CFIs over a year ago to tell us that they would not be hiring any of us, and would only be considering more recent CFI graduates. The news hit us pretty hard, but I knew this was coming. The market is flooded with CFIs and schools are still training new ones up. At the same time, Sallie Mae has pretty much stopped lending to flight students. This has been a 1-2 punch to the CFI market. As the supply of CFIs has increased, the supply of students with financing–and therefore the demand for CFIs–has collapsed. This isn’t even considering the trouble 1000-hr CFIs are having finding jobs. Some schools have resorted to firing 1000-hr CFIs to artificially inflate the demand for their low-time CFIs. Other schools are keeping their CFIs on longer. Somebody loses in either scenario.

Even though the school I went to routinely hired guys who had been out for >6 months, I think they’ve reach the point where they have so many CFIs looking for work that they had to start cutting some of us off. They laid off two 1000-hr instructors and didn’t replace them, and the school is still having trouble filling their schedule. There just aren’t enough students out there who can get the money to start training. This is an industry-wide problem, and contraction in the flight instruction market is going to continue for a while.

For those of us who didn’t get a job right out of school, this is probably where our aviation careers will end. Even though I’ve spent the time furthering my education in other ways (like taking HAI courses), our cockpit skills have been slowly degrading. A good student and pilot who hasn’t flown much in the last year stands no chance against even a marginal student who just got his certificate and whose skills are sharp. That’s what it means when an old timer tells you that timing is everything in this industry.The tragedy for 2 of my friends is that both had 6-month breaks in their training (one for an instructor he wasn’t progressing with, and the other to take a job to save up for her Commercial and CFI tickets). In all probability, they’d at least be at 1000 hrs now.

This is also a harbinger for the future. Everybody that I’ve talked to in the industry has been saying that Sallie Mae is very reluctant to start lending again. As long as that’s the case, the flight instruction industry is going to be reliant on money from the VA and GI Bill, and from foreign students or students who have saved up enough on their own. This is a small slice of the student pie compared to what flight schools were getting from Sallie Mae and other lenders several years ago. Schools that can’t tap those other student pools are going to fail, and they’ll be dumping their medium-time CFIs onto the market. When schools start hiring again, their CFIs that just recently finished will be first in line, and those medium-time CFIs from failed schools are going to be the next most attractive candidates. You can see this in the few advertised CFI jobs–the ones that are out there are asking for a minimum of 500 hrs TT.

I’m not sure what I’m going to do. At the Vegas career seminar 2 years ago, I talked to BoatPix but didn’t follow up on it thinking that I’d make the cut and get hired at my school. My timing couldn’t be worse: Silverstate had just failed, and I graduated right after 6 other students; 2 of them had just gotten hired. It was months before any of the other instructors got jobs and left, and 2 that left weren’t replaced. Especially in this economy, getting hired by another school is an improbable event, and last year at HAI half the schools I talked to wouldn’t even take a resume from me (I’m sure the others pitched my resumes before they left the building). BoatPix is now also swamped with CFIs who got on before the economy crashed. That leaves me with approximately zero options for now.

Gross Weight

Feb 1

Posted by Chris in Pilot Health | 2 Comments

Winter always brings a bit of weight gain for me. Around mid-October my activity level plunges (less yard work and it gets too nasty outside to run), but my calorie intake stays the same. Of course, there are the Thanksgiving and X-mas binges too. So for the second time in my life I’ve topped 170 lbs. This isn’t overweight for somebody with my build, but it’s about 15 lbs heavier than what I consider my ideal weight. And the last time I was at that weight was about 5 years ago. I like being fit–I look and feel better. But that $65,000 piece of plastic in my wallet is also riding on staying healthy.

Weight gain with aging is a common phenomenon–there’s even a term for it, creeping obesity. Through your mid-twenties, you’re active, pretty fit, and have a pretty high basal metabolic rate. You’re also probably unmarried without kids, underemployed, uninjured, and untethered to a house. As you saddle more responsibility, one of the first things to suffer is the time you set aside for exercise. What doesn’t change is your eating habits–with the affluence of steady employment, your diet is just as likely to get worse than when every grocery shopping trip drained your checking account.

This is basically what’s happened to me. A few years ago I was single and renting a place in Seattle. Technically I was in a long-distance relationship. But I had the free time to train for half-marathons and triathlons. Didn’t matter what I ate, since I was exercising enough that it was difficult to keep weight on. Then I moved, bought a house, gained a spouse-equivalent, and took on some added work responsibilities. Instead of running at lunch, swimming in the evening, and biking or hiking on the weekends, I was doing yard and house work, and spending longer days at my desk studying and working. The gym was an inconvenient 30-minute drive, and my mentality shifted from fueling an athletic goal. I also traveled more, ending up at gluttonous restaurants or eating in airport terminals. We just recently had a kid, and have had a stream of friends and family bringing tasty, fatty meals by. I also injured myself pretty good over-training for a half-marathon, making the long runs and hikes that I’d do all the time impossible.

These are exactly the life changes that contribute to creeping obesity. When I was 155 lbs and first tipped 160 lbs, I wasn’t worried. My pants actually fit better. A couple years later, I was holding a steady 162 lbs. Not too much different than 160 lbs. No worries. Last year I was a stable 165 lbs, with occasional incursions to 168 lbs. This is how it happens. A few pounds a year doesn’t alarm us, but over a 5- to 10-year period, you can be adding a tremendous amount of weight. Each pound is a challenge to take off, and that’s compounded because you’re further cemented into that weight-building lifestyle and less fit. Creeping obesity.

For me 170 lbs is my line in the sand. First off, I’m still flying an R22. I’m hoping to start flying with BoatPix in the spring, and 180 lbs is their limit. In a small helicopter, 10 lbs can make a difference in performance, endurance, and range, and most every employer I’ve talked to over the phone has asked me what my weight is within the first few minutes of our conversation. Every pound I’m carrying is a pound less of paying student that I can fly with. HEMS operators have weight limits for patients, and now they’re starting to put limits on their pilots too. Weight is a big deal for pilots, and your fat ass takes up revenue-earning cargo space.

In addition, weight gain is a symptom of other emerging problems. High-calorie diets and a sedentary lifestyle are gateways to diabetes, cardiovascular/cerebrovascular disease, and the other problems that come with obesity (like obstructive sleep apnea). These can all lead to a medical disqualification. From looking at posts on the forums, and my personal experience with friends and family, the first alarm goes off long after there’s a problem–when the doctor comes back with a diagnosis of metabolic syndrome/high blood sugar, or writes that prescription for blood-pressure or cholesterol meds. The typical course is that people–patients now–continue living the same lifestyle, and adding prescriptions or undergoing surgeries to control the consequent conditions.

That path is unacceptable if you have to sit for a second class medical every 12 months. Weight gain is the first sign that you need to make some lifestyle changes. Maybe in a later post I’ll talk about the lifestyle changes that I’m implementing. Just like a 100-ft altitude or 10-knot airspeed deviation is unacceptable in the cockpit, 170 lbs is an unacceptable weight for me.

Tim’s VOR Simulator

Jan 25

Posted by Chris in Flight Training, Ground Lessons, IRH, Navigation, PPLH | 1 Comment

It’s pretty much the Pong of flight simulators, but this little tool can seriously save you on ground school and flight training. I’ve seen friends struggle with VOR navigation, especially when studying for the PPL and CPL written exams, since most of the helicopters we fly aren’t equipped with an VOR or HSI. Worse, an ADF in a helicopter is as common as an AM radio in a new car, and I’ve never seen an RMI outside of a textbook. Yet these are worth more than a few points on every written you’ll take.

Even in instrument trainers, these traditional navigation systems–even if they’re in there–often get passed over for the ubiquitous GPS. It’s just as well. Everything you need to know about navigating by VOR/HSI/ADF/RMI can be done efficiently and cheaply at your computer. You can forgo thousands of dollars trying to do the mental work that interpreting these instruments requires while continuing to fly an aircraft in the real-world (with turbulence, imperfect/absent lesson plans, ATC and radio chatter, etc.). You just have to have the right tools.

When you start your instrument training, you’ll be tempted by Microsoft Flight Simulator. For the cost of 15 minutes in the school’s R44 instrument trainer or a half hour in their Frasca, you can get MSFS X and a joystick. Then it won’t run smoothly on your computer, and you won’t be able to fly the Jet Ranger (but you’ll spend a few hours trying). Then you start thinking about a better machine and rudder pedals, get bored and frustrated, then take a few turns in the Extra 300. 3 hours later you’ve accomplished nothing. Save yourself. MSFS has it’s place for practicing instrument skills, but not in the Jet Ranger, and not from pick-up to set-down, but that’ll be the topic of another post.

Tim’s VOR Simulator, in contrast, is free, runs pretty well, is easy to find online, and you just have to know a few keyboard commands to fly it. It has all the functionality you need to practice simple problems (where am I relative to the VOR?), and can help you isolate the skills you’ll need to fly complex holds and approaches. Best of all, it’s free to anybody with a computer and internet connection, saving expensive cockpit time for consolidating the motor skills that can’t be replicated well even in the best simulators. Tim’s VOR Simulator allows you to set your speed and heading/turn rate with simple keyboard commands. Master that and the program’s quirks, and you can sit at your desk, at school, or in a coffee shop and focus on the mental part of instrument flying (and instrument flying is all mental). Make a mistake, and you can stop the simulation immediately and start over. Altitude isn’t a variable (which further improves the value of this tool for isolating specific skills), but wind can be introduced to teach wind angle corrections.

When you can fly this procedure with Tim's VOR Simulator, young Grasshopper, then you will be ready to fly by instruments.

Most people don’t know about this option though. My instructors didn’t (and they weren’t interested when I showed them). And every few months somebody will get on the forums asking about the best simulator for learning instrument procedures. So I’ve added a Tim’s VOR Simulator Lesson. It’s not a VOR navigation lesson, but just a lesson on how to use Tim’s VOR simulator to learn radio navigation. It’s also not an instrument lesson. This lesson is intended for student pilots working through their ground school and studying for their FAA written tests. The problems are remedial, but if you don’t understand radio navigation, you’ll struggle with them. I’ve also put some simple videos on YouTube that demonstrates these problems (sorry, no audio for them…I’ve had  a sore throat for the last couple of days).

Once you know how to work the simulator, you’ll see how you can easily use it to learn instrument skills (when you’re ready). But in the beginning, its simple interface can actually be a pain in the ass if you aren’t committed to trying it out. This lesson plan demonstrates some simple exercises you can do with the simulator that will open this tool up to you. Once you get past how to set up problems, the biggest barrier to continuing to use it is boredom. But that’s actually what you’re trying to accomplish. When navigating by VOR is as mundane as following a highway, or you can fly some wacky procedure while drinking a beer at 01:30 while seeing what the JustHelicopter trolls are up to in another window, then you won’t be making expensive mistakes in the air.

Really, ADF/RMI navigation, approaches, and holds are so much easier when you can see the instruments react in real-time and test your understanding. While drinking beer. I’ll do more of those video lessons or design some more structured problems, but it’d help if I got some feedback about what types of problems students are having trouble with.

FACT-ICD

Jan 18

Posted by Chris in Uncategorized | No Comments

That’s how I remember the reporting requirements specified under NTSB 830.5:

F Flight controls
A Accident
C Crew member illness or injury
T Turbine components
I In-flight fire
C Collision
D Damage to property

It’s not perfect, since you also have to remember Overdue Aircraft, and it ignores the rules for large multi-engine aircraft (which at this stage in my career just isn’t much of a big deal). Recently, the NTSB added a few new reporting requirements that go into effect March 8, some of which are definitely relevant for rotorcraft operations:

  • Failure of any internal turbine engine component that results in the escape of debris other than out the exhaust path;
  • Any event in which an aircraft operated by an air carrier lands or departs on a taxiway, incorrect runway, or other area not designed as a runway, or experiences a runway incursion that requires the operator or the crew of another aircraft or vehicle to take immediate corrective action to avoid a collision.
  • Release of all or a portion of a propeller blade from an aircraft, excluding release caused solely by ground contact;
  • A complete loss of information, excluding flickering, from more than 50 percent of an aircraft’s cockpit displays, known as Electronic Flight Instrument System displays, Engine Indication and Crew Alerting System displays, Electronic Centralized Aircraft Monitor displays, or other such displays;
  • Airborne Collision Avoidance System (ACAS) resolution advisories issued either (1) when an aircraft is being operated on an instrument flight rules (IFR) flight plan and compliance with the advisory is necessary to avert a substantial risk of collision between two or more aircraft, or (2) to an aircraft operating in class A airspace;
  • Damage to helicopter tail or main rotor blades, including ground damage, that requires major repair or replacement of the blade(s);

    • So now we have flight control failure, aircraft accident, crew member illness or injury, turbine components other than blades and vanes, in-flight fire, mid-air collision, property damage >$25,000, and overdue aircraft plus turbine debris, propeller breaks, glass cockpit failure, collision avoidance in IFR or class A, helicopter rotor blades, and air carrier runway incursions. How about this one: FACTOR DIM GRunT P

    F Flight control failure
    A Accident
    C Crew illness or injury
    T TCAS alert in IFR or Class A
    O Overdue aircraft
    R Rotor blade damaged
    D Damage to property
    I In flight fire
    M Mid-air collision
    G Glass cockpit
    Run Runway incursion by air carrier
    T Turbine components or debris
    (P) Propeller

    Anybody got a better idea? Oh, and I’m adding my PPL/CPL/IRH Mnemonics and Memory Aids under the ground school lesson. If you want it as a PDF file, become a contributor to the site, and drop me an email.

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