Year: 2010

Blog / Flying the Line

sooner rather than later

When I wrote “soon to be airline pilot”, I really had no idea when or where that would actually happen. It was a distant almost non existent possibility that I would one day become an airline pilot. In a string of events that are as unlikely as they were incredibly lucky, I have landed myself in a training class.

I completed and submitted an application on a whim. I made a bet with myself, or more so a deal. I had plans laid to quit my job and go back to school. I was already accepted and had financial aid lined up to attend Boise State college back home in Idaho. I was a little apprehensive about giving up my dream job that I had worked so hard for, but I was getting burned out and frustrated. I had been running in circles flight instructing. I don’t want to say that I’ve experienced all there is to ever see in the flight instruction world, but I was ready for a change. I had been instructing for 3 years, and had worked nearly every aspect allowable at the company. I had the privilege of teaching many different students, from different countries, in different airplanes with different procedures. I pretty much did it all.

I am very grateful for the experience I gained as a flight instructor, and especially the growth I made on a personal level. I did a lot of growing up there, and I left a completely different person in some ways. I did some pretty crazy, pretty stupid things, but I’ve learned a lot about myself.

After filling out and submitting the application, I pretty much never expected to even hear back from the company. The industry was pretty much at a stand still, and I was sure that it would be months, if not years, before anybody started hiring again.

Well I was wrong.

The day after I submitted my application the company announced thy would be hiring. A lot. I couldn’t believe it. Not only were they hiring, but they want to hire for the rest of the year. For a moment, I got excited. Then I remembered how excited I got when I got hired by multiple airlines and cargo operators in 2008. I tried to stay grounded this time. I was excited still, but I didn’t let it consume me. I tried to stay positive, yet reserved.

I waited a few weeks, and the time ate away at my confidence. I felt qualified and ready for this job, but I started doubting myself. I doubted the quality of my resume in the desperate economy. My positive outlook and upbeat attitude starting to fade and erode. I started thinking more and more about college, and how it wouldn’t be bad for me to go back to school. As much as you try to not think about the possibilities, you can’t help but daydream how your life will change with such decisions and opportunities.

That is at least, until I got the phone call.

Do you remember Christmas morning as a kid? That adrenaline rush that started in your chest, and flowed to your fingers and toes? The pure feeling of joy and fulfillment? It was like that. Multiplied by a bajillion.

I couldn’t feel anything.

Well, here I am. Doing it. Living it. I’m finally here.

Next week we start aircraft specific systems class, where I will learn the ins-and-outs of every nut, bolt and rivet. So far we’ve learned all about company procedures and policies, all the boring stuff. Or as I refer to, the many different ways to lose my job. Lots of phrased that include “must do XXXX” and “shall never do XXXX”. Those precious gems of information will hopefully keep me employed long into the future.

The first flight I ever logged was on July 5th, 2003.
I soloed an aircraft for the first time on August 12th, 2003.
I first flew as the instructor pilot on May 3rd, 2007.
I flew one thousand, eight hundred and fifty one hours as instructor.
I first flew a regional jet on _________________.

So begins the next chapter.

Blog

exodus

A little less than 5 years ago I took a big step outside my comfort zone. Like so many other students of aviation, I moved a few thousand miles away from home to pursue a dream. A dream I had fostered longer than I can remember of being a pilot. In those nearly 5 years I have transformed from a student of aviation, to a teacher. As an individual I have grown countless milestones.

This chapter in my life comes to a close, and a new opportunity awaits me.

I have been hired by an airline and have been assigned a start date. Of the few times previous that I have interviewed and ‘hired,’ never have I made it this far in the exodus. I have officially provided my supervisor a letter of resignation.

These past few months have been a roller coaster of emotion and fear coupled with excitement. The unknown and waiting during the application process, followed by the stress and pressure of the interview process, followed by more waiting and anticipation waiting to hear from the company. I have finally heard the official word. The emotion has turned towards a nervous excitement. I will miss some things, but look forward to not dealing with other certainties. I’m apprehensive of what awaits me, yet eager to get started.

For what feels like forever I have been where I am, and I find myself facing the same issues of transplantation as when I first came to Florida. Where will I be? Will I like it? Will I succeed? Will I make friends? Will I be able to pay my bills? What if…?

In a little over a week I will be starting my trek across the country again. This time by car. I have a little over 2200 miles to drive to where my parents live. I look forward to the drive, and I will be joined on the trip by my Dad.

Soon you will hear of the trials and tribulations of a teacher turned student yet again. Lets hope I can practice what I have for so long preached.

Blog / Flight Training

so you’re getting ready for standardization

This was a post I created on jetcareers about the upcoming standardization events for our new instructor candidates. The purpose of these posts was to ensure that new instructors had some insight on what to expect and what was expected of them. I tried to provide some guidance for the ground briefings as well as flights that are used to standardize the instructor. I think with the realization that I will no longer be around the academy much longer has prompted my desire to help the new comers. I wish I had started this process much sooner.

You’re not quite sure what to expect when you meet that standardization pilot.

Let me give you some guidance.

Show up on time and prepared, with the materials required for a pre-flight briefing. Don’t show up 5 minutes late, with no marker and nothing prepared on your white board.

This means you should probably have something already prepared on the white board that includes things like:

  • Title of discussion or presentation
  • A brief overview or description
  • Listed references for the student to use or refer to
  • A diagram or drawing depicting the maneuver or topic

This discussion should be taught using the guided discussion method.
That means that you treat the standardization pilot as the student, not as a standardization pilot. Don’t refer to the student in third person. “I would tell the student this” or “Now I would ask the student that.”

Ask me those questions, tell me what you want to tell me, as your student. My job as a standardization pilot is to evaluate your ability to lead a discussion or briefing on a maneuver. Show me you have that ability!

Avoid saying things like “bump power” or “pull back”. We are taught to use very specific instructions with the students, and it is heavily emphasized. “Add 100 RPM” or “Increase pitch 1 degree on the horizon” are phrases you need to be comfortable with. Generalized statements tend to lead to students over controlling and making erratic inputs.

Throughout the entire standardization event you should act and conduct yourself as the instructor. If you don’t know things, tell me you can look it up. Admitting errors is OK, but saying “I don’t know” isn’t. The student needs to know it’s OK to not know everything, but should also understand that there is always someplace to find information.

You must have instructional knowledge of the aircraft! We need to ensure you’re going to teach a student the basics of the airframe and systems of the aircraft. These are things we look for on stage checks, and they start with the students primary instructor! Just to name a few:

  • What kind of flaps do we have? What benefit do they provide?
  • What kind of ailerons do we have? What design characteristic do they have that is beneficial?
  • What does the stall strip do?
  • How much fuel is in this fuel tank? How much is unusable? How much fuel is at the tab?
  • Tire inflation numbers, and strut extension tolerance limits.
  • How the Piper External Power plug works
  • Show me the Vacuum pump. How do you know if it stops working? What instruments will stop

functioning?

  • Be able to identify basic components of the engine, and what their function is
  • The Piper Pitot/Static system is pretty unique; be sure you understand the design of the mast ,
    and what happens when the various ports become blocked.

You will hear a lot, this is not a check ride. It truly isn’t. However, it is an evaluation of your instructional knowledge of the aircraft, and the topics to be covered from pre-solo to single engine commercial applicants. This will probably require some studying and practice on your behalf. Especially the procedures and specific techniques that they require you to use. I’m sure that everything we teach here is taught at least slightly different than what you’re use to.

Lets talk about the flight, shall we?

The flight contains every private and commercial flight maneuver for single engine airplane requirements. All maneuvers are expected to be performed to PTS while simultaneously explaining/teaching. This seems to be the significant pitfall of most instructor candidates.

Remember that throughout the flight you are the instructor, and the stan pilot is to be treated as the student. If you make any mistakes throughout any of the maneuvers, please use them as teaching examples. The students are going to make mistakes when they attempt maneuvers and we want to hear your criticism and analysis of your performance. Do not try to cover up your mistakes, or say that it was PTS when it clearly wasn’t. We are perfectly OK with mistakes, just teach me about it. Always admit your errors to your students. They know you’re not God, don’t act like it.

Do not teach too much. A lot of new instructors sometimes feel the need to narrate and comment on everything that occurs during the flight. Don’t. We want to hear the key instructions, and main points. We don’t need a play by play announcer of every little item. Be careful that you don’t over-instruct the maneuvers. Especially in the traffic pattern, be very cautious of how much instruction you’re giving. If you want the ‘student’ to complete a maneuver, be sure to take the controls before providing your short debrief. The student has little to no ability to listen and perceive your criticism and debrief while flying the aircraft.

Be sure to have a plan of action on how to complete the lesson. You already have a complete list of all maneuvers to be completed, use it. You will be responsible for execution of the lesson with a student, so assume that role for this flight. Tell me which maneuvers we’re going to do, and in what order. Ensure that we remain in the same practice area, or that we don’t stray 10 miles from the airport. Keep an eye on the hobbs time, and ensure that we are not taking too much time between maneuvers. These are essential skills as an active CFI.

Organize your plan of action so it makes sense. Don’t climb to 3500 after departure, then climb to 4500 with chandelles, and go immediately into a steep spiral. That will require us to climb back up to altitude most likely to perform additional maneuvers. This is a waste of time, and waste of the students money. Complete all your altitude maneuvers before descending. Once we’ve descended, lets complete the simulated emergency landing, followed by the ground reference. Once those are completed, we should be done with maneuvers and heading to an airport for landings.

No matter what anyone tells you, the power off 180 approach is not an emergency landing. Do not tell me how you would ‘troubleshoot’ for the failed engine. Do not give an example of us using this technique in an emergency. This is a performance maneuver to demonstrate proficiency and accuracy. We do not need, or want, to see you perform the power off landing checklist/procedure for the power off 180 approach. I see this a lot on stage checks, and even though it is not an unsatisfactory, it is a standardization issue.

Do not be afraid to conduct a go around. During debriefs the candidates will say ‘well I would have had the student go around’. Why didn’t you? Some of the stan pilots will not be satisfied with a go around, as the PTS allows only one attempt for satisfactory, however I personally prefer the go around. I have never, and will never, grade unsatisfactory for a go around. Unless the student is unable to satisfactorily complete the landing from multiple attempts.

Most of all this is a standardization flight, so remember that the procedures and checklists are graded most. We need to see you do the checklists and procedures as listed in the training handbooks. If you have to double check the memory item checklists, do it. Don’t feel that you must do them from memory. Complete what you can from memory, then verify. This is what you should teach your students to do, it is what you should also do.

Ensure to complete your clearing turns, radio call, and pre-maneuver checklist prior to commencing maneuvers. We have and do fail students for this on stage checks, so you better believe that instructor candidates fail stan flights for it. In fact I know of a new instructor that recently failed his stan flight for this very item. It’s crucial for the student to understand the importance of this. Collision avoidance is a special emphasis area of darn near every PTS, and it’s often listed in the specific task of maneuvers.

Contrary to what you may hear about the stan pilots, most of us are more than willing to help you along. We are not looking to fail you, we are looking to ensure you are capable of teaching our students the ‘right’ way. You have the benefit of a wide range of experienced instructors to help you out. I am the least experienced of all the IPs doing stan flights. Regardless of being on the bottom, I’ve been teaching the ‘right’ way for 3 years, doing stage checks for over 2 years, and I have instructed in every current program minus one. I do not know everything, but I sure think I can help y’all out some.

Blog / Flight Training

full circle

Of the things I get to do as a flight instructor, I think none are as rewarding as flying with instructor candidates. Guys and gals pursuing their flight instructor ratings are motivated, good aviators, and make excellent students.

If anything, I wish I was able to teach instructor candidates more often. Over the last three years I have had a handful of them, mostly add-on instructor ratings though. A select few were going for their initial instructor rating.

Recently I have been going over some of the fundamentals of flight instructing in preparation for a new student I was receiving. It got me thinking about how far I’ve come since I began this job. It truly is a unique experience to reminisce about days gone by, and how much I’ve learned and experienced. I have come full circle.

Tomorrow I will even get the opportunity for the first time to complete some standardization flights. When you’re hired at the school, you get to spend countless hours in class learning how to teach the way the school wants you to teach. If you were a student here at the academy, it’s never really a big deal. However, we currently have almost all instructors that trained elsewhere. This tends to be a trial by fire, and quite shocking to the new instructors. Teaching something a completely different way is almost like teaching something completely different.

Because we are so short on standardization pilots, they are utilizing the check instructors to assist with the standardization flights. So I get to fly with these new instructors and evaluate their ability to teach and evaluate the ‘right way’. This is essential to ensure that the students will be able to learn from any instructor and be taught the same thing. This makes moving students from instructor to instructor seamless, and it ensures that the instructor is providing quality instruction as desired.

It gives me an opportunity to help out a new colleague, and perhaps teach a little bit. It hopefully gives them an opportunity to gain some insight on the school, and I hope, build their confidence.

Blog

the interview

The cat is out of the bag.

I had another airline interview this week, and unlike the previous, it went well. However I also prepared relentlessly for this interview, even more than any other interview in my life. Probably the single most stressed and over-thought event I’ve ever participated in as well. I learned a few things along the way and everyone I met throughout was very helpful and kind.

Almost two weeks ago I received a voice mail while I was flying with my students. It was a much anticipated phone call that I had been waiting on for a few weeks. I was rather excited to get the call. Even at that moment it felt slightly surreal. I returned the call and worked out the details for which day I would be available to have the interview. It gave me just about a week to prepare for the interview.

Of the many things that have changed since I left high school, my study habits are probably one of the most notable. I had already been doing some ‘casual’ reading to prepare for what I had hoped would be an inevitable call. However once the reality set in, studying became my near full time job. It’s almost a laughable act, but I was pouring every detail of anything. If I wasn’t going to get the job, it wasn’t going to be because I wasn’t prepared enough.

The first thing that came in the way of paperwork, was an email with specific directions on how I was to prepare my paperwork. I can not stress this enough to anyone who is applying or interviewing; Read everything they give you with extreme care and attention. If they ask for very specific procedures, following those directions to the letter will go a long way once you get to the interview. It seems mundane and inconsequential, however, it is just as important as good grammar and spelling. I will give you some examples of this later on.

The preparation started with my logbook. Adding up and totaling up my flight times, ensuring there are no mistakes or miscalculations. This is another important matter for the potential employer. This will provide them with a very clear idea of how well organized you are. Also, make sure that the logbook totals match the totals you provide them on the application.

A lot of interviews will require a driving record request as well. This gives them an idea about how well you can obey laws, and to ensure you’re not a repeat offender of reckless driving or driving under the influence. Many human resource professionals will tell you that even if you do have an incident on your driving record, it’s not an automatic disqualification. Honesty is key here, and just explain whatever event exists. The longer the time frame between the event and your interview the better. It’s much easier to explain away something that happened years ago, versus last month.

Getting the driving record can be as easy as going online and paying a small fee, or it can be as difficult as being required to mail a letter to the state capital. I recommend discovering this process for your state prior to even applying. If you can have this information on hand, you will be glad you did. I found out a little late that the record provided from the local court house was only a three year record, while the employer was requesting a five year record. To obtain the five year record I was required to mail a letter asking for it from the state. Luckily they were understanding, and didn’t see it as an issue.

Fast forward to the day of the interview. I spent the entire week prior to the interview running errands and preparing my paperwork and technical knowledge. I spent time in the simulator practicing what I had expected to be tested on during the interview. I felt prepared, however I lacked confidence in the presentation of myself, especially the human resource portion. The last interview I attended for an airline, the human resource lady decided I lacked the self confidence for the job. Pretty awesome pep-talk right after you find out you didn’t make the cut. I chalk it up to experience and I wouldn’t have changed the way things turned out one bit.

I showed up an hour early. I’m sure it wasn’t really necessary to be so early, but I wanted to ensure there was no mistaking that I was there on time. I was the first to arrive into the lobby waiting area. I sat. Breathed a heavy, stressed, sigh. I had been sitting for maybe thirty seconds before I checked my watch. Calculating the time difference in my head, ensuring I had properly set the central time zone. I had done this since the night before. At least 100 times. Within about fifteen minutes or so others began showing up. By 7:30 everyone was sitting and chatting about flights into the area, where they had come from, and flying experiences.

After a while, a employee arrived and greeted us. We were provided with a sign in sheet, to ensure that everyone that was scheduled for the interview was present. A few minutes after 8 O’clock we were moved to a small classroom where we would be gathered for the rest of the day. Introductions began and we met a few of the interviewers.

After a short question and answer session about the company and what the hiring forecasts were, our interviewer was replaced with the HR lady. She was the person responsible for us all being there, and who our applications were sent to. More introductions and information was offered about the company and the process that we were to be involved in for the day. Probably the most tense portion of this information was what could be expected if we were unsuccessful in the interview. It was a grim reminder that perhaps not everyone was going to make it. Every time that thought crossed my mind, my heart rate accelerated and my chest seem to surge with fear. I had to mentally calm my self and try to ignore the unpleasant thought.

We were all given a different information packet on what we would be doing in the simulator. A short briefing on what to expect and what the instructor would be looking for. Then as if playing a joke on us, they handed us a packet of paperwork to complete as well. So, study this, but first fill out all these papers. Then we’ll call you for the sim. Oh, super.

I tried to complete the paperwork with haste, keeping in mind that the sooner I was finished, the more time I had to review the sim profile. The information included in the packet was anywhere from what runway I would be departing from, what to do after take-off, and which approach I could expect. Altitudes to begin reconfigurations, speeds to fly, flap settings for the approach and the go around procedure. After what could have been an hour, or maybe not even thirty minutes, I was called out for the simulator check. I would be the first to go. Lucky me.

I couldn’t have asked for a more down to earth or calm person to walk me through the process. We spoke for a few moments on what he flew, and where. Turns out he didn’t have much experience. Flying for about twenty years, in nearly every aircraft the airline owns, in every capacity from first officer, captain, to check airmen. No pressure. Luckily he was incredibly nice and calming. Which I appreciated immensely.

The profile to be flown was very simple and straightforward. The simulator was a gorgeous tribute to flying technology. It flew like an airplane, which is rare for a simulator. Normally they fly like a box of rocks. This one actually had good control feel and wasn’t overly sensitive as most are. We took off and did a basic departure profile, and headed for a navigation fix for a hold. Interacting with the sim instructor as a crew member was an important part of the interview. They wanted to see that I had to ability to think outside of my own personal capabilities and use him to help fly the aircraft.

As quickly as I had been ushered into the sim, I was done. It was over rather quickly and I had nothing but good feelings about my performance. Always room for improvement on a few items, but overall I was quite pleased. It was a short walk back to the class room.

Awaiting in the class room was already one less applicant. Taking extra time to ensure your application matches your logbook is something that can not be overlooked. Although I am unsure of the exact cause of this persons dismissal, paperwork discrepancy would make sense. They had not completed any portion of the simulator, technical, or HR interview as of yet.

A large portion of the day was spent waiting in this classroom. Everyone shuffling in and out of the room for the different portions of their interview. For a while I spent time in the room alone. Wandering around reading the different propaganda plastered on the walls, reviewing in my head answers to questions I was expecting, just pacing in general.

I was called out for a fingerprinting, and some FBI paperwork. The list of crimes you are not allowed to commit and become an airline pilot is impressively long and detailed. The process isn’t like it used to be. No ink pads or paper, just a scanner connected to a laptop now.

Coming back from fingerprints, yet another person was missing. Paperwork likely a culprit again. The instructions on the application clearly stated not to include tenths of hours, and to round to the nearest hour. This person did neither, nor did he properly divide his flight times. A poor performance in the simulator appeared to seal the deal. And then there were four.

We were given a short lunch break, and took a trip to the cafeteria. Which was surprisingly expansive, gourmet and cheap too. With the coupon they provided I was able to eat for free. Which was a good thing, as I was too nervous to eat anything of substance for breakfast.

Returning to the class room I was called for the technical portion of the interview. This was my strength, my bread and butter, my pièce de résistance. If there was anything I was confident in today, it was going to be the tech interview. Another extremely cool and calm check airmen. We talked a bit about where I was flying currently, and his experience with the company. Another, been everywhere, seen everything kind of guy. Apparently they have a whole group of these guys at this airline. Imagine that!

Questions were on par with what I expected, a few curve balls that required thought. The CRM questions were the most difficult. Probably because they were the most outside my experience level, however he was very generous in helping me think out the answers. Overall I believe he was pleased with my answers, and mentioned that he had no problem recommending me. Then he asked me to help him spell candidate. I think I get bonus points for that, don’t I?

Ok, back to the class room. One. Only one other person remains. I’m shocked momentarily, then I realize that I have made it down to the last two, and that has to be a good sign!

All that remained was the dreaded HR interview. I wasn’t too excited to have it left to last to complete, however it seemed that you only made it to the HR interview here if you had the technical knowledge and flew the sim well. Another good sign.

When I was called in for the HR interview I was the most nervous I had been all day. I wasn’t about to ruin the hard work and good effort I had shown all day. I was glad I spent time preparing for this portion, and it paid off. I feel like I established a good rapport and made a positive impact. Before I could even think about it, the interview was again over. No words were really spoken of congratulations, just more paperwork to fill out.

I was given instructions on how to get to the hotel for the evening, which the company would pay for. This clearly meant that they wanted to give me a job offer, however the words never left the lips. It’s one of those strange things that you don’t want to jump to conclusions on, yet you dare not ask. That was it. I had made it.

The other interviewee and myself shook each-others hand and we shared a moment of celebration. Back at the hotel stress decompression was finally happening. I felt as if I had just shed hundreds of pounds of weight. I was instantly tired. Finally. I hadn’t slept a wink the previous night, and now I felt finally ready to rest.

The next day included a drug and hearing test. Once both were completed I began my trek to the airport. Lucky to have been re booked on an earlier flight, I was on my way back to Florida a few hours early.