Wow has it been a while since I posted! What is it about birthdays that end in 5's or 0's that motivate us to get things done? Anyway, yesterday I told the story on FACEBOOK about how 21 years ago I pawned my guitar and amp to pay for the last flight required to get my Private pilot license. That decision started a career and took me down some pathways I could not imagine at the time.  
    
     Man, sometimes aviation has been a rough road. Nonetheless however, I would not trade any of those moments. No regrets. I've had the opportunity to train some great people and meet people that have enriched my life throughout the last 21 years of flying. If you do the math I've spent over a year of my life above the earth--no kidding!

     My logbook has really been a life history. These events are just a sampling of SOME of the highlights over the years and lessons learned (and you guys know who you are!):

1. When taking delivery of a airplane for the first time alway check that the windshield does not leak before flying it through rainshowers to the airshow in Oshkosh, Wisconsin. Especially when you are camping in the airplane. Also, check the door handles during the preflight so that they don't fall off over Lake Michigan. A sectional however does make a good water basin when combined with Duct Tape.

2. Being on a first name basis with the air traffic controller helps when having an engine fire after takeoff in a single engine airplane.  The phrase "Pat, I'm coming back!" Is code for "We're declaring an emergency, roll the trucks, and I'd like to teardrop for 33".

3.  When walking across the ramp to the airport restaurant, at night, in two feet of snow be sure not to drop the keys to the plane.

4.  Cessna keys have a 1 in 8 chance of working in other Cessnas. 

5.  If a student looks like a terrorist and starts the airplane during pre-flight and before actual solo (after 120 hours of dual). He's a danger to himself and others! This was WAY befor 9/11 and the TSA.

6.  ALWAYS check the notams before committing to landing on a short, narrow runway with a CFI student from a 1080 steep spiral (no longer in the CFI PTS). 4 inch wide grooves 6 inches deep and positioned every 12 inches may not be visible from the air especially when no "X" has been placed on the runway (indicating the closure).

7. Don't allow the flaps to be retracted on short final on an approach over water in response to the pilot sensing that the aircraft was "getting slow". Of course a similar thing happened on takeoff coming out of HPN (Westchester, NY) in a CRJ 200 when my inexperienced first officer retracted the flaps prematurely on takeoff. Lesson learned- a swept wing aircraft full of people approaching a stall a few hundred feet in the air is an eye opening experience.

8. When flying as the second ship in a two ship formation always make sure that the aircraft flying lead knows where they are.  Otherwise the "biggest uncontrolled field you've ever seen" may turn out to be Dayton International.

9.  If when flying an introductory flight your passenger says they want to learn to fly to "stare into the sun and cleanse their soul because they are a bad, bad person." land. Immediately.

10.  Always watch the tail of a Cessna 310 when using a motorized tug to back it into a hanger. Skin repairs on a 310 are very expensive. To the tune of about $1300.

11.  Flying a Cessna 172 with no electrical system at night, over Lake Erie, while your best friend holds a flashlight is not a good idea. Ever.

12. When teaching a police officer to fly--get that information first. Otherwise, a concealed pistol falling on the ramp while watching a pre-flight can be disturbing.

13. Never Never Never let anyone get near the prop when the master switch is turned on during the pre-flight (ok, I just witnessed this one). If the starter solenoid gets stuck that prop is going to
engage.

14. You can always say no. Especially when it involves flying a C152 throught the mountains of Vermont in February in icing conditions.

15. If flying a C152 through the mountains of Vermont in February in icing conditions be sure to check the pitot-heat during the pre-flight. Also the VOR receiver.

16. Flying an iced-up Cessna 152 with an airspeed indicator showing zero and no working VOR with 2 miles visibility in blowing snow at 1000 feet over Lake Champlain because it can't climb any higher is no fun.

17. Burlington approach control has very good radar and can vector a 152 on final pretty good.



Look for more memories in Part II.

Maybe you’ve thought about it.  What will this aircraft actually do?  Unless your primary training included aerobatics, most of your flying to this point has been directed at keeping the coffee in the cup.  Although your instructor may have chided you about obeying the “rules” or staying within the flight envelope, the accident record shows that willful non-compliance is continuing to occur.  Why do pilots behave badly?  According to situational control theory (as described by Dave Huntzinger—former senior principal safety scientist for Boeing) three things are correlated with intentional rule breaking: a reward, a probability of success, and peer acceptance. 

    

     In 2005 a Challenger business jet failed to rotate during the takeoff roll at Teterboro (TEB).  The investigation revealed that the company, along with the pilot, had been concealing the fact that the plane was routinely operated over weight and outside the center of gravity limits. Why? They preferred to buy cheaper fuel (the reward) whenever possible and “tanker it” to avoid higher fuel costs elsewhere.  They had gotten away with it in the past (probability of success), and no one objected to the practice (peer acceptance).  The jet was unable to liftoff prior to reaching the end of the runway, crossed a highway, and embedded itself it a building.  Although no fatalities resulted, the aircraft was destroyed and several people were injured.

 

     The crew of a Regional Jet was not so lucky in 2004.  During a reposition flight (without passengers or a flight attendant) the pilots decided to push the performance to the maximum.  While attempting to reach the service ceiling of 41,000 feet the crew willfully violated some fundamental rules.  They allowed their aircraft to slow below the published limit—while fully aware of it—and began to encounter the aerodynamic mush associated with a stall.  As the speed decayed, one engine flamed out. The other engine followed.  During the confusion, the internal engine parts stopped rotating and rapidly cooled as a result of the low temperatures at the high altitude.  The rapid contraction of the metals “fused” the engines, making a restart impossible.  With no operating engines, the aircraft descended from 41,000 feet and impacted houses just short of the Jefferson City, Missouri airport.  Both pilots were killed.  What was the perceived reward? It was admission to an “underground club” of company pilots that had accomplished reaching service ceiling in this particular type of jet.  Essentially, bragging rights. I’ve flown this jet and I’ve got to tell you it was a slow climbing brick above 35,000 feet.

 

     The next time you think about pushing the rules just a little—going below minimums, foregoing that required maintenance, flying a GPS approach with an expired database, or another transgression, pause for a minute.  There may be a reward associated with it and a probability of success, but what would your primary instructor say?  SJF.