Posts Tagged ‘Chip Wright’

The times, they are a’ changin’

Monday, September 14th, 2015

My, oh my, how the times have a’ changed.

I’ve been doing the airline gig now for almost 20 years, more than 16 of which was were the regionals. When I got my first job, it was the norm to have pilots pay for the own training. In my case, it was a check made out to the Comair Aviation Academy, for $10,995, plus another $2,000 in lodging and food during that training. To make things worse, I didn’t officially get hired until after I had passed thecheckride. Instead, I was in an aircraft-specific “training course.” This was a common practice for companies to work around prohibitions in union contracts that forbid—on paper—pay-for-training policies.

Once I got on line, I was making $16.79 an hour, with a 75-hour guarantee. My first full calendar year (1997) saw me make $14,605 dollars—which included a $7-an-hour raise for the final six weeks of the year—a net pay for the year of less than $1,000.

For years, first-year pay at the regionals was an embarrassment, and while the percentage increase in years two and three were substantial, it was still pretty lousy, especially if you were the lone bread winner. Today, the regionals are reaping what they (and their major airline partners [both management and pilots]) have sown: the long-awaited pilot shortage is finally here, and it’s hitting the bottom line. Flights are canceling, and airplanes are getting parked for a lack of crews.

The airlines are responding. Understand that the regionals can’t just raise pay for two reasons: Union contracts must be collectively bargained, and a regional gets its revenue from its major partners. Even if they have wanted to raise pay, they can’t do so until they get assurance from their major affiliates that they will be reimbursed for the added costs. Only when both of these provisions are met can pay raises be implemented.

Of late, the solution has been for regionals to offer some sort of bonus to new hires. This gets them around the collective bargaining issue, and it also allows them to dictate the terms of the bonus.

Loan repayments also are an option. For instance, Envoy offers both $5,000 and $10,000 bonuses, depending on whether or not you are coming from an affiliate flight school. However, the bonuses require the pilot to agree to a two-year commitment. Even Skywest, which took over Comair’s position as the regional of choice, is offering a $7,500 bonus. In fact, Skywest has recently been doing a lot of recruitment-by-mail, sending post cards to pilots on the FAA registry in the hopes that they might be interested in a job. They are casting such a wide net that they are even recruiting some of their own pilots!

The result of all of this has been a dramatic effect on first-year pay. According to ATP’s website, the average first year pay is now more than $30,000, and in a couple of cases, it approaches $40,000. It’s by no means a king’s ransom, but it’s a vast improvement over days gone by. There is still a long way to go to get pilot pay where it needs to be, especially considering how many pilots the industry needs to attract and convince to make the investment in a flying career over the next couple of decades.

But this is a start.—Chip Wright

Disability insurance

Thursday, September 10th, 2015

When you’re in your 20s and 30s, it’s hard to imagine that your health will ever be seriously affected by anything. It’s bad enough to imagine getting cancer or a sleep disorder, but what about something less serious, such as a broken bone (or two or three)?

Pilots are unique in that our health affects both our direct and our legal ability to report for work. Something as simple as back pain can keep us at home. We are bound by the terms of our medical certificate to be of sound mind and body. If you work in an office and break your leg or your arm, you can still come to work. You may even be just as productive and as efficient with the injury as you are without it.

Not so with flying. If you break a leg skiing or an arm playing softball, you’re grounded until it heals. Further, if your medical expires during your injury, you will likely need a flight physical to return to work. If you don’t have sufficient sick time in your leave bank, you could face a financial strain. Most airlines only allow a sick time accrual rate of a few hours a month.

I don’t want to sound like a salesman, but I’ll take the risk. If you get hired by an airline, opt into whatever short- and long-term disability insurance the company and/or the union offers. Rates are based on age, so it’s cheaper when you’re younger, which is also when you’re not so well paid. It’s an investment that is worth making in yourself.

Over my career I’ve seen young and old pilots be out of work for extended periods of time through no fault of their own. One, in his late 20s, was out over a year because of a severe automobile accident. One was out for two months with a broken leg that was slow to heal. Another was out for nearly two years with a form of liver cancer. A number have been incapacitated by mental health issues and/or alcoholism. In the last couple of years, the FAA has attempted to crack down on overweight pilots. If they ever succeed in doing this, a large percentage of us will be looking at long periods of time off while we try to shed the extra weight.

As a professional pilot, take nothing for granted—especially your health. Get the STD/LTD coverage early, and keep it. With any luck, you’ll never need to thank me for it. But if you do, at least you won’t have to worry about coming up with the money for a stamp.–Chip Wright

Familiarity versus unfamiliarity

Monday, August 24th, 2015

There’s a saying that familiarity breeds contempt. Unfamiliarity can do the same thing. In aviation, we see the familiarity side of things when we throw caution to the wind (or worse). We ignore checklists. We rush. We do…dumb things. Most of us have been guilty of this. Examples abound: forgetting to turn off the master switch in the FBO’s Cessna, only to get a phone call later; forgetting to untie (or tie) the tiedowns; forgetting to lower the landing gear.

It’s natural to let your guard down when you’re in a comfortable environment. The good news is that you are comfortable in a place where you don’t really belong. The bad news is that you are prone to making mistakes because “it could never happen to me.” That’s probably what you said the last time you locked your keys in your car. In fact, such a dumb, easy mistake has forced the automobile manufacturers to idiot-proof cars as much as possible to try to avoid this, but people still find a way to validate human idiocy.

When you are overly familiar with something, either it’s time to force yourself to re-adapt the good habits, or it’s time to change your habits. Take the car keys. Once you’ve made this mistake, you quickly learn to check that the keys are in your pocket/bag/purse/suitcase/whatever before you close the door. You’re still looking to make sure that they aren’t in the car, but instead of looking to see if they aren’t where you don’t want them, you’re looking to see if they are where you do want them. The goal is the same, but the process is different.

With the master switch, an easy way to fix the problem is to always leave the anti-collision light on. That way, if you walk away from the airplane and see the beacon on, you’ll know that the master switch is on.

Unfamiliarity also can create problems, especially when the change from one piece of equipment to another is fairly drastic. For example, at my old airline there was a famous story—true—of a captain who transferred out of the turboprop and into the jet. Without getting bogged down in details, he was forced to leave an engine running after pulling into the gate. That by itself is no big deal; it happens all the time. Generally speaking, within a few minutes, he would be able to shut it down. Well, a few steps in the chain weren’t completed, and he was new to the airplane, so he was out of his comfort zone. Further, in the turboprop, a running engine could be easily seen (the spinning propeller) and heard (it was right next to the cockpit window). With a tail-mounted jet, you don’t see anything, and you don’t hear much more than anything.

He found out that he had left the engine running when he got a call from the station after he had arrived at the hotel. He had to talk the ground folks through the shutdown over the phone. In the end, nobody was hurt, but the lesson was learned: Try to know what you don’t know.

Familiarity and unfamiliarity can both be dangerous, but for different reasons. If you find your normal routine is not working, change it to one that does.—Chip Wright

Where is my DeLorean?

Tuesday, August 18th, 2015

Back to the futureThirty years ago, Marty McFly and Doc Brown got into a garage-modified DeLorean, activated the flux capacitor, and took off for…well, this year, to try and save Marty’s son from himself. Back to the Future played on a long-standing wish: flying cars.

As 2015 winds down, it’s easy to wonder why we don’t have flying cars. The easy answer is that the FAA would make such a dream a bureaucratic nightmare. That’s undoubtedly true, and if you throw in the Federal Highway Administration, you can see how such a great idea would be dead on arrival. But let’s take those two entities out of the equation.

Driving is two-dimensional. You move forward, backward, left, and right. Driving is also pretty easy. It’s not totally skillless or brainless, but we’ve done everything we can to make it so. Still, tens of thousands of people die every year on the highways in spite of some pretty impressive safety mechanisms and rules. Seatbelts are required (and their use is enforced, which wasn’t always the case); cars have roll cages, air bags, anti-lock brakes, and more. Still, no matter how idiot-proof we make a car, we manage to find ways to crash.

Flying, on the other hand, is three-dimensional, and that transition to and from the ground is, statistically, the most dangerous part of the flight. In the air, we have to deal with turbulence, even close to the ground. Imagine semis trying to fly next to a Camry. Unlike the DeLorean, we need to accept that a flying car will have wings, and those wings will be sized based on the payload. Semis and Camrys would be at constant risk of hitting each other because of the necessarily long wings on the semi, not to mention the wake turbulence. If you think on- and off-ramps are crowded now, imagine what it would be like trying to merge such disparately sized vehicles on and off the ground.

Infrastructure would be an issue as well, as we’d have to have much longer merge lanes to allow vehicles to get up to rotation speed. Consider that highways are designed to try to contain certain elements of a high-speed wreck (even if the only design element for this is building it in an isolated area). With skyways, we’d have to take into account that an in-flight collision would spread debris over a much larger area—which would necessitate additional safety enhancements for the drivers not only traveling quickly but now also falling to the ground. Buildings would need to be built to account for potential falling debris on the roof or through the windows.

In the end, flying cars just aren’t practical. In fact, if the skyways got too crowded, you’d be better back on the road, which is right where we are now. As fun as it is to daydream about defying gravity in every aspect of our lives, the truth is that without a quantum leap in strong, lightweight materials and powerful engines, it’s just not the way. But if you stick with flying airplanes, then where you’re going, you still don’t need roads.—Chip Wright

Your favorite armchair aviation activities

Thursday, April 25th, 2013

Cessna in fogChip Wright’s recent blog on got me wondering what other kinds of armchair aviation activities pilots like to do. We always tell our readers to “keep your head in the game” when you can’t fly. But how, exactly, do you do that? I posed the question to our Facebook friends, and they came up with a list of great suggestions. Here are some:

  • “[Sit] on the flight line and watch the other planes. … You can learn a lot by watching the landings.”—Stephen Bristow
  • “I love studying sectionals.”—Chris Hatcher
  • “Hang out at the airport if it’s nice or watching videos if it’s not nice. Most of all I like sitting around with other pilots and talking about our past or future flights.”—Ken Ludwick
  • “[Study] for the private checkride. And practice the maneuvers in my head.”—Regina Coker
  • “[Read] the good ole’ [private pilot] textbook! I’ve been a pilot for almost two years and I read it all the time!”—Angelo Zullo
  • “[Watch] Sporty’s videos.”—Bill Boczany
  • “[Read] back issues of training magazines.”—A.K. Hassan
  • “My flight sim.”—Jack Weston
  • “[Look] at my logbook and corresponding photos from favorite flights, like an SNJ over Pearl Harbor and a 172 over volcano on Big Island.”—Rich Dusek

Great suggestions all! And the best part is, most of these are easy to do right from home.

If you would like to review past issues of Flight Training, you can do that right here. Search training topics in the archives of AOPA Pilot—your Flight Training membership gives you access to all of the members-only content on our website.

And don’t forget that the Air Safety Institute has a stellar lineup of free online courses, quizzes, and mini-courses on a variety of topics for all levels of airmanship. The full-length online courses are eligible for FAA WINGS credit. Happy armchair flying!—Jill W. Tallman