Archive for the ‘Martin Rottler’ Category

Seoul Plane: Observations on General Aviation in South Korea

Thursday, July 10th, 2014

It’s 80 something degrees with a humidity level to match, probably higher on the airport ramp and I’m already sweltering in a dark suit and tie. If this scene were unfolding in Ohio, I’d be looking out the window of the OSU flight school and finding myself happy to be inside and under the outlet of a powerful air conditioner. The thing is, I’m not in Ohio. I’m 6,700 miles away, standing beside a Cessna 172 on the flight school ramp of Hanseo University in Taean, South Korea (2 hours from Seoul), shaking hands with a Korean flight instructor who I’m pretty sure thinks I’m way more important than I actually am and is quite nervous. It’s hot, it’s humid, and I’m sweating through several layers of formal meeting clothing, but I’m not going to say no to an opportunity to fly a Cessna 172 on the opposite side of the world from where I normally fly. On tap for that hot summer day in 2013? A leisurely 30 minute flight along the Korean coast, returning to the Hanseo airport.

Koreapostflight
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Fast forward to today, and I find myself back once again in what has quickly become my second home for the third time in three years, doing a second stint as a Visiting Professor for Korea Aerospace University‘s International Summer Program. A fantastic opportunity for college students, this year’s program brings together 50+ students from 17 nationalities and 10+ universities for college courses, cultural experiences and behind-the-scenes tours of the Incheon International Airport and Korean Air.

In my time here over the past three years, I’ve quickly developed many relationships with current and future aviation professionals across all levels and parts of the industry. It’s given me a unique view into the aviation world here.

It’s a Small World

In a country where even the farthest reaches of the peninsula are four or five hours by high speed train from Seoul, GA as a hobby is virtually nonexistent, save for a few small flying clubs, including one at the Osan Air Base catering to mainly Americans. Fifteen years ago, there were only two airlines based in Korea: Asiana and Korean Air. Today, the two behemoths have been joined by six Low Cost Carriers, operating mainly 737s and A320s. The US aviation industry seems like a small world at times but South Korea’s makes it look giant in comparison. Friends, classmates and air force service-mates can often end up working for rival companies. This can be both good and bad–a recommendation can get you a good job in a tough market, but it also becomes very easy for sabotage to occur if you mess up. There are two large aviation universities here, Korea Aerospace University and Hanseo University, with a few smaller programs that have started up in the past decade.

Flight Training Challenges

The path to a Korean Private Pilot License is quite different than the one in the USA. A student at a university here typically flies their first solo here in 45-50 hours and only after mastering many of the PTS maneuvers to a PPL standard prior to sign off. In speaking with some instructors, this seems to have a somewhat chilling effect compared to the US, where a first solo can energize and motivate the student. Senior instructors with a military background can sometimes take a very heavy hand in a figurative and literal sense to students who are unable to perform in the cockpit. This would be seen as very inappropriate in the US, but at this point in time there is very little practical or cultural recourse in the aviation system here.

In light of the very real human factors challenges faced by many airlines here, South Korea represents a very unique and fascinating place to explore the aviation world. I look forward to many more visits and continued work here as airplanes take off and land at the airport just outside the classroom window at KAU!

Meditations on Flying

Monday, June 16th, 2014

A few weeks ago I came across a beautiful and awe inspiring video on YouTube of two seventy-something Dutch women who had never flown on airplane before being treated to their first flight. The experience of watching the 10 minute video is quite touching, emotional, and well worth the time.

Cynics might say they weren’t getting a “real” experience flying on an airline (I could agree…flying on Ryanair across Europe nearly swore me off the aviation world once), but this movie isn’t about a private jet or the experience of business aviation. In its most basic form, it is about the magic and joy and ability that flight has to open up the world, even at the ages of 72 and 78. The sheer emotional reaction that these two have to the experience of being in Amsterdam one minute and Barcelona a few hours later is fantastic to view.

An & Ria after their First Flight. Screenshot from YouTube

An & Ria are all smiles after their first flight. Screenshot from YouTube

After watching these two delightful ladies experience and describe the flight (Ria’s granddaughter’s description of taking off as being “just like you are in love, such an unpleasant feeling” is one of my favorite lines of the video), I realized just how much I have taken for granted in my own experiences in the world of aviation. Whether flying as the passenger on an airliner or as the pilot of one of OSU’s fleet of aircraft, I often forget to take a moment or two to view the magic of the experience through the eyes of An & Ria. When I’m the one flying the plane, my attention and focus falls on the flight itself and the clock. A local flight becomes routine business and I tend to forget the fact that I’m doing something most of the rest of the world has never done and will never do. I forget the freedom and power flight brings and the amazing experiences it has unlocked for me. In college, I flew to Chipotle for dinner since we didn’t have it in Grand Forks. Two friends and I rented an airplane and flew to Florida for Spring Break. It’s amazing how I tend to miss those memories when I have to do yet another insurance currency flight because I’m too busy or the weather is too poor to keep me up in the air regularly.

As this video goes to show, we often times miss out on the absolute joy and special fact that as pilots we are experience something for which we are so very lucky to behold. For reasons outside and inside of their control, there are those like An & Ria who have never had the opportunity to experience a takeoff or landing, turbulence, or the amazing feeling of arriving in a new location far away. I’ve watched the video many times since first seeing it and it serves as a constant reminder to be thankful and aware of what a joyous industry I’m lucky enough to work and immerse myself in.

The Life & Times of a Collegiate Flight Team

Thursday, May 22nd, 2014
Many tails. One Goal.

Many tails. One Goal.

Two weeks ago, the air traffic control tower at The Ohio State University Airport logged 6400 operations. On its busiest day, the airport had 1400 operations, and averaged 850 a day, which comfortably put it in the top ten busiest airports in the USA. The takeoffs and landings?
A vast majority of them completed by a number of Cessna 150s and 152s, with a few Maules, Archers and 172s thrown into the mix for good measure.

What was the cause of this drastic increase in traffic? This past week, Ohio State and the OSU Airport played host to the National Intercollegiate Flying Association’s (NIFA) Safety and Flight Evaluation Conference, more affectionately known as SAFECON. During the week, collegiate aviation students from 27 schools around the United States competed in ground and flight events ranging from precision landings to aircraft recognition.

As the faculty advisor for the OSU Flight Team, I have become very aware of the skill, devotion and passion these students have for the world of aviation and flying. Our team (and by extension, the other teams as well) spend much of their limited free time studying, practicing and preparing for the various events that make up a SAFECON competition. There are practices on Saturdays or Sundays and before/after classes as early as 6AM during the week. As a flight student attending one of the competing NIFA schools, joining a Flight Team is a great way to build skills and knowledge both on the ground and in the air. The preflight inspection event, for example, gives competitors 15 minutes to find 50-70 maintenance “bugs” (done and reversed by an A&P) on a general aviation aircraft. These “bugs” can range from the obvious (flat tires, changed registration numbers) to the inconspicuous (a loose inspection panel screw, blocked pitot drain). Practice searching for these discrepancies gives the competitors a new and detailed understanding of aircraft systems and the importance of a thorough preflight.

The Ohio State University Flight Team. Competitors are in the back row and coaches in the front row.

The Ohio State University Flight Team. Competitors are in the back row and coaches in the front row.

Thanks to the coaching and mentorship of current students, alumni and volunteer coaches & judges, students who participate in these events also gain valuable access to a wide network of industry contacts, all of whom could one day provide leads for a step forward in future careers. Both recent and not-so-recent alumni from many schools return during the lead up to competition and the actual competition to volunteer their time and efforts to support the students and their success in various events. After a week of wide ranging weather, this year’s National Champion is a well-deserved Southern Illinois University-Carbondale. No matter the place, students who competed in the events hopefully gained valuable experience that will pay off in their aviation careers!

Equipping the Next Generation of Aviation Professionals: GA’s Role

Thursday, April 17th, 2014

This future pilot’s start will occur not with the airlines but in General Aviation. Are we preparing them?Source

This past week, my department was honored to play host to a member of the United Airlines’ Pilot Development office who spoke at our annual year-end student celebration. He provided an enlightening and interesting perspective to students, faculty and industry members alike on the continuing need for highly trained industry professionals across all segments of civil aviation. This includes pilots (well documented by all and backed up by numerous airlines both regional and major), mechanics, operations professionals (airline and airport) and engineers (aircraft and component).

In addition to hearing from United, I recently attended the National Training Aircraft Symposium at Embry Riddle Aeronautical University with numerous airline representatives and university educators. The discussion surrounding the very real pilot shortage and issues with training was frank and pertinent to today’s flight training environment. The insights gained from the various airline hiring managers and recruiters were very useful to the universities that were present. The discussion did not touch on a key area that I feel should be addressed in the industry moving forward: the very real role the so-called “mom and pop” flight schools around the country play in the professional pilot pipeline.

Like many of my students at Ohio State and former classmates at the University of North Dakota, I arrived at college with a Private Pilot license earned from a flying club in high school and flight experience. There are some very good benefits to doing this. Depending on the student and the university they choose to attend, I often encourage prospective aviators to do the same thing as it saves time (and money!). The experience I attained flying out of two different “mom-and-pop” flying clubs at Centennial Airport in Denver was invaluable. That said, the transition to the “professional pilot” training and mindset required some significant changes to my study skills and habits. These skills and insights (spurned from airline pilot training) don’t often make it from the airlines to universities and other general aviation flight schools.

Here are a few of those insights for those aspiring professional pilots who are getting their start in the GA world and the flight schools starting them I’ve gleaned in the past several years:

It’s never too early to start networking with industry professionals.

Encourage Private Pilot applicants to reach out to one another and those around them. In an industry built on both what you know and who you know, getting an early start on meeting people will be invaluable to students as they progress in their training. A broad network of pilots and other professionals who can recommend and vouch for students will give them a leg up compared to their peers.

Thoroughly prepare students for practical exams.

Even with a shortage of qualified pilots, regional and major airlines alike are wary of hiring pilots with numerous FAA checkride failures. It might seem hard to fathom, but an aspiring 17 year old professional pilot failing a Private Pilot checkride might have career implications into their 20s and 30s with future checkride failures. Having more than two practical test failures significantly reduces the chances of getting hired by an airline. This includes Private Pilot checkride failures.

Emphasize professional conduct and appearance.

When I completed my Private Pilot checkride, my instructor told me to wear a tie lest I be turned away by the DPE. While the 17 year old me thought it strange, this first exposure to professional appearance in aviation makes sense. Would you fly with a pilot who walked through an airport (GA or airline) today with a disheveled appearance? A student who aspires to be a professional pilot needs to remember the first part of the job: professional. This will include dressing for the part. Professional conduct also includes avoiding issues with drugs, alcohol, and the law. Discussion of the implications of drug or alcohol problems and criminal charges should also be a key part of any student’s primary flight training. A drug charge or having more than one DUI will be red flags for airlines looking to hire pilots.

The ultimate point? The airlines, FAA, universities, local flight schools and other stakeholders need to recognize the important role played by the “mom and pop” flight school in getting tomorrow’s professional pilots adequately prepared for life in the cockpit. These “mom and pop” schools also need to recognize this importance and ensure that they are best preparing and equipping their customers yearning for professional pilot careers. Early intervention and coaching on a primary instructor’s part will help prepare students for the next stages of their flying career.

Welcome to the Pilot Shortage

Thursday, February 20th, 2014

Can you see it? We’re going to talk about it.
Image via http://www.disruptiveleadership.com

For once in the airline world, something has arrived early. This time, however, it’s not-so-good: a long forecasted, sometimes delayed pilot shortage. From the Wall Street Journal to Brett Snyder’s CrankyFlier to BusinessWeek,the news of a significant shortage of qualified applicants to our nation’s regional airlines has captured the attention of the media and business world alike. Great Lakes Airlines has taken the extraordinary step of closing their Minneapolis Essential Air Service base and Republic Airways is parking airplanes. This is an area with which I have spent the past several years immersing myself in heaps of demographic data from the FAA in the form of reports and spreadsheets. With this post, I hope to elaborate on some of the key areas in this conversation all members of the aviation community need to know.

 

 

The Pilot Shortage is not a Myth, Despite What ALPA Leadership Says

Yogi Berra once said that half of the game of baseball was 90% mental. While an offhand mistake, there is a comparison to be made to airline unions: more than half of the game of airline unions is 90% politics and messaging. The Air Line Pilots Association has decided  to stake their political message in press releases and a video message from ALPA President Lee Moak. Within the talking points put forth by the pilot union, there are several key insinuations that represent misinterpretations of the market or outright falsehoods:

  • Regional airline pilots are not leaving the United States en masse to go work for companies like Emirates, Cathay Pacific, or Korean Air. A prospective pilot or even a somewhat-established regional pilot does not meet the very high published minimum hour requirements set forth by these companies which include thousands of hours of flight time and/or time in aircraft of 737/A320 size or larger (Korean Air’s mins; Emirates’ mins). Cathay Pacific isn’t even hiring American pilots at this point in time.
  • By the time a pilot meets the minimum hour requirements to fly for these global carriers, they are likely unwilling to uproot their families and daily life to move to Dubai or deal with a 7-14 day on-off commuting schedule. Is $20,000 enough to make you move you and a family halfway around the world?
  • The number of pilots on furlough by ALPA member carriers is greatly eclipsed by the projected hiring amongst legacy carriers. American alone has publicly announced they will be hiring more than the number of pilots ALPA says are on furlough in the next five years. Pilots on furlough face a difficult decision: start at the bottom of another airline, with a reduction of salary and seniority or wait out a callback from their employer.

These mixed messages by ALPA’s national office fall flat compared to the pointed comments of American Eagle’s ALPA leadership, which stated last week after rejecting a concessionary contract offer from American: “[American Eagle's ALPA organization] will be working with the American Eagle pilots to help them find placement with other airlines. ALPA representatives will ask management for their timetable regarding the liquidation of American Eagle.”

The Demographic Picture Looks Like One of My Paintings: Not Pretty

The 2012 US Civil Airmen Statistics from the Federal Aviation Administration contain several statistics that show things are going to get tougher for pilot supply and the aviation industry as a whole.

  • The average age of an Air Transport Pilot is 49.9 years old, an increase of .1 years from 2011. This is important, as many of the regional airlines began to transition their younger first officers to ATP holders during this time as it became clear that the certificate in some form would be required for FAR Part 121 operations. It is entirely likely the average age would be higher if it weren’t for these preparations.
  • Slightly more than 62,000 of the 149,100 active Air Transport Pilots in the United States fall between the ages of 50 and 64, which places them within 15 years of the FAA mandated retirement age. Some of these pilots will continue flying in other places, but they won’t be flying for the airlines.
  • There are 81,805 Student Pilots between the ages 0f 16-30 in the United States. While an okay number on the surface, there are several problems when reading between the lines. Analysis shows that somewhere in the area of 30-50% of student pilots won’t finish their Private Pilot certificates. The FAA doesn’t currently have a system in place that designates the number of these pilot certificates that are issued to foreign students who come to the country for flight training alone. Using written exam address data, colleagues at the University of North Dakota estimated that up to 40% of new Commercial Pilot certificates issued in the country were going to these pilots who will take their ratings home when training is done.

The Elephants in the Room (Pilot Pay, the New ATP Rules and Training Costs) Need to Be Addressed

Since the dawn of airline outsourcing after deregulation in 1978, the major airlines have pitted contractors and subcontractors against one another in an effort to reduce costs. Parlance calls this a “whipsaw,” where companies that provide some service, be it regional flying, aircraft cleaning or even aircraft maintenance, try to unsustainably underbid one another for an airline contract. The major airlines like this process because it keeps their costs lower. The employees of these contractors and subcontractors face downward pressure on their wages and benefits to the point where the starting salary for a regional airline first officer becomes $20,000 in their first year (less attention has been placed on ground crew as of late, but workers at Delta’s hub in Detroit were recently whipsawed for the fourth time since the airline merged with Northwest. Those workers that have stuck around between the four handling companies have seen their pay drop 50%). This race to the bottom is unsustainable for line employees and the air travel system as a whole. There’s near consensus that $21,000 a year is not acceptable for new airline pilots. At the same time, regional airline boards and CEOs need to be cognizant of the fact that offering their leadership raises in the area of 200% while asking pilots to take a pay cut is a slap in the face and highly unethical.

A student graduating from a university aviation program will do so with approximately 300 hours in their logbook. Thanks to the new ATP qualification rules, they are not able to begin flying for a regional airline until they earn 1000, 1250 or 1500 hours (depending on the program). This means they will spend an extra 1-3 years flight instructing or doing other forms of flying that don’t necessarily prepare them for professional piloting, thereby losing their honed study and professional skills from their degrees. This leads to increased training times once they do get hired at the airlines, and increased costs. Congressional and regulatory relief from the so called “1500 hour rule” is imperative. My proposal: a reduction of the restricted ATP certificate eligibility to college graduates to 500 hours.

Finally, aviation universities need to take a hard look at their training programs for ways to reduce costs for their students. This needs to be done on the micro (internal) and macro levels of aviation education. I cannot speak for individual programs and ways to save costs internally. On the macro level: Why is a new primary trainer from Cessna, Piper or Cirrus $200,000+? What can we do to reduce the cost of fuel & insurance?

Silo No More, Aviation Industry!

The most important takeaway from this situation is the need for the aviation industry as a whole to enter into a collective conversation about pilot and other aviation professional workforce supply. We can no longer afford to silo ourselves as labor, education, management, GA, and manufacturing. If we do not, the fundamental shift that will come won’t be pretty.

Aviation in Pop Culture: Our First Step in Recruiting

Thursday, January 23rd, 2014

talespin

How does one develop into an aviation geek? Is it something that develops as we grow up or is it that, to quote noted philosopher Lady GaGa, we are “Born this Way?” I’ve been pondering this issue over the last few weeks as I’ve recently been reunited with one of my favorite childhood movies, The Rocketeer. A comic book movie released before the onslaught of comic book movies, aviation makes up a large part of the setting and storyline. While not on the epic scale of The Avengers, the film is a fun trip to a fictional 1930s art deco California. Aviation was prominently featured in another integral part of my (limited by childhood) pop-culture life around the time of The Rocketeer‘s release: the television show TaleSpin. Re-imagining Jungle Book characters into bush pilots, the 43-episode series and its catchy theme song continues to hold a place of wonder and nostalgia in my heart.

My primary exposures to aviation came from two outlets: these two popular culture favorites and a bedroom window in a house under the approach path to Centennial Airport in Denver. I wasn’t lucky enough to have family that were pilots…but I was lucky enough to have family that supported my interest in the field. The Rocketeer and TaleSpin were a “hook” for my young mind, broadening my interest beyond toy cars to toy airplanes. That interest led to a sixth birthday party at the Stapleton Airport in Denver and an introductory flight lesson on the day after my tenth birthday at Centennial Airport.

In the months after Top Gun was released in 1986, the US Navy saw increased interest in naval careers, especially those in aviation. A recruiter at the time summed up the effect of the movie: “There seems to have been a big rush in those categories that I have to attribute to the movie. I’ve asked several of these individuals if they’ve seen the movie and if that’s why they came down to talk to us again and they’ve said ‘yes’.” A different audience than that of Saturday morning cartoons, yes, and another example of aviation in popular culture driving interest for people that otherwise wouldn’t had exposure to the field.

In some measure, my entire professional life can be tied back to a moderately successful comic book movie and 43-episode television series. Thanks to the mainstream success of Disney’s Planes and its associated merchandising, we now have another captive audience of young people that have been exposed to aviation. The stories of Baloo the bush pilot and Cliff the Rocketeer were enough to captivate my attention at a young and impressionable age, just as the story of Dusty Crophopper captivate many kids today. In 1986, the US Navy took the unusual step of setting up recruiting booths outside of movie theaters to build on the increased interest from those leaving screenings of Top Gun. Were it not for a family that actively supported my interest in aviation at that young age and enabling further experiences, the Rocketeer and TaleSpin toys might have ended up relegated to the same place as my wannabe construction worker hard hat. We are lucky now to have Planes and the upcoming Planes 2 to draw interest in the field to our sons, daughters, nieces, nephews, grandkids and family friends. See the movies, support the kids’ new interests in aviation and we’ll hopefully recruit a new generation of hobbyists and professionals both.

Realistic Expectations: Telling the Truth About Aviation as a Profession

Thursday, January 2nd, 2014

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As of this writing, I find myself in the lull between semesters. Grades have been submitted, courses closed out, and my students have all gone to their respective homes until Spring Semester 2014 comes calling in a week. In the life of faculty, there’s lots of catching up to do: on projects that were pushed back, on thank you notes for guest speakers, and (most importantly, to me) sleep. On the day after grades are due, the university releases our Student Evaluations of Instruction, or as we lovingly call them here, SEIs. The SEIs are supposed to give us (and our department chairs) a better idea of where we are in our teaching and courses via the generic 5-point scale we see everywhere (1 equals bad, 5 equals excellent). There is also space for students to leave comments anonymously.

In all reality, the five point scale has very little use to me in the management of my classes. The real part worth diving into is the space for student comments. Students have shared many things in this section…suggestions for exam changes, requests for less work, and even their favorite joke from the semester. One of the more opinionated comments I received this past semester from my Introduction to Aviation class was from a student who self-identified as an Aviation major about the negative light placed on the airline industry by several guest speakers in the class.

The Introduction to Aviation class at OSU is what I like to refer to as our program’s “gateway,” in that it is a prerequisite for further classes, and has also been a very successful “gateway drug” to the aviation field for previously unaware students. Depending on the semester, 50%-60% of the students  in the class are not aviation majors. They sign up as freshmen, exploring the opportunity for a major or a minor or as seniors looking for elective credit that is a bit different than a normal class. The class is my baby, and I do my best to recognize that this could be a make-or-break introduction to the aviation world.

There are segments of the course devoted to history, aerodynamics, pilots licensure, airports and the airlines. The best part of the class (and of being in a program in a major aviation city) is the fact that the university and myself as the teacher have access to a cadre of fantastic aviation professionals from around the US that will take time out of their day to share their experience and wisdom with a class of beginning aviation students. These students bring expectations about the various professions that visit to the table, especially when the professional pilots visit. As part of their visit, I encourage everyone, and especially the regional airline pilots to be as truthful and realistic as possible about their careers, in light of the bad press regional airlines have received (and continue to receive) over the past four years. None of the stories told so far in class have been particularly awful, but each pilot does an excellent job of sharing the struggles of living lives on reserve and with (all considering) very little pay alongside the awesome benefits of a life in the cockpit.

I consider this exposure to the industry for my students to be of utmost importance in helping them set standards and goals for the future. As aviation supporters and professionals, we do our prospective future professionals a disservice by painting the aviation field as excessively rosy or excessively gray. In dealing with our student pilots, we should be sharing our experiences and encouraging the next generation to start building their professional network now. The student mentioned at the outset of the article had a particularly rosy view of the industry as a whole. Unfortunately, as it is for every career, there are downsides that one must be made aware of. Perhaps if we are more forthcoming about the challenges we face, our success rate in things like pilot starts will improve.

The Huerta/Tilton Diet

Tuesday, November 19th, 2013

Pilots and controllers: thinking of having that extra helping of gravy this Thanksgiving? You might want to think twice.

Earlier this week, the Federal Air Surgeon Dr. Fred Tilton notified the Aviation Medical Examiner community of a soon-t0-be calculation as part a standard medical examination moving forward. This calculation? A pilot’s Body Mass Index, which is a commonly used measure of obesity. For those pilots (and controllers, soon) whose BMI falls above 40 and a neck circumference of greater than 17 inches, the FAA will require evaluation by a sleep specialist for “Obstructive Sleep Apnea.” A medical certificate will not be issued until the “almost universal” diagnosis of OSA for those with these conditions is treated. It is intended that the minimum BMI for consideration of these extra steps toward medical certification will be reduced over time.

Maintaining a healthy body is of utmost importance to pilots and controllers. I am not a small guy by any definition of the term, and this new guidance from the FAA had me running to the National Institutes of Health calculator for BMI. Under the current guidelines, I fall outside of the 40BMI/17″ range of the calculation, but not by much. This doesn’t effect me…yet. By the FAA’s own admission, these requirements will effect 100,000+ pilots eventually. Are you ready to head to the gym with me yet?

For doctors and the FAA, a person’s BMI represents an easy calculation that can be done in seconds during an exam. Unfortunately, the concept and reasoning behind the BMI’s usage has been under increasing scrutiny in the past several years from the medical and academic communities.  Can one boil down a person’s level of activity, obesity, and potential suffering from OSA to a simple math formula?  Much as we all love and are attune to instant gratification and information that might come from this math, obesity and personal health are much more complicated. While short of a BMI of 40, I consider myself to be a fairly active individual who could still stand to shed weight. I’m not running marathons (bad knees), but do walk 30-60 minutes a day, make it a point to take the stairs, and practice yoga several times a week. I’ve also yet to display any of the symptoms of OSA. Does that mean I’m not at risk for it at some point in the future? Absolutely not. OSA can happen to anyone, but does occur more often in obese individuals. The above-linked articles also mention how the BMI can shield obesity in those that have lost a lot of muscle and show that more muscular people are obese when they might not necessarily be that way.

Having someone from the FAA paint with a broad regulatory brush when it comes to medical certification and aviation health issues is unhealthy for commercial and general aviation industry. Sleep and rest are significant issues in the aviation industry as a whole and, come January, we will see fundamental changes to the regulations pertaining to rest at airlines. The 2009 incident which sparked the change to BMI calculation rules came from an incident in Part 121 operations, and, as AOPA itself notes, has not been an issue in General Aviation accidents. Are we risking a significantly inconveniencing change that will lead to extra cost to aviation as a whole for something that could be fixed very soon in Part 117?

As it stands now, for most pilots, we are placing this calculation and assumption of OSA in the hands of a doctor that we may see every 6, 12, 24, 36 or 60 calendar months, depending on level of certification and age. Instead of a blanket requirement, the AME should serve the role of counselor, especially in light of the fact that any issues with OSA or obesity are already discussed with our personal care physicians. This change represents an overly restrictive cost and time burden that does not provide near the safety benefit it claims.

In the meantime, I’ll be at the top of my yoga mat prepping for an extra downward dog or two over the next few months.

 

Aviation’s University Education (and Industry) Challenge

Thursday, November 7th, 2013

In the world of  “Higher Education,” I am an anomaly amongst the masses at my university. In the majority of the classes I teach, I’m closer in age to the students in the room than I am to my faculty colleagues. With this reality comes additional responsibilities (namely, modeling good behavior), several challenges (the ever present need to maintain decorum amongst millennial peers who happen to be my students), and many benefits (a different take on the professor/student learning and mentoring relationship, where students may or may not feel comfortable seeking the advice of someone much closer in age comparatively). When amongst my colleagues from other aviation universities, it’s not uncommon for myself and a handful (but growing) of young aviation faculty.

This week, I’ve traveled to San Juan, Puerto Rico for a meeting of aviation faculty from universities around the US. Gather a large number of aviation faculty like this group in one room and you’ll notice one thing: the demographics are not much different compared to those I’ve written about at Oshkosh: Predominantly above the age of 50, and white. For many, this is a second career after years spent in the trenches of the military or airline industry. Sadly, it’s not a vacation; we will be spending time in meeting rooms that may or may not have windows that look out on palm trees. During these sessions, many things will occur: professors will present about best practices in the classroom; graduate students will share their successes and failures in research toward their theses and dissertations; everyone will collectively throw up our hands and panic about the new Restricted Air Transport Pilot Certificate & an impending pilot shortage.

As education professionals in a university environment (one far different than what you might find in public K-12 schools), the large majority of us see this opportunity to gather together as one for professional development and the betterment of our efforts to better educate the aviation professionals of the future. Thanks to changes in priorities across many university systems (best evidenced by this comic), we find ourselves ever focused on “research” instead of “teaching.” Instead of learning by doing and discovering new methods of teaching material, a large portion of the meeting will be spent waging a near-constant battle against Death By Powerpoint. Many colleagues have a minimum number of research articles that they must publish each year as part of the justification for tenure or further employment. For many, this comes at a sacrifice of continuing to develop new methods and tools for our classrooms.

Today we took a break from research presentations to throw our hands up and bemoan a lack of cohesion between industry, alphabet groups, and higher education on dealing with the impending potential pilot shortage. For what it’s worth, this concept is something I’ve wanted to address for a very long time, and will likely address in a future blog post. One of the key areas noticed from the meeting? There are very few members here from industry. When I attend industry shows, there are very few attendees from higher education. We need to better improve our collaboration and communication between all groups in the industry. We might be surprised at just how many different stakeholder groups are throwing their collective hands up in frustration for the same issues and might have solutions for one another.

The Importance of Hitchhikers and Fence Lice

Wednesday, October 9th, 2013

A few weeks ago I found myself at the airport on a beautiful Sunday afternoon after helping out at a practice for OSU’s NIFA competition Flight Team. It was one of those days where everything lined up near-perfectly (save for some annoying haze) that it seemed like the universe itself was begging me to fly. All I needed was an excuse, and that justification came from the fact that it had been two weeks since I had last flown, and that was just too close to the 90 day currency limit on our school’s insurance. With that reasoning in mind, I knew it was time to cheat gravity in our school’s Cirrus SR20.

As I finished the paperwork and waited for the plane to be pulled from the hangar, I noticed two students loitering in the school after Flight Team practice. While I cannot confirm nor deny that they loitered closer to the dispatch desk when they heard I was flying, it seemed like a waste  to let seats go empty for what was to be a flight for the sake of fun and currency. Magically, headsets appeared, and release forms were signed.

The flight itself was remarkably uneventful…a few landings at a satellite airport and a landing back at KOSU. The students had the opportunity to see their professor in action (and whiff a landing) and experience the side-stick controls of the SR20. Both are certified pilots who showed the child-like wonder of flight in a new type of airplane. This child-like wonder that is far-too-often lost on harried veterans of the aviation field.

I’ve spent the last several weekends out at the airport for Flight Team practices, where I see that same child-like wonder displayed on the faces of actual children who literally hang onto the airport fence watching our flight operations. Parents bring them to the airport to watch anything and everything from a Cessna 152 to Gulfstream V taxi by.

For many of us in the industry, this is how we got our introduction to the field–attaching ourselves like lice to the goings-on of the airport at the fence, or getting to hop along on a ride in a new airplane once we move to the other side of the fence. For many people I see at airports around the country, these young (and old, as the Fence Lice phenomena knows no age limits) are considered a mild annoyance or are ignored outright. We walk by, as vaunted insiders to the world behind the fence, not stopping to say “hi,” to point out an airplane taxiing by, or to engage those on the “wrong” side of the fence in our super-awesome aviation experience.

I make it a goal when walking from our flight school at KOSU to the FBO along a fence line to, at the very least, say hello and make sure to direct our airport visitors to a dedicated observation tower with a better view of the airport and information about the airport, including coloring books. If I have time, I’ll even offer to bring young visitors and their parents to the other side of the fence for a brief tour of a flight training aircraft.

How many of those kids, if given the chance at an impromptu tour, would return home that day ready to return in 10, 15, or 20 years to join those of us on the “right” side of the fence? It is our responsibility, as current aviators, to pass along the passion for flight to the younger generation. As I’ve written about before, we pilots are, on average, getting significantly older. We should make it our goal to engage these fence-lice and hitchhikers every time we see them at the airport. It represents a long-term investment in our community and our industry.