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Tag: aviation careers (page 1 of 4)

Winter is around the corner

If you’re considering a career in the airlines or even in the corporate world, this time of year is one in which you should get into the habit of moving your brain from summer to winter operations. As I write this, it is not yet Labor Day, but temperatures have started to cool after a difficult summer of unrelenting heat. In the northern states, the nights are much cooler, and by early October, there will be places that are getting regular bouts of morning frost, and that means that the deicing season has begun.

Hints of this have popped up already around the country, as I have noticed a number of airports have pulled their deicing trucks out of storage and begun to run them to make sure the truck portion works, to say nothing of the deicing equipment. Everything needs to be tested and calibrated, and each season there are new wrinkles added to deicing programs and protocols. These can include new fluid manufacturers, new procedures for both deicing crews and flight crews (a few years ago, a concept called “liquid water equivalent” was introduced, and to be honest, I still don’t totally understand it, but it is the new standard for determining deicing strategies and holdover times). New employees will also get trained, and that process is easy to recognize as you see deicing trucks spray water on airplanes.

Preparation by the airlines or even fixed-base operators for deicing operations, especially on a large scale, starts around June. But for flight crews, it is on the horizon as the school year starts, and winter ops present their own challenges. Getting sprayed to remove a layer of frost is generally no big deal, but it has to be done correctly and by people who are trained to do it. In the next few weeks, airlines will begin disseminating their annual revisions to the manuals across their systems reflecting changes for the upcoming season. While liquid water equivalent is the new standard for calculating holdover times, it isn’t available for everyone. However, with the proliferation of iPads and electronic flight bags, apps are available to help take some of the guesswork and error out of the process.

I personally make it a habit to review the Cold Weather Operations sections of our manuals each season, especially if I got lucky the previous year and didn’t have to deal much with bad winter weather (last year was one of those years for me—it was cold, but I managed to avoid most of the snow and ice). There are limitations for the airplane and the operation for cold weather ops, and some aircraft systems are used differently. Some airports have fairly simplistic deicing complexes, and others are straightforward and simple. The Canadians are masterful at deicing, but it’s up to us as pilots to know how their systems work in order to keep it moving; a good review of the appropriate Jepp pages well before you need them will go a long way.

The next few months offer some of the best flying of the year as summer storms give way to cooler weather and more stable air, but it is worth remembering that around the corner, Old Man Winter awaits, and he isn’t one to trifle with the rules. Study up, and be ready, because ice and snow are unique hazards all their own.

Remembering Capt. Al Haynes and CRM

As I write this, it has been less than 24 hours since the family of Capt. Al Haynes has announced his passing. Haynes was famously in command of United Flight 232 in the summer of 1989 when the DC-10 suffered a complete loss of hydraulic power after a fan blade on the number two (center) engine failed and caused the engine to disintegrate. Using differential thrust from the remaining two engines, the crew was able to exercise a modicum of control and bring the jumbo jet to a controlled crash in Sioux City, Iowa. While the accident resulted in 111 fatalities, 184 passengers and crew survived.

It didn’t take long for the stories about United’s cockpit resource management (CRM) training to make headline in the news. Historically, airline cockpits were run with concept of the captain being autocratically in charge, and there was no obligation to solicit input on anything from other pilots on the flight deck. It didn’t matter what their experience or perspective was. If the captain made a decision, that was it. Today, it’s hard to believe that such an environment not only existed, but was encouraged.

United was pushed into developing a CRM program from a previous accident involving a United aircraft. United Flight 173 crashed in Portland, Oregon, in 1978 after running out of fuel while the crew tried to troubleshoot a problem with the landing gear. The NTSB cited the crew’s inability to work together as a contributing factor to the accident. This accident followed the 1977 Tenerife collision between Pan Am and Lufthansa 747s, the worst aviation accident in history. With prodding from NASA, United began training its pilots on CRM, and eventually included the flight attendants as well.

I was fortunate enough to attend a few of Capt. Haynes’ presentations about the 232 accident. He readily acknowledged the value of the CRM training, and when asked if he or his crew could have been as effective without it, he quickly said, “I doubt it.” CRM encourages authority with participation by the captain, and assertiveness with respect by the remaining crew. In other words, captains are encouraged to solicit and genuinely consider input from other crew, and the first and second officers are encouraged to speak up when they see that something is wrong or unsafe.

In the years since, every U.S. airline has developed and implemented CRM training, and it often extends to dispatchers and mechanics as well. The Flight 232 accident has become a classic case study in numerous businesses and industries when it comes to dealing with time-critical, high-pressure emergency situations. Capt. Haynes was an early advocate for acceptance of post-traumatic stress disorder (PTSD) in noncombat traumatic events, because he openly discussed his own PTSD. He said giving his speech was the most effective method he had found for dealing with his PTSD and keeping it at bay.

The full effect and value of CRM was proven in the minutes after United Flight 232 suffered that engine failure. It has since been used to avert all sorts of incidents and accidents, large and small. Every pilot should be grateful for its inception, and they should definitely raise a toast to Capt. Haynes for his willing embrace and implementation of it in the summer of 1989.

Get ready for training

If you’re heading to your first airline job, it will pay to do some work on preparation. The typical airline training footprint is at least 6 weeks long, and it may be as much as 9 or 10 weeks.

During this time, you will be immersed in the metaphorical fire hose of training. From the day you walk in, you’ll be hit from all directions with information and material that you need to learn, and learn fast. Pack a bunch of flash cards and some highlighters—you’ll need them.

The first segment is basic indoctrination, which is a combination of human resources and admin stuff, followed by some company history and a week or two of intense study of the company operations manual, FAR 91 and 121, part 117 work rule restrictions, weather, and dispatch rules. Somewhere in here, you also need to do your benefit selections for insurance while you study, study, study for the first of several tests.

Once basic indoctrination is done, you’ll move on to the airplane, though you might get lucky and have a few days off. The airplane study will be intense, and in the current age, it might consist of just classroom lecture or a combination of lecture and computer-based training (CBT). Unfortunately, it might just be CBT, which the airlines like because it is viewed as more cost effective.

Either way, you’ll be learning about hydraulics, fuel flow, electrical schematics—all while memorizing the limitations and memory item checklists that will be meaningless until you’ve been exposed to each system. You’ll spend a lot of time in front of trainers or a wall poster learning where all the switches are, and what they do, and when. Flow patterns will be introduced, and you’ll be expected to memorize them before you set foot in the sim.

Once the systems training is complete in about a two-week span, you’ll move on to the sims. With luck, there will be some integration that takes place in the classroom with a trainer to help you get acclimated to the cockpit before heading to the sims. But if not, when you get to the sims, the workload really picks up. You’ll be expected to have the calls and flows down pat early on, and now you have to show off your ace-of-the-base flying skills while learning new maneuvers and flying an airplane that is almost always broken. Nothing ever works in the sim!

During sim training, you’ll take at least one and possibly as many as three checkrides that will result in your type rating.

Once the sim is done, you can usually expect a few days off. The next step is initial operating experience (IOE) with a line check airman in the airplane. A lot of regionals will have you ride a few flights in the jump seat on these down days in order to view the operation live. You get a chance to see how everything comes together on a real flight, and you can talk to the crew and ask questions while being an observer who isn’t observed.

IOE takes up the last part of your training. It’s usually scheduled for at least two trips, and maybe three depending on the schedule. Once you’re finish, you’ll move on to the last requirement, which is consolidation, which is the accumulation of 75/100 hours of time in type, after which you are no longer considered low time.

Training is intense and it requires all of your focus. There will be very little time to spend on personal issues or problems, so make sure that your family and loved ones know that you will be checking out once training starts. If you’re married, your spouse is going to need to carry the load while you’re in training. If you’re single, plan ahead for dealing with bills, pets, et cetera. It’s a lot of work, and a lot to learn. But the payoff comes when you finally get to rotate and go airborne for the first time on the line, having mastered an overwhelming amount of information in a short span of time.—Chip Wright

Exiting the Hold: Utilize Community Connection

In last month’s installment of Exiting the Hold: Reaching your Aviation Goals we talked about the importance of quieting the critic, exhibiting determination and the importance of perseverance in reaching your goals. In the final installment we will focus on utilizing aviation community connections to help reach our goals.

Sun ‘n Fun 2018

In this digital age you would be remiss not to use built-in aviation community connections such as:

  • Message Boards
  • Type Clubs
  • Online Forums
  • Type-Specific Websites
  • Facebook

Utilize community connection

View isolation as an enemy in attaining your goals. When we are isolated it is easy to fall into old patterns of thought and behavior. Remember from earlier installments of Exiting the Hold, old thinking will not support new learning.

Oceano Airport Toys for Tots

Why not attend one of our wonderful aviation events? Whether large or small, these events are sure to inspire you. Gatherings are a way to network with old-timers, connect with mentors, and meet others on the same path of growth. Make sure to fully utilize the support of your friends and family.

Try putting this simple formula to work for you. First, change your thoughts. The second step is to change your language. Next comes changing your actions, and finally your experience will change. Here is an example with the goal of getting a tail wheel endorsement. Your old thinking of “I don’t have the rudder skills to fly a tail wheel” changes in to “I can learn the skills I need to fly a tail wheel.” Next comes the language piece. Tell a friend, “I am learning to fly a tail wheel.” The action part is scheduling the airplane and instruction necessary for the endorsement and completing the training. And finally, voila! you are a tail wheel pilot.

Exiting the Hold, OSH 2018

Exiting the Hold: Reaching your Aviation Goals has been a very popular presentation series over the past year as I have presented across the country from Sun n Fun, to Oshkosh, to the Capital Airshow in California. I have decided in 2019 to continue with this series in hopes of reaching even more folks who feel stuck in life, and hopefully to inspire them to move forward toward success.

Exiting the Hold: Reaching your Aviation Goals

Six Keys Summary

  • Maximize timing
  • Choose your course of study wisely
  • Let yourself be a flexible thinker
  • Quiet the critic
  • Exhibit determination
  • Utilize community connections

In early 2019 I will be partnering  King Schools to offer Exiting the Hold in beautiful San Luis Obispo California. ACI Jet will be hosting the evening seminar which will be an opportunity for us to gather together, earn FAAST credit, see the presentation, and also perhaps win the drawing for a certificate for any course King Schools offers. Look for more information soon.

It is possible to exit the holding pattern you have been flying. Acknowledge that you have been stuck, use community connections to decrease isolation, make informed choices about resources, and be determined to change your aviation future. Look at obstacles merely as challenges to overcome; in the end your flying will be safer and more enjoyable and you will be proud of your accomplishments.

 

 

 

 

Jolie Lucas is a Mooney owner, licensed psychotherapist, and instrument rated pilot. Jolie presents aviation seminars around the country including Sun n Fun, EAA Oshkosh and AOPA. Jolie is the Vice President of the California Pilots Association. She is the 2010 AOPA Joseph Crotti Award recipient for GA Advocacy. Email: [email protected] Web: www.JolieLucas.com Twitter: Mooney4Me

Why Choose Business Aviation?

I’m often asked: Why pursue a career in business aviation? Most professional pilots measure their career with two metrics: compensation and quality-of-life. If scheduled airlines provide more of one or both of these, why would any right-thinking pilot consider private, charter, or corporate flying as anything other than a stepping stone to a Part 121 gig?

It’s a good question. I suppose those of us who work in this corner of general aviation have our own reasons. From where I sit, business flying offers aviators a much richer arena of jobs, destinations, lifestyles, insights, technologies, and so on. For example, we tend to be more intimately involved in maintenance, outfitting and refurbishment, and management. We see firsthand the benefits our work provides to those who employ us. And there’s something to be said for job satisfaction as a result.

A typical crew meal

We have access to some of the latest and greatest equipment in the skies, aircraft that fly higher, faster, and further than anything else in the civilian world. The next non-military supersonic aircraft isn’t going to be an airliner. It’ll be a business jet. Get in one and you’re likely to have a more comfortable seat, better in-flight service, faster airborne internet, better food, larger windows, and lower cabin altitudes than an airliner. Those things aren’t just for the passengers. I’ve often said, “Nobody ever goes hungry on a Gulfstream,” and so far I’ve been right.

I also love business aviation for the behind-the-scenes look it offers at the how and why of aircraft operation. The general public wonders who these people are that fly privately, where they’re going, and why they’re using such an expensive mode of transportation. I know the answers to those questions because I’m right in the thick of it all.

I’d be the last one to suggest that flying is boring, but some pilots do start to feel that way after a while. In business aviation, there are myriad opportunities to expand one’s horizons. For example, as the lead pilot on my aircraft, I have access to management statements and review them for accuracy each month. It’s enlightening, to say the least. After doing this for a number of years, you’d think I’d get used to the size of the figures contained therein… but I never do. The cost of operating a business aircraft is astronomical, yet so many companies own them anyway. I know these people; most of them are not splurging. The value they extract from operating the jet simply makes the expense economically worthwhile.

Business aviation careers build valuable relationships and sometimes lead to “bigger, better things” (as if there’s anything bigger or better than flying!). I know numerous pilots that have gone on to start their own charter or aircraft management firms, brokerages, training operations, consulting gigs, or assisting in purchase/sale transactions. Others have moved into management positions. Each of these can be far more financially lucrative than flying for a living. Me, I have some sweet writing jobs that I probably wouldn’t have been approached for were it not for my work in this business.

One of the best parts about a business aviation career is the opportunity to be recognized and rewarded for your own job performance rather than simply exist as a seniority number and miniscule cog in an enormous machine. Even the largest publicly-owned companies have relatively small flight departments, and that means people know your name. They can offer opportunities that cater to your desires and talents because they are aware of what your wants and capabilities are. And if they don’t? You can move horizontally within the industry. A new job doesn’t have to mean starting all over at the bottom of the heap.

Though they’re improving steadily, I don’t know if bizav will, on average, ever rival the total career compensation or quality-of-life you might be able to get with a major scheduled airline. That’s one of the major impediments the industry is dealing with in its effort to recruit and retain talented individuals. But I do know this: Business aviation offers many things that can tilt the value proposition in that direction, if you’re willing to do a little digging.

As Scully and Mulder said, the truth is out there.

Ron Rapp is a Southern California-based charter pilot, aerobatic CFI, and aircraft owner whose 9,000+ hours have encompassed everything from homebuilts to business jets. He’s written mile-long messages in the air as a Skytyper, crop-dusted with ex-military King Airs, flown across oceans in a Gulfstream IV, and tumbled through the air in his Pitts S-2B. Visit Ron’s website.

Professional PAs

One of the most overlooked skills in being a professional pilot is using the public address (PA) system. Few pilots are natural performers; most of us are not. While a few give their PAs while standing in full view of the passengers, most of us do not.

Airlines usually require the pilots to give a PA anytime the seatbelt sign is turned on, and some require a PA at the beginning of the flight. Outside of that, much discretion is given to the crew. The general rule is that one should be given just prior to departure, one just prior to the top of descent (TOD), and during any weather encounters.

The PA at the beginning of the flight should be a genuine welcome, along with a quick summary of the flight time, the expected quality of the ride, and perhaps a note about the destination weather. Also worth noting might be certain items that are not working on the airplane that could affect everyone, such as problems with the air conditioning, the on-board WiFi, or unusually long taxi delays caused by weather. The Passenger Bill of Rights also plays a role in this, as does common courtesy. The passengers, after all, pay our salaries, and once the door closes, they’re trapped in a vacuum with little to no information.

Turbulence expectation announcements serve two purposes. First, they let the passengers know that it may not be safe to get up, and they should keep their seatbelts fastened. Second, it lets them know that the flight attendants may not be able to conduct their service in full or in part, or may have to delay it. This is an area that has received a lot of attention in the last few years, because changes in weather patterns have made turbulence encounters more frequent and more dangerous. Injuries to flight attendants who are standing have increased, so the airlines are responding in kind.

I’ve always made it a point early in the mornings to limit my PAs as much as possible because passengers are trying to sleep. When I can, I give them a heads up that we will say as little as possible to avoid disturbing them. That said, it’s important to do a PA prior to the TOD so that passengers who are standing, or need to use to the lav, or return something to the overhead bins, can do so safely. I also try to pass on updated arrival gate information on flights that have connecting passengers. When I can, I tell them where the airplane we are on is going, unless it doesn’t make sense (for instance, if the flight is from ABC to XYZ, and the airplane is going back to ABC, the odds are good that nobody is reversing course after an hour on the ground).

Prior to onboard screens and apps, sightseeing announcements were popular, but that’s no longer the case, especially if someone is watching a movie or a show on a TV screen that will be interrupted by the PA. But…sometimes a good sight-seeing announcement is warranted. On longer flights, the TOD announcement should include the remaining flight time and the weather, along with any anticipated bumps in the descent.

Announcements need to be professional and courteous, not to mention reasonably brief. A great way to practice is to practice giving them while you’re driving or in the shower.

Develop a general outline that you can follow and stick to it. If the flight will be delayed or even cancelled by a mechanical problem, be honest without going into so much detail that you overwhelm your audience. Tell them what you know, and tell them what you don’t know, and don’t make anything up.

Avoid using humor that may fall flat. Over time, you will learn when you can lighten the mood or how to do so in a way that isn’t going to make you look foolish for doing so, but tread lightly. Even on flights to happy places, there may be somebody on board who is going to a funeral or dealing with tremendous personal stress. Try to respect that.

PAs are a great way to make a positive impression, and done right, you will. Practice until it is second nature to hit all the key points. Be genuine, as well as professional. Learn to enjoy them, and recognize that nervous flyers are counting on you to set them at ease. Your PAs may be the reason passengers buy tickets on your airline again. And, they may be the reason that they don’t.—Chip Wright

Major life events

Getting married and having a family is a big deal for anyone, and pilots are no exception. There are, however, some other considerations that come into play.

As with any other big event, planning ahead is a big key to success. When I got married, my airline acted like nobody had ever been married before, and that my wedding was going to cause the entire operation to shut down. Fortunately, friends had given me some advice about how to broach the subject.

Because everything a pilot or a flight attendant does is based on seniority, the first order of business is to figure out how much vacation time you have. Since most companies let their employees accrue vacation time in advance, theoretically you should be able to count on your annual VA allotment for the following year. If you have the seniority to be able to hold the desired week(s) off, better still.

Once the engagement is set, it’s time to start a dialog with your chief pilot—not the assistant CP or the secretary or anyone else. You need the chief pilot on your side from the beginning.

Plan a reasonable and realistic amount of time off for the pre-wedding events such as the rehearsal, the ceremony, and the honeymoon (if you’re taking one right away). If a move of any sort is required as well, factor that in, and also plan to give yourself two or three days off before returning to work so that you’re not totally exhausted. Two weeks is usually pretty easy to get, and three weeks is not unrealistic. If it’s any more than that, then you may need to plan to ask for an unpaid trip drop, which means you also need to plan to lose a week’s pay.

Every chief pilot starts with one simple request: Bid for the time off you need, first, then come talk to me. The easiest way to do this is to plan on your events taking up the last part of one month and the first part of another. That minimizes staffing hits and makes it easier for the CP to justify giving you time off you may not be able to get with vacation accruals.

If the wedding is several months out, keep in touch with the CP office as a courtesy. If other pilots come in with similar requests, you want to be at the head of the line when it comes to getting days off you need.

In addition, you need to contact your human resources office early to start the process of adding your soon-to-be to your benefits, especially if you’re planning to use your flight benefits on your honeymoon. (Free advice: Don’t plan to use your flight benefits for your honeymoon—buy tickets for the peace of mind.) This is an easy thing to forget, but it’s an important step—especially if one of you is planning on a name change. Airlines have had to deal with dishonest employees abusing flight benefits, so expect to be required to produce what seems like an onerous amount of paperwork to prove that your intentions and actions are pure.

Part of this process is getting your future spouse on your health insurance and as a named beneficiary for your life insurance and retirement savings plans. The health insurance is especially important if you’ll be traveling outside the United States after the wedding. If a stepchild is also part of the package, address those needs as well.

Planning for childbirth is also a bit different. For starters, you may be on a trip. Once the pregnancy is underway and appears to be headed to term, have a discussion with the CP about contingency plans if you’re on a trip and need to get home. Most of the time, all you’ll need to do is make a phone call, and the wheels will be set in motion. However, if you’re on a trip to a fairly remote location and an emergency crops up, you may need to operate a flight to get out, which may have you flying in the opposite direction of where you want to go.

When it comes to having a baby, you can use FMLA provisions to take time off of work before and after the child is born, and generally you can use VA time to cover lost pay (until the VA bank is empty). Being financially prepared for the initial arrival of the baby helps. You should plan to be off the week before the due date, and for as long after the delivery as possible. Fortunately, pilot schedules make this easier, since most of us only work 12 to 15 days a month.

On the flip side, there are plenty of women who are pilots who also want to have children. Their planning situations will be a bit different. The FAA doesn’t specify a specific point in the pregnancy for a woman to stop flying. In theory, as long as the pregnancy doesn’t interfere with the pilot’s ability to do her duties, she can fly. However, this point in time will vary for each individual, and most airlines have a point at which the pilot must provide weekly or bi-weekly doctor approval to continue flying, and some will require the pilot to take time off starting around 30 to 32 weeks. Many suggest not flying at all in the third trimester.

Considering that most folks are going to want as much time off as possible, a new mother also may be facing an expiration of landing currency, or missing a scheduled training event. To the extent possible, phone calls should be made about the preferred method for handling these as soon as is feasible to minimize the headaches in returning to work. Nursing issues, day care, and other day-to-day concerns should be addressed as fully as possible before the downtime begins, with the realization that curve balls will likely follow. All the jokes about a lack of asleep aside, returning to work just for rest is not a good idea. You need to be well-rested, so coming up with a strategy with your partner to share night time duties as much as possible will be necessary to ensure your performance at work is up to par.

As with the wedding planning, you’ll need to get in touch with HR early on the get the FMLA paperwork filled out and approved. This is key, because many airlines use different forms for pilots and flight attendants than they do for hourly or salaried employees. The last thing you want is a delay in approval or pay because you didn’t get the paperwork right.

State and local laws vary with respect to FMLA, and of course, the federal law also applies. If you’re not based where you live, make sure you know both your rights and the rights of your employer. Because FMLA issues are commonly addressed in a collective bargaining agreement, touch base with a union rep early on to help guide you through everything—they’ve seen this before, and they’ll know which buttons to push.

Whether it’s a wedding or a childbirth, or even a death, major life events happen, and most will involve some help from the chief pilot and the staff. Once it’s all over, take the time to send a note and make a phone call to personally thank them for any accommodations they may have made. If the event is a baby, include a picture!—Chip Wright

Exiting the Hold: Reaching your Aviation Goals

Timing: Part 1 of 6

Fly for a minute, turn for a minute, fly for a minute, turn for a minute. In instrument flying you might be instructed to enter a hold because you cannot land due to weather being below minimums, inbound traffic congestion, or runway unavailability. At some point you must assess whether landing at the intended destination airport is feasible or flying to the alternate is more prudent.

Much like flying an actual hold, there comes a time in every pilot’s career where an honest assessment of performance, desires, and goals needs to happen. Are you one of the many pilots are stuck in the hold, unable to complete your aviation goals?

For the next few months I will be highlighting one of the six keys to exiting the holding pattern and reaching your goals. If you plan on attending EAA AirVenture/Oshkosh this year, please come and see my multi-media presentation on Exiting the Hold on Saturday July 28th at 11:00 a.m. at the AOPA Pavilion. The presentation is fast paced and lively. You might also win the door prize of a King Schools IFR course.

#1 Timing

The two Greek words for the measurement of time are chronos and kairos. Chronos describes linear, chronological time such as minutes, hours, days, and years. In regard to aviation, chronos timing would be calendar or time-based. For example, an 18 year old getting a PPL and attending a university aviation program would expect to complete instrument, commercial and CFI in a certain number of months.Contrasted with the other Greek word for time, kairos, meaning the indeterminate moment that is propitious for action and this instant of time must be seized with great force. A decision based on kairos would be a gut feeling, or a chance opportunity that presents itself.

Many pilots stuck in the hold are waiting for the “right time” [chronos] to pursue their next goal, or rating or hopelessly feel like time has passed them by. However, they don’t realize that they can make a decision based on opportunity and effort [kairos].

Winged Statue of Kairos

 

Here is the inscription on the statue of Kairos above, which explains the Greek myth of Kairos.

And who are you? Time who subdues all things.
Why do you stand on tiptoe? I am ever running.
And why you have a pair of wings on your feet? I fly with the wind.
And why do you hold a razor in your right hand? As a sign to men that I am sharper than any sharp edge.
And why does your hair hang over your face? For him who meets me to take me by the forelock.
And why, in Heaven’s name, is the back of your head bald? Because none whom I have once raced by on my winged feet will now, though he wishes it sore, take hold of me from behind.

“Kairos becomes a fleeting moment, one that must be grabbed forcefully as it passes. But it is also a dangerous moment, one with razor-thin margins. It is both dangerous to any who are unprepared to meet it and dangerous to those who may be subdued by them who wield it successfully. Even more danger lies in kairos as the fountainhead of regret—once kairos has passed by, opportunity closes its door forever.”  [http://www.mzhowell.com/seize-the-day/]

Time is really on your side. Take chances when they present themselves. Be prepared. Keep an open mind. Your history does not have to define your aviation destiny. If you are at Oshkosh next month, come by Mooney, or my presentation at AOPA and say hello, if you have the time!

 

Jolie Lucas is a Mooney owner, licensed psychotherapist, and instrument rated pilot. Jolie presents aviation seminars around the country including Sun n Fun, EAA Oshkosh and AOPA. Jolie is the Vice President of the California Pilots Association. She is the 2010 AOPA Joseph Crotti Award recipient for GA Advocacy. Email: [email protected] Web: www.JolieLucas.com Twitter: Mooney4Me

Early career housing options

A friend of mine is buying a house. She flies for a large regional, and her husband flies for a legacy major, and they have a young child. Talking to her was a reminder of my years as a renter, as well as someone eventually in the market for a home to own.

As you enter the airline industry, it’s important to understand the need to be flexible. Virtually every airline has multiple crew bases, some of which may or may not be in the hubs of their major airline partners. With all of the growth and movement going on in both sectors, it is not unreasonable to assume that you will change bases multiple times.

If you’re single, or married to someone with a sense of adventure and a mobile job (teacher, nurse, flight attendant, et cetera), your best decision might be to move with the job. This will eliminate the stress of commuting, it could save you money in the long run (crashpads and hotels), and it could allow you to make more premium pay money by being able to get to work quickly when Scheduling is in a jam for available pilots because of severe weather or other issues.

Renting is a short-term solution that has benefits. The down payment is usually only a couple of months’ rent (one of which you’ll get back when you return the unit in good condition), as opposed to 20 percent of the purchase price for a house. Renting also forces you to minimize your personal stuff, since you’ll need to fit it all into your car and maybe a U-Haul trailer. Upkeep and maintenance are someone else’s problem, as long as you report any issues in a timely manner. With a roommate, you can cut your payment in half and start saving for that eventual house.

The key is to rent for as short a term as possible, which is usually a year. But, you might be able to negotiate something with a flexible landlord. Going to a month-to-month situation gives you quite a bit of flexibility. Another trick is this: When you negotiate your lease, ask for a clause that lets you out of the lease without penalty in the event you get transferred or lose your job. Explain in simple terms what could happen, and emphasize that it isn’t likely, but you need the protection just in case.

Buying a home is something you should wait on until your life is a bit more settled. It generally takes four or five years to be able to sell a home and be able to walk away with no more obligation on your mortgage. That obviously isn’t universal, but it’s a good rule of thumb to use. Renting will often make more sense for a while, and by the time you’re in a position to buy, you’ll have a better idea of where you want to live, what you can afford, what you can afford if you change jobs, et cetera. After all, it’s one thing to be on the hook for 12 monthly payments, and something else to be in for 360 of them.—Chip Wright

Put your phone away

A different post than my usual. This one just has some odds and ends—some to help with life on the road, others as job aids.

Don’t do a walk-around while on your phone. It doesn’t look good, and passengers notice. So might your boss if he or she is in the terminal. Passengers will take a picture of you and send it to your boss. It’s OK to use your phone to take a picture of a potential maintenance issue to show the captain or send to the main maintenance folks. In a pinch, you can use the flashlight feature on your phone if it isn’t too dark. But don’t do your job while talking on your phone. It’s a sure-fire way to a chief pilot carpet dance.

Know the difference between transition level and transition altitude. Use the “V” and the “A” to help. “V” points down, so transition le”V”el is the point during a descent when you switch from standard altimeter settings to the local altimeter setting. “A” points up, so transition “A”ltitude is the point at which you go from local to standard settings. In the United States, the transition altitude and level are the same (18,000 feet). But in Mexico, the transition level is 19,500 feet, and the altitude is 18,500. Aruba has an even greater discrepancy: The level is 4,000 and the altitude is 2,500. The data is printed in small print on the approach charts and SID and STAR charts.

Keep pictures of your important documents, such as your passport, company identification, et cetera. Losing one of these can create monumental headaches, and photos can help smooth some feathers. Store the pictures on the cloud or on your phone (if you feel comfortable doing so). If you do a lot of international flying, including Canada, Mexico and the Caribbean, memorize your passport number. If you use a company iPad or similar device, take a picture of your ID on a white background that also has your phone number. Make that picture the first thing someone will see when they hit the home button. That way, if your device is lost and someone finds it, they can find you ASAP. You could also include an email address or other information you feel comfortable disclosing.

A few hotel tips

  • Use multiple alarms. Don’t count on wake-up calls, as they frequently don’t get entered into the computer. Worse, they sometimes get entered for the wrong room. If you’re going to use the alarm clock in your room, pay attention to AM/PM and DST settings, along with the volume.
  • If you need to go to bed when it’s light out, or want to sleep in after the sun comes up, use the pant-clip hangers to clip the curtains together to keep the light out, and make sure the previous guest doesn’t have the alarm set for 3 a.m. when you aren’t planning to get up until 10 (ask me how I know this).
  • Always carry a 10-foot phone charger. Some hotels still don’t have convenient outlets near the bed.
  • If you want to put food in the fridge to keep it fresh, put one of your work shoes in the fridge with it, so you don’t forget the food the next day.
  • Text yourself your room number when you leave your room so you remember where your room is (don’t take the key envelope; if you lose it, you’ve given someone access to your room).—Chip Wright
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