I was in Las Vegas last week for our annual industry tradeshow. Our company has a big booth and brings a lot of folks out to meet with customers. At the end of the last day, our team goes to a "hole in the wall" Mexican restaurant for dinner. We let our hair down and talk about our week together and our sore feet. Lots of laughing, food and then we all head our separate ways. So many of us telecommute these days.
At dinner, I had an interesting conversation with a co-worker. She's a Wife, a Mom (of two cute kids), and a hard working employee. Highly educated, she's our society's definition of a successful woman. Her husband is studying to be Doctor and they have it "all together."
There's only thing missing in her life... That feeling of being really loved by her guy and those kids.
Why do I say this?
She told me a story about the cute nurses at the hospital and how they fawn all over her husband. She had a hurt look on her face - like she was doing all this stuff that our society defines and still it's not enough to get her the attention she craves. Like she's losing a battle that she can't possibly win. And that guy probably doesn't even know that she needs a hug, some reassurance ("Sweetie, I'm still nuts about you!")
Guys, let's learn from this. Let's make sure we tell our woman how much they mean to us - often. Let's all commit to learn our wife's love language (read: Gary Chapman's The Five Love Languages and use the right one to show our love.
http://www.amazon.com/Five-Love-Languages-Heartfelt-Commitment/dp/1881273156/ref=pd_bbs_sr_1?ie=UTF8&s=books&qid=1240876408&sr=8-1
Let's make our wives the most loved people on the planet.
Monday, April 27, 2009
Monday, March 16, 2009
Will This Guy Kill Me?
Working with your Crew
As a new Mission Pilot, one of the things I never quite understood was the trepidation that some crew members can feel when flying with a pilot for the first time. I’ve pretty much always been the PIC and have always been careful about who I fly right seat with. I don't fly with everybody who invites me along. In other words, I’ve always had a fair amount of control who I strapped into an airplane with – something I learned from my Dad. So, in my own world, focused on getting my head around preparing the mission, I was typically just getting things ready and not thinking too much about these new folks flying with me for the first time. Never thought about how they were feeling or their sense flying with a stranger. Heck, they volunteered for the mission and they’re in CAP right? Didn't they get in to fly? Well, yeah but...
Major Pete Loewenheim, the Stan/Eval officer for Maryland Wing explained to me that nearly the first hour of the flight with a new crew can be very unproductive while the crew members spend time (instead of searching) watching the pilot to see if they can trust him or her with their lives. They’re silently asking questions about the pilot’s competence. It goes something like this: “Will this guy kill me?”
The net effect of this (as well as any general discomfort while flying) is that the training/search flight might need to go back and cover the first part of the area searched a second time to make sure the area was carefully looked over. The crew effectiveness after all directly relates to crew comfort and focus. When it’s low, the area’s not getting looked at like it should be. Mediocre search means substandard results.
So, with this in mind, I’ve learned to give a bit of a narrative during the flight (especially the early stages) to specifically point out my actions in an effort to set them at ease more quickly. I also spend more time briefing the flight on the ground (what to expect including weather effects and other airplanes we might see in adjacent areas etc.) as well as reviewing the safety briefing items prior to takeoff with an emphasis on comfort and communication (emphasis on CRM). I make sure the crew knows I want their input and that any comments and criticisms are gladly accepted.
I’m still learning so I’m sure there will be more to say about this at some point in the future.
As a new Mission Pilot, one of the things I never quite understood was the trepidation that some crew members can feel when flying with a pilot for the first time. I’ve pretty much always been the PIC and have always been careful about who I fly right seat with. I don't fly with everybody who invites me along. In other words, I’ve always had a fair amount of control who I strapped into an airplane with – something I learned from my Dad. So, in my own world, focused on getting my head around preparing the mission, I was typically just getting things ready and not thinking too much about these new folks flying with me for the first time. Never thought about how they were feeling or their sense flying with a stranger. Heck, they volunteered for the mission and they’re in CAP right? Didn't they get in to fly? Well, yeah but...
Major Pete Loewenheim, the Stan/Eval officer for Maryland Wing explained to me that nearly the first hour of the flight with a new crew can be very unproductive while the crew members spend time (instead of searching) watching the pilot to see if they can trust him or her with their lives. They’re silently asking questions about the pilot’s competence. It goes something like this: “Will this guy kill me?”
The net effect of this (as well as any general discomfort while flying) is that the training/search flight might need to go back and cover the first part of the area searched a second time to make sure the area was carefully looked over. The crew effectiveness after all directly relates to crew comfort and focus. When it’s low, the area’s not getting looked at like it should be. Mediocre search means substandard results.
So, with this in mind, I’ve learned to give a bit of a narrative during the flight (especially the early stages) to specifically point out my actions in an effort to set them at ease more quickly. I also spend more time briefing the flight on the ground (what to expect including weather effects and other airplanes we might see in adjacent areas etc.) as well as reviewing the safety briefing items prior to takeoff with an emphasis on comfort and communication (emphasis on CRM). I make sure the crew knows I want their input and that any comments and criticisms are gladly accepted.
I’m still learning so I’m sure there will be more to say about this at some point in the future.
Thursday, March 12, 2009
Learning to fly the Glass Cockpit
Intro
I recently celebrated two milestones. First, I turned 50 years old and second, I achieved my first 100 PIC hours of flying CAP’s glass cockpit airplanes. With respect to the latter, I thought that I might offer a few thoughts on flying “glass” airplanes (making the transition as well as maintaining currency) from the point of view of somebody who’s not a career aviator flying 80 hours a month. There are a few things that I feel have made a great difference in learning the airplane and the avionics. Perhaps somebody reading this prior to their checkout will find my experience helpful as they make the transition.
Why 100 hours?
The 100 hour point seemed an appropriate time for me to write a bit about this. It’s the point when I’ve started to feel more comfortable in the airplane. That comfort –or- confidence is most noticeable because I find myself less easily “task saturated” and more relaxed in almost all phases of flight. Clearly this is not the point to get complacent but it is a good time to take stock in what’s happened so far.
Ground School
I greatly benefited from attending a good class. While many of us have access to commercial FBOs that have G1000 classes, perhaps the best ground instruction are the classes our CAP Wing Stan/Eval teams offer. Either way, a class is a must but not just for learning the button-ology as you might expect. The class is invaluable because the instructors, usually check pilots trained at Cessna, talk about the “gotcha” items. Two of these are autopilot modes that could get you into trouble and the limitations of the onboard weather display systems where real world wisdom was combined with the nitty gritty details of how to make the systems work. There is also the emphasis on flying CAP missions which will not likely be covered in an FBO class.
Importance of a mentor and regular review
A good check pilot is an important part of learning any new airplane. In a glass cockpit airplane, the check pilot can and should take on much more of a mentor role because of the sheer complexity of the system. My advice is to find someone who you enjoy flying with and who challenges you on every flight. This is because the three FITS scenarios needed to take your Form 5 ride should only be the beginning of your air based learning. To this day, my mentor, Col. Vernon Sevier, CAP check pilot and a former C-130 aircraft commander, and I usually fly together once a month. I request his candid feedback on what and how I can do better. We take turns flying right seat for each other and we’re always learning from how the other guy is flying. This “time sharing” is also a great way to maintain IFR currency because your safety pilot it is also likely to be IFR qualified in the airplane. Finally, play the “pretend game” on your way to the airport. Ask yourself how you will modify a flight plan if ATC changes your clearance. On the way home after a flight, think through your flight and review mistakes you made operating the G1000. Review is important to building your confidence and capabilities.
Good reference material
I recommend buying a copy of the airplane pilot’s operating handbook (POH) and Max Trescott’s Glass Cockpit Handbook (www.g1000book.com). For less than $100, you have the most important information on the airplane in your personal library. Trescott’s book is good because it has a lot of useful information presented in an easy to digest style. The author has dozens of photos that show the actual screens to help reinforce the steps for operating the G1000. I recently replaced my original with the newest edition (3rd) after Garmin did a major software upgrade. Having the book at home allows me to review sections to maintain my familiarity – especially in the winter when I don’t fly as often. Don’t hesitate to highlight and create a list in the front with key page numbers to help you locate topics you regularly review. That’s the beauty of owning your own books!
Garmin also has downloads for the manuals on their web site which you can read online and/or print at this link:
http://www8.garmin.com/support/userManual.jsp?market=1&subcategory=59&product=010-G1000-C3)
There are also articles regularly published in the flying magazines – particularly about the MFD based weather info available on so many navigators these days. Make sure you read those and file them for review. Speaking of navigators, I suggest you consider carrying a low cost emergency GPS and communications radio in your flight bag. Richard Collins, perhaps the most prolific aviation author of our time, has recommended this for years and though I’ve not needed them yet, I follow this advice religiously.
Taking it slowly – don’t bite off more than you can chew
I recommend pacing yourself – perhaps more than normal - when you first start flying a glass cockpit airplane. In my case, I flew the airplane VFR only for the first year. This gave me time to practice (under the hood) in good weather and become confident of how the FMS and auto pilot function under the watchful eyes of an experienced G1000 pilot in the right seat. I followed this very deliberate approach after reading so many reports of pilots in technically advanced aircraft (TAA) getting into trouble flying hard IFR. Bottom line: be honest with yourself about your skill level. Perhaps you can jump right in after your checkout and fly an ILS to 200 and ½. I wasn’t ready for that and set my minimums to VFR only at first to protect me from myself!
I’ve really enjoy flying the Glass cockpit airplane. I hope the experiences I relate above will help you have a great experience too!
I recently celebrated two milestones. First, I turned 50 years old and second, I achieved my first 100 PIC hours of flying CAP’s glass cockpit airplanes. With respect to the latter, I thought that I might offer a few thoughts on flying “glass” airplanes (making the transition as well as maintaining currency) from the point of view of somebody who’s not a career aviator flying 80 hours a month. There are a few things that I feel have made a great difference in learning the airplane and the avionics. Perhaps somebody reading this prior to their checkout will find my experience helpful as they make the transition.
Why 100 hours?
The 100 hour point seemed an appropriate time for me to write a bit about this. It’s the point when I’ve started to feel more comfortable in the airplane. That comfort –or- confidence is most noticeable because I find myself less easily “task saturated” and more relaxed in almost all phases of flight. Clearly this is not the point to get complacent but it is a good time to take stock in what’s happened so far.
Ground School
I greatly benefited from attending a good class. While many of us have access to commercial FBOs that have G1000 classes, perhaps the best ground instruction are the classes our CAP Wing Stan/Eval teams offer. Either way, a class is a must but not just for learning the button-ology as you might expect. The class is invaluable because the instructors, usually check pilots trained at Cessna, talk about the “gotcha” items. Two of these are autopilot modes that could get you into trouble and the limitations of the onboard weather display systems where real world wisdom was combined with the nitty gritty details of how to make the systems work. There is also the emphasis on flying CAP missions which will not likely be covered in an FBO class.
Importance of a mentor and regular review
A good check pilot is an important part of learning any new airplane. In a glass cockpit airplane, the check pilot can and should take on much more of a mentor role because of the sheer complexity of the system. My advice is to find someone who you enjoy flying with and who challenges you on every flight. This is because the three FITS scenarios needed to take your Form 5 ride should only be the beginning of your air based learning. To this day, my mentor, Col. Vernon Sevier, CAP check pilot and a former C-130 aircraft commander, and I usually fly together once a month. I request his candid feedback on what and how I can do better. We take turns flying right seat for each other and we’re always learning from how the other guy is flying. This “time sharing” is also a great way to maintain IFR currency because your safety pilot it is also likely to be IFR qualified in the airplane. Finally, play the “pretend game” on your way to the airport. Ask yourself how you will modify a flight plan if ATC changes your clearance. On the way home after a flight, think through your flight and review mistakes you made operating the G1000. Review is important to building your confidence and capabilities.
Good reference material
I recommend buying a copy of the airplane pilot’s operating handbook (POH) and Max Trescott’s Glass Cockpit Handbook (www.g1000book.com). For less than $100, you have the most important information on the airplane in your personal library. Trescott’s book is good because it has a lot of useful information presented in an easy to digest style. The author has dozens of photos that show the actual screens to help reinforce the steps for operating the G1000. I recently replaced my original with the newest edition (3rd) after Garmin did a major software upgrade. Having the book at home allows me to review sections to maintain my familiarity – especially in the winter when I don’t fly as often. Don’t hesitate to highlight and create a list in the front with key page numbers to help you locate topics you regularly review. That’s the beauty of owning your own books!
Garmin also has downloads for the manuals on their web site which you can read online and/or print at this link:
http://www8.garmin.com/support/userManual.jsp?market=1&subcategory=59&product=010-G1000-C3)
There are also articles regularly published in the flying magazines – particularly about the MFD based weather info available on so many navigators these days. Make sure you read those and file them for review. Speaking of navigators, I suggest you consider carrying a low cost emergency GPS and communications radio in your flight bag. Richard Collins, perhaps the most prolific aviation author of our time, has recommended this for years and though I’ve not needed them yet, I follow this advice religiously.
Taking it slowly – don’t bite off more than you can chew
I recommend pacing yourself – perhaps more than normal - when you first start flying a glass cockpit airplane. In my case, I flew the airplane VFR only for the first year. This gave me time to practice (under the hood) in good weather and become confident of how the FMS and auto pilot function under the watchful eyes of an experienced G1000 pilot in the right seat. I followed this very deliberate approach after reading so many reports of pilots in technically advanced aircraft (TAA) getting into trouble flying hard IFR. Bottom line: be honest with yourself about your skill level. Perhaps you can jump right in after your checkout and fly an ILS to 200 and ½. I wasn’t ready for that and set my minimums to VFR only at first to protect me from myself!
I’ve really enjoy flying the Glass cockpit airplane. I hope the experiences I relate above will help you have a great experience too!
Subscribe to:
Posts (Atom)