You Are Not a Scheduled Airline
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- čas přidán 11. 07. 2024
- Here's an aspect of psychology that is often not discussed in flight school. It's an example and a solution to how we might avoid the temptation to behave badly when we have passengers, especially friends, onboard our airplane. Please subscribe and hit that bell, too. I sure would appreciate it.
Visit: www.rodmachado.com to learn more.
Rod, your contribution to FS2004 learning center got me into serious aviation as a kid and I'm so happy you did, I'm now trying to get into real life piloting hoping to one day get to be a turboprop bushy. Thank you soo much, much love from Holland!
Thank you, Cutstalk. I wish you the best success in your pursuit of that turboprop job. It's a great time to be in aviation!
Best,
Rod
@@Flight-InstructorI still have those files of my certificates (that you got when completing the exams) on my backup hard drive. It's incredible how you were able to teach the basic concepts of flight and navigation in such a clear language, that a 15-year-old could understand it. I'm sure many have discovered their passion for serious aviation there. Thank you and wish you the best.
Your voice is nostalgic
Mr Machado, more videos please...
Indeed. Also, you never "have to be somewhere", especially not Miami.... You only have to be safe.
OK, that's funny.
I like the idea of establishing (upfront) the expectations, agreements, and standards with passengers, prior to even going to the aiirfield.
I really like the idea of engaging/including the passengers in the decision making process. This also makes it easier to "share the cost" of the flight -- LOL!
Topic, weather aside, could also be about loading - weights, CG, # passengers, etc.
Great advice. I enjoy your style of instructing.
Thanks 😮😊
Rod - excellent video ! I have been reading your articles and books and now videos! Every time I find and learn something new ! Thank you very much! Still trying to keep my flying skills sharp and keeping on learning.
Thank you, BD. I appreciate the comment very much.
Best,
Rod
Rod, as a New 2LT flying helicopters for the US Army, i was given some very good advice: "Most accidents happen when a person is between 1500 and 3000 hours." Why you get cocky because you've made it so far and now you are a Master Aviator and your knuckles no longer drag on the ground. Flying Magazine had - I learned about flying from that. Well reading others peoples close calls is what we as pilots do trying to NOT make their mistake. 3 Take aways: 1. You can never use the fuel still in the truck. 2 You can never use the runway that is behind you. 3 You can't use the Weather Brief you never got.
Jean, NV. I did my "long distance" cross country there. Won $800 and came back to VNY. Helped cover my cost of flying.
Advice well taken sir thank you!
Thank you sir for this excellent advice.
You know; I once did as you said flying an SR22 aircraft and having the plane's owner (a former friend of mine) wanting me to go through a wide convective area. I first thought of cancelling his flight straightforwardly but I rather told him we'd try to fly through and it things got that bad I would turn back to land at our departure airport. He then said "you're the Captain" and off we went...I eventually kept my promise and landed back after getting too close to the storm and that was the last time I flew his plane (I think he didn't really dealt with it) but I'm happy we didn't become an NTSB docket.
Do these best practices apply to flying my mother-in-law? Great video Rod. Thank you for your quality years of service while giving us a lot of smiles along the way.
Thank you, 6857!
These kind of people are not welcome on a second flight with me.
I'm not an arline.
(I am off topic a little below) You mean my self named Fly By Nite (or Fly By Nut) Airline is not Part 121 Airline all weather 24/7/365 charging public a fee? Ha ha. Great Video. I am picking up a 70hr Student with 0.8hr solo. Typical 3 CFI's flaked out on him. Of course CFI goes get paid to solo students. So let's fly with them all the time. I have only talked to him for an hour, yet to fly, but I will be soloing him a lot (after I fly with him per FAR and to my satisfaction of his competency). His solos will be highly structured and debriefed each time (to get max learning not hole boring in sky time). I will set STANDARDS. Also as an airline pilot I love what you say about prioritizing peoples "happiness" vs safety and legality. Even airlines with all their rules that helps alleviate they should we, can we, there is still times when it is a no can go, or taxi back or return decisions. In fact GA might benefit from these airline type rules geared towards GA planes and pilots. We call this "personal limits" or "Risk Management". The IMSAFE is a big one. I was so tired once (and crew was also after delays and near timed out and really bad weather). I canceled the flight. I was not popular for a hot minute, but it was the right decision. You are not credited with avoiding possible degraded safety margins and the potential incident going would cause. I do all I can to impress this on students and Pvt/Com/Inst pilots. But your video reminds me I have to remind my self of this.
Your video title made me thing of restrictions on charging ppl is highly limited. "Sharing cost" is not generous in scope or spirit. I did it with other pilots +30yrs ago. Another pilot and I shared cost as we both were working on INST certificate and being each others safety pilot. That works. As a CFI/II/ME/ATP/Astronaut (well not Astronaut may Astro-Nut) I can charge for my time in a Certified plane (owned by others, FBO, Flight School, LLC, Airline). GA requires 100 hr inspections (basically an annual). For me as an EAA member and transition training on my EAB RV7 I have to jump through hoops (LODA letter of deviation authorization) to charge for plane. Otherwise it is SHARED COST which is very very limited. Mr. Rod suggest a video on cost sharing. Not even the FAA understands that.
Really off topic, but in vain of charging for service like an airline. A few years ago they SHUT DOWN ALL TRAINING in EAB and Limited/Exhibition aircraft due to a warbird group giving fun joy rides for fee with façade of being instruction, but was holding out to public as a sudo commercial airline if you will. Just NO was the position for many months, until the FAA (due to Court Order) realized they had to do something fast. They put band-aid on it with quick LODA approval for EVERYTHING. Things that did not require a LODA now did. They went from this moratorium to something closer to what the "Understanding" was for decades. Still it is very restrictive for a CFI to fly in a EAB/Limited/Exhibition (no exhibition does not mean naked) without some kind of blessing from the big cheese in the sky or Oklahoma. For me to do what I am doing, the pilot I am giving transition training to in a RV is current pilot (medical, flt review, t/o & ldgs), tail dragger endorsed if needed (can't do the tailwheel endorsement in the EAB at all). Also they must be building a Van's aircraft kit plane or buying one. They can not be joy rides. Usually insurance requires a pilot new to EAB's, any brand or model experimental, get 5-10 hours in make and/or model before they will insure them. I specialize in Van's RV's. However I am expanding to others.
BTW the other way joy rides are giving in warbirds is LLC non profit for education groups that ask for "donation". I think it is 501(c)(3)? I don't know the number but ask one of the 80,000 armed IRS agents they are hiring. In that case however you have to give your plane up to the LLC and not own it anymore? I am not sure, but this is a loop hole that has been used.
There is a way to training and charging for my EAB and my time as well (not cheap by the way). The cost of fuel, hanger, tires, oil is one cost, but insurance adds a big expense. FAA makes it more difficult than needed. I understand they don't want people setting up an "airline" of joy rides in kit planes for hire. This is why people lock theirs self in their garage or hanger building a plane for 5 years then fly it ill prepared. Not being current they take off for 1st flight of their never flown EAB, many times more maneuverable and fast than the Cessna they last flew 5 yrs earlier. Not good. It has gotten better with so many EAB's out there. May be they got some rides in the plane with an owner not logged. At least some prior informal and short experience is better than nothing. May be they even went to local FBO to get a Flight Review in the local Cessna or Piper.
Insurance for my RV7 with me as pilot and my time in type, total time, ratings is not bad. However if I say I will do training of others it is cost prohibitive, so it is only liability. Even then it is expensive requiring and justifying the high dollars per hour for plane wet and instructor. I wish we had more options to get insurance at reasonable prices. AVEMCO does not want experimental aircraft by virtue they just will not or want a Ludacris (the word not the "rap artist") sum of money. Fortunately there are other underwriters. However ALL of them don't love insuring experimental, and training in one, just won't. I think this is bad.
At least Van's aircraft has dedicated planes and instructors for transition training but it is a lot of money and requires travel to Oregon. I have to charge the same or more. This makes people fly uninsured and unprepared. So to compare my "airline" to some FBO with a 20 yr old CFI with 2 hours dual given, in a 40 yr old beat up Cessna is GREAT... Verses a 18,000 hr ATP/CFI with 1200 hr dual given, 1600 hrs in same or similar make/model, in a pristine RV7 lovingly cared for is suspect somehow? Ridiculous. I don't think the statistics justify it. What is that Rod ? Oh yes RANT SWITCH OFF. Ha ha. Cheers.
(PS consider some of this as a topic for future videos as many pilots have gone to E-LSA's and EAB kit planes. With so many out there many are bought second hand. I like you are for safety, reducing accidents and making sure pilots are well trained and current. I am just diving into the world of LSA as this is something I am constantly asked to do. I person bought a Jabiru (no rating) and wants me to teach them in their plane. They fly just like planes but the Rotax like a baby needs to be burped when doing the pre flight (oil check). ha ha You have to get use to RPM's twice redline of a Lyc.... otherwise it is a plane. Of course LSA definition is expanding. I am trying to convince this student to just get the Pvt but may be LSA is enough. You can always expand your LSA. However tip. When doing the LSA do all the cross countries to PVT standards so the student gets credit if they upgrade to Pvt later. Brave new world I am trying to catch up to since last a full time CFI 30 yrs ago. Don't get me started on wiz bang new GA IFR GPS button pushing. All the old Pipers and Cessna's I am teaching in are hybrid steam and glass with no standardization. The Garmin GNS420W is not a GTN750 is not an Avidyne gps... They are more complicated (button switch-ology) at first than a Boeing 757 / 767 I fly. Males me a little nostalgic for a no electric J3 with the windscreen and open side as my moving map, and "jelly jar compass" (as my dad called them) for pilotage and dead reckoning. I noticed both STUDENT and Instructor (me sometimes I hate to admit) are looking down at the wizbang electronics, and no one is looking out or flying the plane. You can not rely on ADS-B in... which some planes don't have. When students are leaning the wizardry I become "George the Autopilot" and let them work on programing when they first start leaning that device. I am eyes outside aviating, navigating. )
The only friend you have against weather is a jet engine.
Pretty sure tough tacos are fun!