My phone started ringing with a number I didn't recognize. Being that it was my day off, I tend to be very wary about answering the phone. Should the company surprise me with a call on my day off, they could make me come to work unless I could think of a really good excuse. Contrary to my better judgement, in hindsight, I answered the phone.

"Hello?"

It was the then Communications Chairman of my union. I belong to a national union that also has local levels. There is the system wide level called the Master Executive Council, then there is an even more local level called the Local Executive Council. These two councils are comprised of Chairman and Vice Chairman and Secretary/Treasurers and the like. The Master Executive Council (MEC) is like the legislative branch of our union. They have an executive branch at the MEC level that are the MEC leadership. At the Local Executive Council (LEC), there is the same leadership, Chairman and Vice Chairman, etc. The LEC deals with pilots directly in their respective domicile. The MEC is more of a system wide body and they direct the policy and processes for the MEC leadership and the union as a whole for our airline.

Ok, union 101 lesson over. Pop quiz later.

So the Communications Chairman calls me. Says he got my email regarding volunteering and he's interested in giving me some projects right away!

"Oh Boy!" I say.

"Gosh, I'd love to help out. I'm not that great at writing, but I have a little experience with it." I gush.

I play it up like it was naivety or ignorance, and perhaps it was a little bit, but I really did want to volunteer. I wanted to volunteer from day one, but they don't let probationary pilots do much of anything. I don't know what exactly made me so enthusiastic about volunteering. It could be that after I read some books about the union and how it got started that I was motivated to do something. It could be that, only after my grandfather died did I learn that he once gave a presentation to the very same union I now belong to. (He trained pilots and flight attendants at United for 34 years. Back then there was a Steward and Stewardesses division of my union.)

I knew that I wanted to do something, and when I got an email asking for volunteers in communications with experience with writing and web-publishing, I knew that's what it was. It's incredible to me now, because what I do now for the union totally and completely fits for me. It's strange how those things work out. Had you told me 5 years ago that I would be involved in communications, publications, broadcasting, etc, I would have recommended you to a good psych doctor.

So now I was on the hook. I volunteered. I was going to be a writer for the MEC Communications Committee.

"Yea." I thought. "I can do that."

What I didn't know, was that what I signed up for, was not at all what I'd be doing less than 30 days later.

To be continued...again...muahahaha

My problem is probably by big mouth. You could trace that a long ways back in my life, straight to my childhood and probably infancy. I just don’t know when to shut up. It got me in trouble with my parents as a young boy fighting with his older sister. It got me beat up by the upper-classmen in junior high and beyond. It’s gotten me fired from jobs where I didn’t quite respect or get along with my boss. It’s ended some of my relationships, and probably will do many terrible things before I learn to stop it.

This time it wasn’t my sarcasm, or dark and dry sense of humor, or complete lack of respect for authority and order. Me and my big mouth volunteered. I saw an opportunity to volunteer in an organization that I knew mostly little about but had a desire to work with. The Airline Pilots Association has been around for almost 100 years now, and has done more for the piloting profession than any other pilot advocacy group. Specifically on behalf of a little more than 50,000 professional pilots around the world.

I remember it well; it was a late summer afternoon in Seattle. I was there visiting with some friends, sitting outside on the patio enjoying the warm sun, sounds of nature, and the smell of a blooming garden. I was flying a regular schedule and picking my trips with almost guaranteed receipt of whatever I wanted. I had several days off in a row and that allowed me to travel as I wished and I rarely spent time at home. In fact I didn’t really have a home at the time. I spent my days off traveling to whichever friend had some free time and an open couch.

I had replied to a union email that was searching for volunteers in the communications department for my airline. I wasn’t exactly sure what I would be doing, but I had replied to the email bashfully. They were looking for anyone with writing experience and technical expertise. I’d like to think I have both, but I’m never satisfied with my writing. That constant search for perfection tends to mar the actual beauty of what your creativity has fostered. I hadn’t really expected a response, assuming there was surely someone else in our group of almost 3000 pilots that had more experience than I.

The calm summer afternoon was breached by a shrill ring of my phone. Party time was over. I had no idea most of my free time was about to be sucked into another dimension where it would be lost forever.

To be continued…

Often times applicants don't even know that the special emphasis areas exist until pointed out by the examiner. It's often an excellent idea to begin a students new phase of training with a thorough discussion of the elements of the PTS. Included in this discussion should be a review of the special emphasis areas common to all practical tests, as well as any new or different ones the student may not be familiar with.

Collision avoidance is a popular complaint among examiners for many different reasons. Students failing to properly clear the training area prior to beginning maneuvers can create collision hazards. Unreasonable focus inside the aircraft at primary instruments or other cockpit distractions lead to loss of positive aircraft control, and sometimes unusual attitudes.

Spin awareness has always been an area of focus for flight instructors to teach and examiners to test. It's imperative to teach the student to the correlation level of learning in regards to spin awareness. Often times students are able to define what a spin is and how it occurs, yet they can't connect the concepts they've learned to scenarios in which they could encounter a spin. The fated base to final turn over shoot is the most common and should be an easy connection for any student. Ensure they have the knowledge of the aerodynamics, yet emphasize the stick and rudder of a spin. It's always best for a student to experience the incipient and even fully developed spin if you have an aircraft and equipment for it.

Runway incursion avoidance has statistically been the leading cause of pilot deviations for years. The FAA has put intense emphasis on this subject in an effort to decrease this, however, it remains to be an issue with pilots of all experience levels. The easiest way to decrease your susceptibility to runway incursions is to practice sterile cockpit below 10,000 feet for turbine aircraft, and anytime the aircraft is below the planned cruise altitude for light airplanes. Recently the FAA changed the way you will get taxi clearance to cross runways. You will no longer receive a taxi clearance to cross more than one runway, active or not. Hopefully this will help decrease confusion over a crossing clearance.

Remember that each rating or certificate contains specific and sometimes different items on the special emphasis area. It's important to review them for each practical exam you're preparing a student for. Examiners are impressed upon to test these special emphasis areas throughout the practical exam, and often times they will use distractions of some sort to incite them. It's imperative to create scenarios that adequately test and train these skills. It is almost guaranteed that a student will get a scenario as described on a practical exam.

Now instead of canceling your flight because of low visibility or low ceilings, you will be able to utilize an instrument approach and land hassle free. What comes from your training with a flight instructor in preparation for this rating will be basic attitude instrument flying, tracking and intercepting of navigation aids, holding, and instrument approaches. Along with the flying portion of your new rating, there are a lot of new applicable regulations to be familiar with.

Of the regulations, one in particular stands out as a common misunderstanding and is one often misinterpreted. 91.175(c) talks about operating an aircraft below the published minimums for an instrument approach. In order to continue flight below these minimums there are several conditions you have to meet.

First and foremost is keeping the aircraft in a position that will allow a normal landing using normal maneuvers and normal rates of descent. The FAA doesn't want you to arrive at the missed approach point, directly over the runway threshold at 800 feet, and attempt to land the aircraft on the 3500 foot runway. Consider that you will be in low visibility conditions, making a rapid descent to a runway that could potentially 'disappear' at any time in the low visibility or cloud layers.

Next they require that the visibility is not less than the prescribed minimums on the approach procedure. It's important to also keep in mind what they don't mention here. Ceiling. There is no mention of a ceiling requirement. Often times students believe that the minimums include visibility and the ceiling. If the MDA or DA is 200' and the ceiling is at 100', there is no legal restriction as long as you have at least the minimum visibility required being reported.

Now we get into the tricky part of this easily confused regulation. I often posed this question in oral exams to students. “What can I do if I arrive at DA on an ILS and I have the approach lights in sight, but I can't yet see the runway?” Often times I heard a recital of all the items listed that are required to be visible and distinctly identifiable. Threshold, threshold markings, threshold lights, runway end identifier lights, etc. They recited this list from rote memory because they were taught that if they don't see one of those items from the list, they have to execute a missed approach.

The truth is, if you arrive at DA or MDA with the approach lights in sight, you are legally allowed to continue a descent to 100 feet above the published touchdown zone elevation using the approach light system as a reference. Now if you begin your descent below the DA or MDA and begin to identify the runway, or any listed item, you can continue to land. Think of the approach light system as an aid in the transition from instrument flight to visual flight. They are the link between the two, and should be used as such.

Now a caveat to that is also mentioned in the regulation. It says you may descend to 100 feet above the touchdown zone UNLESS the red terminating bars or red side row bars are also distinctly visible and identifiable. What does that even mean?

What it should say is: If the runway the approach is serving has an ALSF-I or ALSF-II approach light system, visual contact with the red side row bar or red terminating bar authorizes you to continue the descent to land. You do not have to stop at 100 feet above the touchdown zone. Currently the only two approach light systems in the US that include the red side row and red terminating bars are the ALSF-I and the ALSF-II. Keep that in mind when you brief the approach, look at the approach light system so you know what to look for, and so you know what you will do when you get to DA or MDA.

You are getting your instrument rating to increase your ability to complete flights in lower than VFR weather conditions, complete understanding and application of this regulation will help you meet that goal.

When you think of employment probation, time frames that often come to mind are; 90 days, 6 months maybe. Did you ever think you could be on probation for an entire year? I didn't. I had never even contemplated that as a possibility. Well that's how long my probation as an airline pilot has been so far. Considered an industry standard, the year long probation pretty much removes any requirement for the airline to have substantiated reasoning to cut loose a pilot. Although some people will fear this more than others, it's important to remember that I am an investment to the airline. They spent a fair amount of capital training me and keeping me employed. However I'm sure I've earned more for the company than I've cost them in terms of revenue service completed.

My probation was just a few different interviews with my chief pilot at 6, 9, and soon to be 12 months. Included in that is a probationary check ride. Part of the glamour and glory of being an airline pilot, is the pleasure of jumping in a simulator every year. That is until I upgrade to captain, then they double the pleasure, double the fun, double the check rides. At that point you go every 6 months.

Anyways, the probie ride was pretty straight forward. Just your regular 'ol proficiency check. Kind of like what is required for part 91 pilots, known as a flight review. The PC covers all the essentials plus a few. Most flight reviews don't include instrument approaches however, and since we don't have to log approaches for our instrument currency, we get to demonstrate some on the PC.

I was extremely nervous and hopefully slightly over prepared. There is so much pressure right now to not fail check rides and PCs and especially at the 121 level. The industry is in reactionary mode right now in the wake of some previous accidents. As such, they are putting a lot of pressure on applicants that basically equates to check ride failures = not getting hired. Certainly there are exceptions to this, however it's pretty wide spread belief that more than 1 failure, sometimes even just one, can mean the difference between you and other qualified applicants. Now put on top of that, the rumored belief that if you fail your probationary check ride, you could get fired! Not only could I maybe not get another job, but I might get fired from my current job?! Holy Toledo!

Now most of that is just rumored speculation, however, at a stressful time such as in the moment of the PC, it doesn't matter. It adds to your stress level and it overcomes you. Which was the case with myself. I studied religiously, read endlessly, and prepped relentlessly. In the end it paid off, however my stress level was pretty high for a few days prior to the day.

I got incredibly lucky to have a very cool, calm, and relaxed check airman. He helped me relax, and he showed me some pretty neat insights. I was also lucky to have a cool captain that helped me out a lot too. I think they both understood the pressure level assumed for probationary rides and they both were a huge help.

One interview left, and it's on to bigger and better things!

It was a good day for VFR flying in Florida and it was to be my first flight back in a light airplane since I started flying for the airline. I was excited to get back in an airplane type that I spent so much time flight instructing in. It was also to be my first time returning to the airport where I instructed since leaving.

We completed the pre-flight together and set out to begin our taxi from the FBO ramp. We decided to split the duties as he would be the PIC, I would work the radios and read the checklists. An ideal model of our strict training and airline protocols.

"Ground, Cherokee 10155, taxi from FBO, VFR, southeast."

Sarasota is a primary class Charlie airport and in my experience it varies by locale what procedure they want a VFR pilot to use. Some will request you contact clearance delivery for departure instructions, others simply want a direction, Fort Myers will ask if you even want radar services.

"Is there anything else you want to tell me?" Was my reply over the ground frequency. Not in a helpful tone. More so in a condescending, snarky tone.
"Information Foxtrot, sorry."
"Anything else?"
"I have no idea what you want."
We exchanged confused looks in the cockpit. We tried to determine between ourselves what he could possibly be looking for from us.

"Cherokee 10155, how about an altitude, and a destination?"
"Ok. K-V-R-B at three thousand five hundred."
"Otherwise known to the aviation community as Vero Beach."
Again, a very condescending and demeaning tone came through our headsets.
"After take-off fly heading 090 and maintain VFR at or below 1600. Contact departure on frequency 119.65 and squawk 5156."
I read back his clearance and heard a reply.
"I didn't hear a call sign, so I'm going to assume that was Cherokee 10155. Taxi to runway 14 via alpha."
At this point I was irritated. I began to read back clearances and acknowledgments extremely slowly. We taxied to the runway and completed our run up checklists and departed without incident.

While cruising I took care of the navigation while James flew. Using a sectional chart and my experience as a flight instructor in Florida, we navigated towards the middle of the state. Unlucky for us, the Restricted areas north of Okeechobee were active today which required slight circumnavigation. We also fought a headwind on the way over which made for a longer flight than we expected. I began to think about what it would be like to be a student pilot in Sarasota. I put myself in the shoes of a new student with a typical case of anxiety associated with radio transmissions. There is a very real sense of exposure when a student pushes that mic button. They're attempting to communicate in a language and way that can often feel foreign and strange. Overcoming this anxiety is a key step in a students training and sometimes takes quite some time and practice to achieve.

As instructors it is our job to facilitate the learning process. Sometimes outside factors can dilute and dismantle this process. I often heard instructors state on the frequency that the student made a mistake, or that they made a mistake because the student did something. What instructors don't realize is they just violated trust between the student and themselves. I only mention this because had this situation occurred with my student, I would have taken over the radio communications and encouraged the student to continue. I would have followed with a phone call to the tower.

I got the feeling that this controller was very familiar with the flight training that occurs from this FBO. He must also be familiar with the fact that there are many new students coming from this FBO, however that shouldn't change his tone of communication. I would have requested his preference of communication for a VFR flight out of the Charlie airspace. I might have added how his tone and language have drastic impacts on new students but I don't know if it would have done any good.

I guess my overall impression after this flight was you don't always know who's behind the mic, but you shouldn't judge the pilot by the aircraft type.

There is no mistaking what is occurring when you feel and hear the shaker activate.

Recently during a departure from a hub airport, we were cleared for take off immediately following an Airbus 319. You'd be surprised how close they clear us for take off normally, however during this departure they were stacking us pretty close.

This specific hub airport utilizes RNAV(Area Navigation, more commonly known as GPS) departure procedures for all RNAV capable aircraft. This means that the flight path for 99% of the traffic departing the airport is within one tenth of a mile of each other. With adequate lateral and vertical separation it's never really a problem. During this departure we had significantly less lateral separation, however still beyond the minimum required.

Around 1500 feet above the ground we encountered the wake turbulence from the Airbus.

Predictable.

Wake turbulence is defined as a byproduct of induced drag. As airflow over the wing passes over the tip of the wing, it rolls over as it's mixed with the air from under the wing. There is a small amount of span-wise flow from the air under the wing that creates a rotational vortex. These vortices flow outward and down from the wing tips of the aircraft. Since these are created as a byproduct of induced drag, the heavier the aircraft, the more intense the vortices. There are other factors that create more wake turbulence such as clean and slow aircraft. Clean referring to lack of high lift device deployment such as flaps or slats. Without those devices employed a higher angle of attack is required for flight which increases lift production, which increases induced drag. Slow aircraft require more angle of attack as the amount of lift generated is directly proportional to the indicated airspeed of the wing.

Put all of these factors together and you can see that during take-off, you have the highest amount of wake turbulence creation after take-off.

Small vibrations of what normal light turbulence feels like first. The captain is hand flying the aircraft throughout the climb. One of the signs of wake turbulence is the rotation force exerted on the aircraft that requires aileron input to keep the wings level. That happened next.

Another stall warning and protection device our aircraft uses is a pitch limit indicator. It shows how close to the stalling angle of attack the aircraft it currently at. It immediately showed that we were less than 3 degrees from stalling angle of attack. Simultaneously the stick shaker activated.

The entire event lasted less than 5 seconds.

I spent years teaching students about the dangers of wake turbulence and the techniques to avoid it. This made me realize I need to be more vigilant about it. Almost every take off and landing we hear 'caution wake turbulence' because we're either landing behind or taking off behind a heavy airplane. Perhaps that dumbs it down a little or dilutes the seriousness of it.

Land above and beyond, rotate before and climb above.