The Ramp Check

The Ramp Check

To some pilots, a ramp check is a mysterious experience that is feared and misunderstood. As an FAA Inspector, I am frequently asked many questions about ramp checks. Who is ramp checked? Where will we be ramp checked? Why will we be checked?  Quite simply, a ramp check takes place when an FAA Inspector checks the credentials of an airplane and it’s pilot. The check can be random, or connected to an incident, occurrence, or accident. Frequently, an FAA Inspector will place himself/herself on a ramp and check every aircraft that taxies up to that location.

The local Flight Standards District Offices (FSDO) typically have two types of Aviation Safety Inspectors that perform ramp checks:

• The Operations Inspector (a pilot)

• The Airworthiness Inspector (an A & P mechanic)

It is not uncommon for a team of two to do their surveillance together.  The Operations Inspector checks the pilot, and the Airworthiness Inspector checks the aircraft.

The Inspectors need to determine who is the Pilot in Command and proceed to check for proper credentials. The necessary credentials are the pilot certificate, current medical, and government-issued photo ID. The Inspector might also request a copy of the PIC’s weather briefing (written or oral), airworthiness certificate and aircraft registration. If the Inspector opts for more information, he/she might request the pilot’s last required flight review and to inspect the aircraft’s maintenance logs, showing annual inspections and any other pertinent maintenance logbook entries.  These requests could require a visit to the local Flight Standards District Office (FSDO) by the airman or mechanic. On some occasions the FAA will allow these documents to be scanned and emailed, or faxed to the office.

To be clear, these requests, once made, are not optional. If you refer to 14 CFR Part 61.51 (i) 1,2,3,4,5; you will see that an FAA Inspector acting on behalf of the Administrator can demand all documents and records. Failure to produce these documents would be a violation of this Regulation.

Although we frequently perform random ramp checks, most checks are connected with occurrences, incidents, or accidents, some of which are very minor in nature. For example, our FSDO is located on an airport. If an aircraft gets a flat tire while taxiing to or from a runway, we are notified. At that point, the office will dispatch one or two Inspectors to take a look. A ramp check is part of the investigation even if no regulation has been obviously violated. Most times, the pilot and the aircraft are in compliance. However, on occasion we come across an operator with an expired medical, expired temporary aircraft registration or some other item of interest.

If a discrepancy is apparent, the Inspector will do a complete investigation and determine if a violation exists. Violation investigations can have different outcomes:

1. no action

2. administrative action, such as warning letters or remedial training

3. certificate suspension

4. certificate revocation

5. 44709 reexamination

note: administrative action, remedial training, warning letters, 44709 reexams are not considered violations and do not need to be reported as such to employers, insurance companies, etc.

Pilots often remark that they have been flying for many years and have never been ramp checked. This is due to many reasons, the most obvious being a lack of manpower on the part of the FAA. Rural, quiet airports are not on the priority list of FAA Inspectors as a rule. However, an FAA Inspector can show up at any airport for any reason at any time. Be forewarned, we do work at night and on weekends.

The infrequency of ramp checks will not be an excuse if you have fallen into bad habits once the FAA does show up. I have seen many pilots allow temporary lapses in their medical and required flight reviews because no one seems to be around to enforce these important regulations. Non-approved parts on aircraft and repairs to aircraft without proper documentation by a licensed A & P are also common practice in the more remote airports.

The Code of Federal Regulations exists to keep the pilots and flying public safe. Don’t be complacent about keeping yourself and your aircraft in compliance.

If an FAA Inspector approaches you, it is your right to ask for his/her proper documentation, called a 110A. It will be a photo ID with his/her name and the words AVIATION SAFETY INSPECTOR below the photo. In our office, we put a great deal of importance on the cooperation of the pilot. As a pilot, you can refuse to talk to the Inspector and can refuse to cooperate. Be advised, that refusal to cooperate will generate letters from your FSDO and enforcement actions against your pilot certificate. Cooperation, however, will frequently soften the situation and allow things to move more easily.

Be prepared for that eventual day that the FAA shows up to talk to you, either randomly or for an occurrence. Carry your required documents, keep your medical and flight review current, maintain good log books (both pilot and aircraft), and your ramp check will be a short and not unpleasant experience.

Paul Gretschel ATP MCFI CFII ME

Aviation Safety Inspector

BPPP Instructor

The opinions discussed in this article are strictly those of the writer, who is a BPPP Instructor and FAA Inspector. It does not reflect any policies or opinions of the Federal Aviation Administration

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Fixed Wing to Rotary Wing Transition

When I first started flying, I decided that I would work towards achieving one new rating every year. I was able to accomplish that goal for the first ten years of my flying. I started as a student pilot in 1982. Then progressed to Private, Instrument, Commercial. Multi-engine, CFI, CFII, CFI-ME, ASES, ATP multi, and ATP single by 1993. I had also managed to get my ground instructor ratings: BGI, AGI, IGI.

After my second ATP (SEL), I had run out of practical ideas. I fooled around with the notion of a Multi-engine Seaplane rating, but it didn’t excite me since I almost never have the opportunity to fly seaplanes, let alone twin engine seaplanes. I was introduced to the Master CFI program administered by Sandy and JoAnne Hill with the National Association of Flight Instructors (NAFI). I realized that I qualified to achieve this prestigious award, and I submitted my paperwork and was approved in 2005. I had been working as a part-time CFI since 1986 and progressed to the point that I was flying Beechcraft Bonanzas and Barons almost exclusively. I started administering initial and recurrent training in the wonderful Beechcraft machines for the Beechcraft Pilot Proficiency Program (BPPP).

I was the proprietor of my own non-aviation business since 1978 and was getting ready to sell the business in the spring of 2008. I was considering flying full time as a flight instructor. My life was about to change radically. I couldn’t afford to retire, but I would continue on in my business as a part time employee while exploring the idea of flying full time. I was ready for a challenge. During that time, I had made a new friend, Mr. David Acker. David was a student pilot taking helicopter lessons. David and his wife Maureen had become fascinated with rotary wing flight after a vacation in Africa where they traveled almost exclusively by helicopter. Upon return to the states, they immediately began their journey to earn helicopter ratings.

David piqued my interest in rotary wing flight. I knew nothing about helicopters. To me, helicopter flight was always mysterious and mystical. In my fixed wing world, helicopters were unstable, unreliable, impractical, and dangerous. In 1982, when I was first learning to fly, I had the pleasure of briefly meeting a gentleman named Bob Smyth. Bob was a former Naval fighter pilot, test pilot for Grumman Aerospace, and at that time, working for Gulfstream. I asked him a few naïve questions about learning to fly and flying airplanes. I also asked him if he ever flew helicopters. I still remember his answer: “I will never get into a helicopter unless the place that I am standing is more dangerous than the helicopter.” He was referring to his experience in Viet Nam in the 1960’s. Well, that sealed the deal for me. Helicopters would forever be a no-no.

In the late 1990’s, I was hiking in the Catskill Mountains in New York State. A 20-year-old girl had fallen off a cliff and the police were called. The New York State Troopers showed up in a magnificent helicopter, complete with EMT rescuers. The rescue was unbelievably dramatic! The helicopter was hovering in a canyon and rescuers slid down ropes to attach the injured girl to a stretcher and off they went to a hospital. I was very moved by this experience. I started to think that perhaps helicopters weren’t all that bad.

In early 2008, I still subscribed to the idea that rotary wing flight was too dangerous for anything except military or police missions. But my life was about to change and I needed a challenge. My new friend David was an intelligent, successful, conservative person and his enthusiasm toward rotary winged flight was getting contagious.

I decided to walk over to the helicopter school at my home field (ISP) and see what I could learn. I was immediately greeted by 3 young CFI’s who were filled with ambition and the love of helicopters. We talked for a while, and I decided to schedule a lesson. I had discussed this with my wife and she was supportive. The training would take place in Robinson R-22 helicopters. I had no idea whatsoever how a helicopter flies. Terms like collective, cyclic, hover, and autorotation were familiar but without meaning to me.

Someone had once told me that the most difficult part of flying helicopters was learning to hover. I would make a plan. I decided to commit to ten hours of lessons and if I couldn’t hover by that time, I would discontinue my lessons. If I were able to hover, I would continue on for my private pilot helicopter rating. In retrospect, I see that there was no scientific basis at all to this plan.

To be honest, my first ten hours of helicopter flight were terrifying. The little Robinson scared me. My CFI, Landon Nield was attentive, caring, and talented, but fairly inexperienced. As a 7000 hour CFI myself, I had a pretty good idea regarding what Landon didn’t know.

Hovering is the art of keeping a helicopter about 5 feet off the ground and not moving forward or side-to-side. This is accomplished by the delicate use of collective, cyclic, and anti-torque pedals. The way it is taught is to allow the student to control one item at a time. For instance, the CFI holds collective and cyclic while the student attempts to control the anti-torque pedals to maintain a hover. This procedure is varied until the student can control the helicopter while using all the controls without input from the instructor.

When first learning to hover, all pilots over-control. A fellow Beechcraft instructor, who is also a U.S. Coast Guard helicopter pilot, offered me some advice. He told me that the control inputs during hover are so gentle, that all I needed to do was think about the input on the cyclic, collective and anti-torque pedals. The minute movements on the controls that are applied just by thought were enough to control the aircraft during this maneuver. I understood the lesson and took his advice.

At about the 10-hour mark, Landon took me out and had me practice hover taxiing. A hover taxi is keeping the helicopter at 5 feet AGL with the nose pointed forward, while moving the helicopter in a forward motion. It resembles an airplane taxi, but 5 feet in the air. It was amazing that I was actually able to accomplish this. With some new confidence, I hovered the Robinson that day! I drove home from the airport that same day committed to getting my private pilot rotorcraft helicopter certificate.

Being that my helicopter rating would be an add-on to my current certificate, I was not required to take a written test. This fact did not help me because I became a little lazy in my ground school studying. As I progressed in my training, I was severely lacking in rotary wing knowledge. Aerodynamics were a particular treat! I was exposed to new terms like “the law of conservation of angular momentum” (I love saying that), “translating tendency”, “translational lift”, “transverse flow effect”, and “dissymmetry of lift.”

I decided that I would need to go back to basics if I was going to learn about rotary wing flight. I went out and bought a pack of index cards and I started writing out all my helicopter information and aerodynamics on these cards. I also started to study with my friends, David and Maureen on a weekly basis. Wherever I traveled, I brought my index cards. Within a month or two, I was feeling more confident about my ground school knowledge.

As I progressed with my training, I learned that the art of hovering was not the most difficult part of helicopter flight. EVERYTHING was difficult. The practical test consists of maneuvers much different than fixed-wing flight. Some of these maneuvers consist of:

• auto rotations—straight-in and with 180 degree turns
• slope landings
• hover auto rotations
• quick stops
• confined area approaches and departures
• settling with power demonstrations (also called vortex ring state)

At 60 years of age and with over 7000 hours of fixed-wing experience, mastering rotary wing flight did not come easy to me. I struggled with each task, but I was making progress, albeit slowly. I completed my 10 hours of solo flight and actually saw a completion date for my practical test somewhere in my future.

When I was about ¾’s through my training, my friend David offered his 2008 Robinson R-44 for me to finish my training. Although I had to re-learn a number of things due to the different, larger ship, it was an absolute pleasure. The R-44 has hydraulic controls, a fuel injected engine with much more power than the R-22, and is quite a bit more stable. David’s R-44 had better instrumentation, a Garmin 530 w, and air conditioning. I died and went to helicopter heaven.

At that time, it was necessary for me to change flight instructors because David’s instructor was the only CFI approved on the insurance policy. Timing was perfect because my instructor Landon was just hired to fly Astar helicopters in Las Vegas for sightseers. Landon moved out to Las Vegas, and I had a new helicopter and a new CFI.

Eighteen months after I started helicopter lessons, I flew to Trenton NJ (TTN) and took my practical test with Phil Norton, a DPE authorized to administer checkrides in Robinson helicopters. I flew home that evening with Chris my instructor, and a new rating in my wallet. I now had an ATP (ASEL &AMEL), a Commercial (ASES), and a Private Pilot certificate (rotary-helicopter). As an instructor myself, I know that you never want to have interruptions in your training. Unfortunately, I broke that rule. I had four interruptions that all lasted between 4 and 6 weeks each. The price I paid was that it took me a year and a half to complete my training.

It has been an interesting and enlightening journey. I am now a licensed helicopter pilot and extremely proud of my accomplishment. I thank my friends, David and Maureen for their encouragement and support. I thank my two helicopter instructors: Landon Nield and Christoph Reitz for their expertise and patience. I have had the opportunity to meet with and talk to other helicopter pilots and have learned more about the rotary wing mindset. I have a new found respect and admiration for all rotary wing pilots and their missions. My suggestion for anyone remotely interested in helicopters is to take a few hours of helicopter lessons, and experience for yourself what rotary wing flight is all about. The mechanics of flight require two hands and two feet on the controls 95% of the time. However, the thrill of being capable of hovering and maneuvering into and out of confined areas more than makes up for the extra concentration needed to fly a helicopter. Fly safe, have fun!

Paul Gretschel ATP MCFI CFII ME
12.10.2009

Engine Failure During Cruise in a Bonanza

Engine Failure During Cruise in a Bonanza

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During most of my training for private pilot and commercial certificates, the majority of my engine-out training consisted of simulated engine failures in the traffic pattern or below 3000’ AGL. Although an engine failure on takeoff is the most critical, we spend most of our time in cruise and train less for this emergency.

In the FAA publication: Airplane Flying Handbook, they describe and illustrate a recommended procedure for descending from altitude to a forced landing. It consists of a spiral to a key position (usually base leg) and landing. It is my experience that it can be very difficult to judge altitude, airspeed and distance while practicing this maneuver. We have a more complete procedure that I find works better for the average pilot.

When an engine fails in cruise, there are three things to do initially and immediately:
1. Trim for best glide airspeed (usually 100-110 KIAS in Bonanzas)
2. Switch fuel tanks. If your tank ran dry or is contaminated, we can bring the engine back to life.
3. Pick your spot of intended landing

After those items are taken care of, we can try to re-start the engine.
a. Check your mixture, enrichen as necessary
b. Try using your boost pump. If your engine-driven fuel pump has died, high boost will restore fuel flow and get your engine running again. If the engine comes back to life, it will probably run rich and you will need to lean in order to keep the engine running smoothly.
c. Switch magnetos to left and right to see if that can re-start your engine.

If all fails, now take your prop control and pull it all the way aft for the most coarse pitch condition. This gives an astonishing amount of reduced drag and can extend your glide substantially. The important aspect during this situation is to continue flying towards your intended landing spot and maintaining best glide airspeed. Most fatal accidents are a result of allowing the airspeed to deteriorate and the resulting stall/spin. If you keep flying the airplane, it can be survivable even if you fly your Bonanza into a building or terrain. It is never survivable when you stall/spin the plane into the ground.

As you continue towards your landing spot, plan on entering an upwind leg @ 2500’-3000’ AGL. While on upwind, keep the landing spot/runway slightly on your left side so that you can continually keep the spot in sight. While approximately half way down your runway, make a 90-degree crosswind turn to the left. Once your wings are level continue turning another 90-degrees left to downwind. At this point, lower your landing gear.
Your desired touchdown spot should be one-third the way down the runway/landing area. This will help to assure that you don’t undershoot or overshoot your landing spot. When you are abeam this desired spot, you want to be 1500’ AGL. If you find yourself higher or lower, you can immediately adjust your base leg by turning earlier or later. I suggest no flaps until the landing is assured. Once on final, use flaps as necessary (full flaps are preferred if you have enough altitude). Come over the fence at recommended airspeed (usually 85 KIAS) and touchdown smoothly. Following this procedure remarkably simplifies the emergency landing. These procedures more closely follow a “normal” traffic pattern and help us to determine our altitude and distance from the runway/landing spot. Our usual cruise altitudes in Bonanzas are between 5000’ and 9000’ AGL. This gives us enough time to pick a suitable landing spot and maneuver to enter upwind between 2500’ and 3000’ AGL. I suggest practicing this with your CFI and once you are comfortable and have it all committed to memory, you can practice it on your own.

Paul Gretschel BPPP
ATP MCFI CFII ME
10. 2009

Flying the Turbo-normalized Bonanza

Flying the Turbo-normalized Bonanza

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If you have ever considered flying the Tornado Alley Turbo conversion on your Bonanza, I promise you an exciting ride. The Turbo-normalized version of your Bonanza is quite a different bird than it’s normally aspirated cousin. The Tornado Alley version is typically paired with Osborne tip tanks. The tips are necessary because the TN version drinks quite a bit of fuel. Normal fuel capacity in a BE-36 is 74 gallons useable. Osborne tips add an extra 20 gallons per side for a total of 114 gallons.

The Beechcraft machine that I am referring to is an A-36 Bonanza with the turbonormalizer conversion. This is not to be mistaken for a B-36 TC, which is a factory Bonanza with a turbo charger. The 36 TC has a longer wing and a different engine. The Tornado Alley is an STC mod that starts life as a plain vanilla A-36 Bonanza. The turbo-normalized version today is usually paired with the tip tanks, TKS anti-ice system and built-in oxygen. Basic empty weight will increase from approximately 2600 lbs to 2800 lbs. and the C.G. will move about 1 – 2 inches forward. The good news is that the STC allows an increase in gross weight from 3600 lbs to 4000 lbs. The only caveat is that above 3650 lbs, your Bonanza is no longer a utility category, it is now normal category. While operating in normal category, there are a few airspeed changes like reduced Va and approach flap speeds.

There is a phenomenon that we call the low altitude problem (LAP). Takeoff ground roll and climb are seriously degraded, up to 30%. I have noticed that the initial climb rate is somewhat anemic (300-500 fpm) up to 5000 feet density altitude. From that point on, it will climb nicely between 800 and 1000 fpm with 29.6 inches manifold pressure and 2500 rpm all the way to at least 15,000 ft. Fuel burn stays fairly constant through the climb @ 30-35 gph at an airpseed of 120 KIAS. Because of the increased ground roll, we suggest runway lengths of 3500 feet and more for safety. True airpseed @ 50 degrees F lean of peak at that altitude is about 170 knots. At that setting, fuel burn settles in about 15-16 gph.

This is a cross-country airplane. The increased fuel burn and decreased climb rate won’t pay for itself on an 80 -100 nm trip. You need to fly at least two or three hours to see the benefit. Of course, getting higher quicker is payment in itself. With the advantage of increased altitude and oxygen, you can fly above weather and take advantage of increased tailwinds and more comfortable flying.

The TKS de-icing/anti-icing system is available in it’s standard format or it’s known icing version. The only substantial difference between the two is an extra fluid pump (for the glycol solution) and a windshield strip to remove/prevent ice on the windshield. The TKS system, or weeping wing as it is sometimes called, works very well. It can be turned on prior to entering any icing condition (anti-ice mode) or turned on after ice has formed (de-ice mode). Typically, you will have enough fluid for one and one-half hours de-ice or 3 hours anti-ice. Prudence dictates that you should be out of the icing way before you need to shed ice for 3 hours!

Let’s break this down for simplicity sake:

• you put in a turbo-normalizer, tip tanks, TKS weeping wing, and built in oxygen
• your ground roll and low altitude performance decrease
• your initial climb decreases
• your empty weight increases by about 200 lbs
• your gross weight increases by 400 lbs
• now you benefit by an extra 200 lbs useful load
• you burn a lot more fuel in climb
• you can fly higher
• you can get to higher altitudes faster
• better true airspeeds
• you have great ice protection
• increased true airspeed as a result of higher manifold pressures at altitude

All is is available for approximately $100,000.00. For pilots that want/need to get above the weather, fly longer x-c trips, or fly higher in general, this system is wonderful. For the pilot looking to bore holes in the sky, you can probably pass on this option. I was told recently that TKS and Tornado Alley try to work together for you and get your Bonanza back to you in about six weeks turnaround time.


Paul Gretschel, BPPP
Coram, NY
MCFI CFII ME ATP
10.25.2009

Return To Flying After Hiatus

RETURN TO FLYING
AFTER HIATUS
BY PAUL GRETSCHEL, CORAM, NEW YORK

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Ihave the opportunity as a CFI to reacquaint many pilots who decide to return to flying after a lengthy layoff. There are many factors that cause a pilot to stop flying, such as health issues, divorce (from spouses and aircraft partners) and financial downturns. While flying demands clear thinking, the emotional tie to aviation is real. A return to flying can be similar to the process of mending a broken heart.

I have assisted many pilots in getting current after breaks ranging from three months to eight years. When a pilot finally overcomes the obstacle that nixed his or her flying days, that individual usually comes roaring back with an enthusiasm that is palpable. An interruption in your flying for a few months doesn’t usually require a long training syllabus to get current. However, when your layoff is years, it can be a lengthier road back to being a safe and proficient pilot. If you have been out of aviation only from a few months to two years, there is a possibility your flight review (biennial) is still current.

If that is the case, you and your instructor should decide on your training goals beforehand. Once a fight review has expired, however, it is the job of the flight instructor to decide when you’re ready to go solo. I recently flew with a pilot who had been away from flying for two years due to a medical condition. At our first meeting, he wanted to know how long it would take to complete both a flight review and an instrument proficiency check (IPC). I told him truthfully, "I have no idea." Probably not what he wanted to hear, but aviation is no place for fables.

In this case, the pilot needed to tune up his stick-andrudder skills, sharpen communication technique and relearn airspace rules. Given he was in his late 70s and progress was at a slower rate. We concentrated first on visual flying skills. When he is ready to become IFR current and work on his Instrument Proficiency Check, we will work on another syllabus. For most pilots, this process is exciting and fun. It is frustrating for those who have unrealistic expectations. For those pilots who have left aviation for any reason, it would behoove them to continue reading aviation magazines and keep flying with friends to stay in the loop as much as possible.

I suggest Bonanza/Baron owners attend a BPPP clinic ground school. BPPP allows anyone to attend the ground-only portion of our clinics at about half the cost. This course discusses Beechcraft issues and current IFR/airspace and regulatory items. Beyond that, be realistic. Consider your time away from flying and your current age and health. Most importantly, have
a thorough discussion with your flight instructor and ask him/her to explain what your best-and-worst case scenarios might be. Go over your entire syllabus and know what the instructor will expect for you to complete your flight review. Remember that safety comes first! Flying is truly a gift, but we all must work hard to retain our proficiency.

Paul Gretschel flies a Baron out of Islip, New York. He is a BPPP instructor who has been recognized as a Master CFI by the National Association of Flight Instructors and holds ATP and
CFI certificates with multiengine and CFII ratings. Established in 1983, the Beechcraft Pilot Proficiency Program (BPPP) promotes aviation safety and is the most effective model-specific flight training available (www.bppp.org). Initial and recurrent programs are available for Bonanzas, Barons, Travel Airs and Dukes. There is also a Companion Clinic for right-seaters. BPPP has been approved as a recurrent training program by virtually every insurance company in the nation. See BPPP Clinic schedule on pg. 10887.

If you have been out of aviation only from a few months to two years, there is a possibility your
flight review (biennial) is still current. Once a fight review has expired, however, it is the job of
the flight instructor to decide when you’re ready to go solo.

Should I move up to a Baron?

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Should I move up to a Baron?

Frequently BPPP pilots ask the instructors for their opinion on whether they should consider buying/flying a twin. I have a number of stock questions that I ask out of the gate. If the pilot can get through the initial questions, we move on to more detailed questions/responses.

• Will money be an issue? Twins are more expensive to operate than singles. They can be as much as 150% increase over a single; e.g., if you’re spending $ 10,000 per year operating your Bonanza, you can might spend $ 25,000 per year on a Baron.

• Does your flying justify a twin-engine airplane? Are you flying a lot of IFR, over mountains, or night flying? Any one, or combination of the above, could easily justify a twin-engine airplane for your mission.

• Will you fly and train enough to stay proficient in a multi-engine airplane?

• Are you insurable in a multi-engine airplane?

I will say at the outset that as of this writing, the twin market is soft. Due to fuel prices and insecurity in the financial health of the U.S., many Baron owners have put their planes up for sale. The good news is that there are excellent buys out there. To give you an idea, you can purchase a 1970’s vintage 3000 hour TT B-55 with 1000 hour engines and at least one Garmin 530 or 430 for under $150K. I’m talking about a turnkey operation. Perhaps the paint and interior might be a 6 or 7, but a functional, IFR Baron. I’ve recently seen a very sound 1974 BE-55 with an asking price about $120K. This is not an isolated case. Many Baron owners are looking to return to Bonanzas. Some feel that the cost savings justify it; others no long have flight missions that require two engines.

If you decide that the operating costs are not a factor, and your mission calls for a twin, let’s look at your training schedule. It is more difficult to stay competent in a twin because after you complete all the VFR and IFR currency, you need to stay proficient in single engine operations. Engine failures are what usually cause accidents in multi-engine airplanes. An engine failure on takeoff can be handled by a pilot who trains for such an emergency. If you fly a twin, you cannot afford the luxury of getting a flight review once every two years and think that you’re capable. My professional recommendation is a minimum of one BPPP clinic per year and one or two sessions with your local CFI after 6 months.

You will hear many opinions on how much flying you need to stay skillful in a Baron. My recommendation is a minimum of 75-100 hours per year. That’s one and one-half to two hours flying per week. I emphasize that number is a minimum; your personal situation could easily require more time.

As most ABS members already know, the insurance companies frequently call the shots. No matter what the FAA says, the insurance companies have their own requirements. As a CFI I have seen pilots required to first take manufacturers approved initial training (FSI, BPPP, Simcom, etc), then 25 hours dual, and 25 hours solo prior to being insured to carry passengers. Other times I have been asked just to give the pilot a checkout with no minimum time specified. Of course, if you have Baron and/or multi-time in your logbook, it becomes easier to get insurance.

You should always call your insurance agent prior to purchasing an airplane. Sometimes these requirements can be negotiable. One pilot that I fly with was told that he was virtually uninsurable with little multi-engine time. He was purchasing a BE-58 Baron and his insurance agent was very negative. I was able to help this individual get about 20 hours of Baron time in the 60 days prior to his purchase. Miraculously, he was now insurable.

I am a proponent of multi-engine airplanes and strongly recommend Barons to many of my pilots. However, twin engines are not for everyone. A fair amount of soul-searching is in order prior to making the leap. The first time you make an IFR flight at night over water or mountains, you will be very thankful to have an extra engine hanging out on the wing.

paul gretschel

09.28.08

PAUL GRETSCHEL's Master Instructor Renewal (ISP - NY)

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FOR IMMEDIATE RELEASEPaul GRETSCHEL,
Master CFI (Renew: 14Apr08) Coram NYE-mail: Paul@PACKAviation.com Paul Gretschel, a 3-time Master, recently renewed his Master CFI accreditation. Paul is the president and owner of PACK Aviation (http://www.blogger.com/www.PACKAviation.com) at Islip's MacArthur Airport (ISP).
He also serves with the USCG Auxiliary, the Beechcraft Pilot Proficiency Program (BPPP) and is a FAASTeam representative in the FAA's Farmingdale FSDO area. Master Instructors LLC and its Board of Review take pride in announcing a significant aviation accomplishment on the part of Paul Gretschel, owner of PACK Aviation and a resident of Coram, New York. Recently, Paul's accreditation as a Master CFI (Certificated Flight Instructor) was renewed by Master Instructors LLC, the national Master Instructor accrediting authority. He has held this nation professional accreditation continuously since 2005. To help put these achievements in their proper perspective, there are approximately 92,000 CFIs in the United States. Fewer than 700 of them have achieved that distinction thus far. The last 14 national Flight Instructors of the Year were Master CFIs while Paul is one of only 14 New York aviation educators who have earned this prestigious "Master" title. In the words of former FAA Administrator Marion Blakey, "The Master Instructor accreditation singles out the best that the right seat has to offer." The Master Instructor designation is a national accreditation recognized by the FAA that is earned by candidates through a rigorous process of continuing professional activity and peer review. Much like a flight instructor's certificate, it must be renewed biennially. This process parallels the continuing education regimen used by other professionals to enhance their knowledge base while increasing their professionalism. Simply put, the Master Instructor designation is a means by which to identify those outstanding aviation educators, those "Teachers of Flight," who have demonstrated an ongoing commitment to excellence, professional growth, and service to the aviation community. Earning this designation is tantamount to having the words summa cum laude emblazoned on an instructor's certificate. These Masters truly represent the crème de la crème of the aviation education industry! In the near future, the website of SAFE, the Society of Aviation and Flight Educators (http://www.blogger.com/www.SafePilots.org) will publicly recognize these individuals and their noteworthy accomplishments.