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.