 Our next presenter is an FAA operations inspector, he's with the Orlando FISDO, he's a veteran flight instructor with over 22 years of experience in Florida. He has twice received the Orlando CFI of the Year Award. He is a former pilot examiner, he's administered hundreds of flight checks. He's a member of the FAA production studio right here in Lakeland. And he says that he's no longer a single pilot, he's a married pilot. Which probably leads us into his topic today, the single pilot and crew resource management. Let's welcome Mr. Steve Brady. Hello everybody, and welcome for coming to the beautiful sun and fun. I tell you, I don't know if you've been in our facilities before, but we'd like to thank everybody, all the operators. These are volunteers that come here almost seven days a week. And I would put this studio against any commercial entity, Channel 6, Channel 9 or whatever channel. We're very, very fortunate. And also we'd like to welcome all our internet viewers, we're live streaming on the internet. And we'd also like to welcome our aviation training network satellite viewers also. So again, I'd like to thank you for letting me speak. This is a topic that's very near and dear to the administrator, which is cockpit resource management for the single pilot. I know the flyer showed a single pilot IFR, which was a little bit of a mistake, but we are using CRM for the single pilots. As Walt said, I'm working for the Orlando FISDO, but prior to that and nearer and dearer to my heart was the years I spent as a flight instructor doing numerous freelance flight structure activities as well as being picked for several 141 schools to do assistant check instructor duties. My children have literally grown up in this building and I got the best call in the world yesterday while I was upstairs working in the booth and my youngest daughter has called who graduates from college next week and she has called and wants to learn to fly. So I get to do that very soon and they have literally grown up in this building as this building has evolved so has she. Today's topic, CRM. I wasn't too aware of CRM when I came into the FAA and I'd always flown by myself or with somebody else that was not a pilot, so typically I would be in the right seat. And as I did the right seat stuff, you are an observer. You demonstrate, you explain it, you demonstrate it and then you observe the student performing those duties and you don't stress enough cockpit resource management. So when I got into the FAA, automatically I was thrown into the two pilot environment and I'll be honest with you it took me quite a bit of time to learn how to operate in that environment. So I put together this little presentation, it's not going to be as long as some of the former presenters, however it touches on what this inspector's opinion is. I'd like to clarify that, this is not the FAA's opinion, although they concur with some of the things, these are my opinions on what I have seen over the 25 years of doing what I do. And again, thank you for letting me do this for you. I pose a question to people, is general aviation safer than air carrier transportation? Now over the previous five or six days if you've been in here and you've seen some tremendous speakers, John and Martha King, the couple that did the glass cockpit aircraft, and we're going to talk about glass cockpit aircraft a little bit later on because it offers a tremendous amount of additional information for the pilot which makes them have to adhere even closer to a resource environment in the cockpit. What do you guys think? Do you think single pilot general aviation, do you think it's safer than air carrier? What about you sir? Do you think it is? All right, we have a hand that says it's safer, but the answer is, what do you think? Depends on the pilot, okay? The answer is no. And in a moment I'm going to put up the most recent statistic that I could pull off the National Transportation Safety Board, Mr. Lansberg with AOPA and those guys, they spoke about the AOPA Foundation and they keep track of those records too, but the most recent records that I could pull to get what I consider viable numbers is the 2006 NTSB reports. And the answer is no. And if you look at this one I highlighted in yellow, if you look at the air carrier, for scheduled air carrier there was only two fatal accidents, okay, 25 accidents total for almost 20 million hours of flying. Now I've highlighted the one in yellow and I want you to look at it, I'm going to bring it up a little bit because those numbers stand out and these are the numbers that make our administrator scream, 1600 and three general aviation accidents, 316 of those were fatal, 766 fatalities. Now you'll notice the board says 605, that means that some innocent people on the ground were killed and that is where the rubber meets the road with the FAA. Obviously we would like zero fatalities, we would like zero accidents, that number is a work in progress, it's always going to be something that we aspire to achieve, however, is it ever going to happen? Probably not, but we can significantly reduce them. Last October I was sent off to a school to obtain a turbojet type rating and I'll be honest with you it was three weeks of the most horrific torture I've ever gone through. And fortunately the FAA has been very good about training me in the use of CRM but this particular check ride for the type rating was all about CRM, I had a first officer and that person was significant in whether I pass and or have an unsatisfactory result. So about the third day of the class the young man that had been assigned to me, I told him I said if you don't mind I'd like you to arrive here an hour early every day and I'd like you to stay an hour late with me every day because I'm 50 years old and I don't comprehend like you 24 year olds and his words were Roger dude I'll be here. So you got to appreciate that youth and in the end he was very instrumental in my success and I would like to feel that I was instrumental in his success. Back to those numbers that's incredible isn't it? Now you saw some of the statistics the other day if you were fortunate enough to be in here for some of these great seminars that you're the most unsafe thing about general aviation is typically the drive to the airport however why is air carrier so much safer? So we pondered that and I really started doing some studying on the situation and we asked why? Why do you think that air carrier and I know you're a former air carrier pilot why is air carrier safer than GA? Why do the numbers indicate that? More training he says what do you think? More resources. Gentlemen that just arrived what we're talking about is single pilot resources and why the air carriers have such as more significant safety factor. So this gentleman said more training I agree and this gentleman said more resources. What I did here I took a snapshot of a level D box and there's no telling but that level D box right there is probably in the excess of $20 million. And the type of training that can be conducted in that type of box is just incredible okay. That box they can do type ratings there's a phenomenal amount of testing and checking that can be done and then the advanced emergency training that can be done in that box things you would never dream of doing in the airplane and we'll talk about my experience in a little bit. That was just one of the things that piqued our interest on why single pilot is more dangerous and of course in that box you rely heavily upon the person seated beside you either when you're in the right seat you depend on the person in the left seat the left seat depends on the person in the right seat. So I got a little deeper into that and as an inspector I have the I'm very fortunate in that I get to go around to a lot of training centers the CFR part 142 training centers and they employ a level of instructor that is commensurate with what I consider a higher power than the FAA and that is the almighty insurance company. Insurance dictates how safe you need to be in your airplane because if you're not they'll price you out of the market and you'll never be able to fly. In the box and by the way that's the picture of the box that was my torture chamber for about two weeks. In the box you can practice multiple emergencies you can shoot every approach down to absolute minimums and you get a chance to evaluate and practice your crew resource opportunities. Now let's talk about low minimum approaches as an instrument instructor when I decided to get my instrument ready I went around to the local FBOs and I was very fortunate I belonged to an aero club and I asked every instructor will you teach me in the clouds and it was astounding most of them said no but occasionally one of our former DPEs he said I will be more than happy to teach you in the clouds and I said well that's good I have more time than I have money so if it takes a long time I can save up for the training but I would like to do it all in the clouds and we started doing that and I'll tell you there's no difference between a hood or a view limiting device and being in the actual clouds. Also it became very apparent to me when I became an instructor I wanted to teach my students in the clouds and a lot of them I checked with other instructors CF double eyes who held the rating for instrument airplane that had never taught in the clouds ever. They had always been what I call a hood pilot and when I look back on that in reality they should get a limitation able to teach with a view limiting device only because it's a different world in the clouds things sound different they feel different as we all learn to fight off those kinesthetic senses and I later learned that for instrument approaches most people were only teaching about 75% of an approach in an instrument approach there's typically four parts the initial the intermediate the final and then most importantly the missed approach if you're not having the thought process to plan that approach all the way to the missed with the option being to land you really shortcut yourself on a significant safety factor notice yesterday in some of the seminars they talked about C fit control flight into terrain when the aircraft breaks out from the instrument conditions and they're in a normal position to land people still crash the airplane sometimes because they artificially destabilize the approach practicing in the box or in the clouds or when you go I have observed as an inspector I've actually got to observe instrument proficiency checks and once I got the instructor off to the side I go you really didn't give the guy or gal a fair shake because you never took them down to an actual DH so if an approach is four parts and you do an approach to an MDA let's say of 800 for a non precision approach and they go missed at 800 you that qualifies for that approach but if you're shooting an ILS an ILS terminates at 200 AGL and the tower says 5 3 1 2 5 terminate approach please in turn left heading 270 can you give them credit for that well you can give them credit for the hood time but not for the approach because you've cheated that person out of the real training in the box we take every approach to minimums and we take them to the minimum RVR required and I as a DPE I was very astounded at how many applicants never heard the word RVR they had heard it but they really didn't know what it meant now in the 135 air carrier world excuse me RVR is controlling runway visual range for people that that don't know what RVR stands for and it's a it's a range that the visibility is from the approach angle and a half mile RVR is very disconcerting for the pilot you might be right on the glide slope needle centered and if you're a single pilot you're having to do two things you're really having to fly the stabilized approach and be the eyes outside with a crew the captain's down he's driving the bus and the first officer is outside and it's the best thing in the world here airport inside or airport lights inside at 12 o'clock captain all right Roger I'm down once that once those verbiages is comes through your headset number one it's a little bit of a relief number two let you go down to another hundred feet which might get you in also for the single pilot who's doing his own crew real resource management he or she needs to say to themselves DH airport not in sight I'm I'm missing my approach and that miss needs to be committed to memory in a crew resource environment you have that guy calling it and it's real easy because we always have an agreement don't let me do anything stupid Bill Roger Steve I won't let you do anything stupid you don't let me do anything likewise and that's a very good thing and that's why airlines are safe again they're safe for several reasons they can practice a plethora of emergencies and they can practice their crew resource I do a lot of enrouting as an inspector enrouting is where we get in the cockpit of the airplane and travel from point A to point B with them most recently I went from consent excuse me Orlando to Dallas and got to watch the crew resource in action and I just take notes and at the end of the flight we can talk about it with a crew and I always learn something and typically they do too and I think everybody in aviation is a student of the game some of the other reasons I put in here was that commercial operators they typically fly every day or their abouts general aviation again especially with these new times of the fuel price being out of the out of the ceiling more people out of work hopefully will never have an aviation landing fees and stuff again my opinion because I think it would be probably one of the last stakes in the heart of general aviation but general aviation is typically more recreational and we probably don't train as intense as we should and I get to sit in on flight reviews occasionally so that I can fulfill some 61 requirements in my surveillance as an inspector but even as a as a former pilot examiner and instructor that instructed in the local area I didn't see the level that I see now in fact I was probably guilty myself of I know John I've known him for years we're going to go do the hundred dollar hamburger the wings program was put into place to kind of for that a little bit so by asking that question how often do you fly or more importantly how often do you train we open up kind of the inner sanctum and say it's a self gauging question when you do the flight review and as I started getting better at doing them sometimes I might take two and three lessons to get the flight review see that you're dictated by a practical test when you do a check ride that it's either satisfactory or unsatisfactory but on a flight review you simply refrain from endorsing and it's hard to tell your friends say John I've known you a long time you fly pretty good but you're really not too up to speed on your airspace or you really couldn't tell me what a notum is and I'll be honest with you I put notums in red because I travel the circuit with a group of inspectors occasionally one of them is one of our retiring inspectors Bill Holstein and we do what's called the CFI Roadshow and one of the gentlemen that accompanies us is Steve Rutman he's one of the guys at Orlando International and Steve is a phenomenal speaker and he's very knowledgeable about notams and stuff and when he publishes a notam up on the board you almost have to have a law degree from Berkeley to read it and so AOPA as well as the FAA they publish on these sites now easier ways to read notams but invariably you'll ask somebody about a notam on a flight review and they won't know and I tell you I was asked about one I get used to the ones locally I get used to the Disney notam the TFR for Disney I get used to the one when the shuttle goes off but here I was out in Dallas and had to read a Dallas notam with the pressure of a check ride looming over my head so wow I had to get I had to get busy with it graphic TFRs are pretty easy to see but the published notams like the FDC notams and stuff like that they require a greater amount of awareness I ask can you read a notam when's the last time you read one when's the last time somebody gave you a notam to read on a flight review and these are all part of things that make CRM safer for general aviation because yes sir absolutely alright what his question was ladies and gentlemen was and for you people that are watching on the streaming video is is there ever going to be a point in time where the notams and all types of publications are in plain English and that's a great question on a lot of the sites you go to right now some of the commercial applications WSI do lots of stuff like that they have a link where you can click that says English version but no tams I'm here to tell you even in plain language it is hard to read you almost have to take a plotter you almost have to take a measuring stick and plot or take a sectional and plot the actual locations so that you can see the locations and I urge you to go to FAA websites there are what's called customer feedback and and also I urge you to go to www.fasafety.gov because their eyes and ears watching that and those are the types of verbiage and feedback that they need to go to Washington I agree it should be a lot simpler in a lot simpler format also people that have a lot of these new modern avionics they get very complacent and where they're at and where their little cross air show the aircraft to be in it in a case of it in what we call a pilot deviation where you've had a incursion into airspace that you were not authorized to go to well I had a G 1000 I've heard it a hundred times it doesn't that dog doesn't hunt with the enforcement however if it was in plain language you would make it a lot easier and I highly encourage you to voice that on customer feedback part of the problem today I see as preparation in a little bit later in the program you're going to see where an inspector and I he's a good friend of mine he was a pilot examiner for years and he's also one of our production people we did a we did a reenactment and you're going to see I'm really cutting up but I'm this is based on a true I was at an airport down in South Florida and I walked up on a guy getting ready to go for a flight and I just asked him a couple questions we were in a pair of jeans looking looking very non-fed and I just asked the guy a few questions and he was blasting off on a trip and you'll see the reenactment it's kind of funny but he wasn't prepared in preparation is everything see at the airline level i.e. the the captain and his first officer they arrived the weather's already published for them it's all printed out on a printout the airplanes with the exception of the pre-flight walk around the airplanes been maintenance released they already know the passenger configuration with the exception of the last few baby strollers or stuff like that so a lot of their preparation work is done most recently I got on an airline and I was there an hour before they got there and I just watched how they prepare simply so that I could be better prepared to talk to you guys today about this first officer was run a little late he jumped on board grabbed a flashlight and goes I'm going to start the walk around I go Roger I'll be right behind you footstep first now I had already got on board and read the maintenance for the previous day's maintenance and the previous release for that aircraft from the flight it just landed he never read it off we went walking around the airplane and I'd already read what they had done to it in the shop between the last white and the last white so I never said anything and we blasted off we flew later after the flight I asked him I said is that your company procedure and he goes well I'm gonna be honest with you I was a little bit late I said I understand I said but opening that book up and looking at some of the last up that airplane could have been not returned to service and then and if it had been I would not have flown trust me I would not have become part of that little deal but anyway he did and he took the criticism very professionally and and we went about it so that particular day your tax dollars paid me for what I'm supposed to be doing and that's be looking out for you but for general aviation do we prepare enough and my little video which is a 100% reenactment of what happened you will see that we don't do we assess the risk earlier you heard some if you were here the last several days you heard a lot of people talking about how they assess risk and what they do to risk management and it's another area I think general aviation falls short you saw the I'm safe the illness the medical the stress and all that the fatigue however there's a lot more things involved with it are we current now just because we have a current flight review in our logbook we might not have flown since those six months one of the problems I see is you get a check right on check right day your nerves are up you take the check right by God hopefully I pass you pass and that's about the best we're going to see it for the next who we don't get to see again until another rating and or an instructor gets to see him and it's a it's a tough job for the instructor because we already talked about John giving his buddy Bill a check right or a flight review so a lot of times we don't assess the risk the weather is going to be marginal or we're going to be able to make it so having said that it's something we need to slow down and take a look at and look at the big picture our skills and I'm gonna tell you I've been in the FA and I'm coming up on six years and five and a half years ago which was I was brand new in the FA six months into it I was a good pilot I flew all the time I struck it every day in fact it's hard to believe I am a married pilot versus a single pilot because my other two wives didn't like that I flew all the time I flew all the time and I was a skilled pilot today my skills are way below what they were back then because I flew all the time so part of my risk is is I know that I know what my skills are the FA has a program called 4040 and what we do is I I'm I am current right now in a single engine retractable I'm current in a single tailwheel I'm current in a twin turbine and I'm current in Learjet but am I the best guy out there no way I aspire to be but I know that my risk is a little bit higher than most because of the skill level inspectors don't fly as much as this the everyday guy again it's a self-evaluation how are your skills does this remind of anybody you know okay again so we've got the airlines that are training dutifully training they have recurrent training requalification training if they need it if they bust a ride they have to redo that portion of that ride here in the 61 world it's not as stringent so that probably accounts a little bit for some of the general aviation higher fatal all right you're gonna see a little video that I did and I am not kidding you that 15 minutes before we took that still shot that is going to turn into a video there was not a cloud in the sky not one cloud existed in that sky of course this is Florida and is that humidity builds and the sun comes up and we get this uneven heating of the Earth's surface wow so here let's see what we can get here I'm not getting any mouse stand by I just did a panning shot and again another inspector and I put this together it's a this will be a total reenactment of what I saw at this airport as I was bipping around in a pair of blue jeans not even looking like an inspector within five minutes the clouds are already turning into cues and they would with rapid vertical development now the direction of flight is exactly right that direction if you'll see underneath that cloud right there that's the direction of flight and it's from that point on when we did a little reenactment I think you'll find it funny volume on the computer hey it looks like you're getting ready to go now yes sir did you check the weather no need to check the weather no need to check the weather but did you look did you look over there look we have a lot of that's just the way the guy's loathing over there going to stuff in the front yeah you know it's it's summer time in Florida so it's every day like that every day in Florida like that I'll fly right up to it, if it doesn't look right I'll just pick it up in the version or I'll go land you hear what he said he said I'll fly right up to it if I don't like it I'll just go somewhere else there's plenty of places to land in Florida this is what the guy told me I wrote it all down we were coming back in our G car and I said I'm we're scripting this because I got to play this for the people this is why general aviation is not as safe as air carrier air carrier has a plan this guy didn't have a plan I mean it's kind of funny I couldn't believe it when it happened sound on the computer please what what the guy did was load his flight bag the one that keeps his heads that's in with the airport facility directory, some sectional and he was questioning I questioned the guy don't you need that in the cockpit? No I got everything I need I threw it on the seat now that's cockpit resource management see I got all I need I got all I need and that's what the guy told me Roger and your name is I look at his license of medical while I was there and and it was funny I'm thinking is this typical of general aviation because this doesn't occur in the airline and if it does then hopefully inspectors are there to stop that when you're flying single pilot then you are your crew resource management techniques you are everything you're the baggage handler you're the loader you're the pilot you're the weatherman and if there's people in that in the airplane that are with you that are non-flying pilots that just are passengers they are depending on you and they're placing their trust in their life and their loved ones in your hands so you have a huge responsibility I'll give you an example about about nine months ago my youngest daughter who graduates in a couple weeks she wanted to go to Georgia to a little runway that the audio guy Lee and I were talking about up in Georgia and it was gonna be a night flight they were gonna get out of school that day about 4 p.m. down in West Palm they were gonna drive to Samford where I keep this airplane and I it was funny because when you take your daughter now you check the weather you check everything I had my plan I had everything I was going IFR there were some storms moving in later that night and of course when they got there I wanted them loaded and gone I wanted to blast off and be gone so I could beat the weather or certainly attempt the weather without them in the aircraft which is what a dad does especially one that has a lot of hours flying the problem with a lot of hours is as everybody feels that they are invincible with a lot of hours and and myself included with a lot of hours what ends up happening is as you think well I've been there done that got that t-shirt I know I've got a good plan this airplane did have weather avoidance equipment in it which is a wonderful tool to have and so they arrived and sure enough here's her and four of her friends from school but she didn't tell me they were the football team my god they were they huge and I and they all had these big duffel bags so now I had to weigh everything and we ended up putting a lot of the stuff in her trunk and leaving it they were going on a whitewater rafting trip up in Georgia and I was going to drop them off and then they were going to come back with some friends of theirs in a car all right so problem one of the chain of accidents was overloaded I had to unload and now we're blasting off late so now I'm not sticking to my plan first for crew resource management because now I'm the first officer and I'm the loading guy I am the pilot and now I'm running late so we blasted off and pretty uneventful you know airplane as we you know flies it flew very well because it's nice and heavy a lot of mass but the airport wanted to give me an intersection takeoff okay intersection takeoff wonderful because I am running late anyway that'll save a good 10 minutes I took it step two wrong okay I remember going down the runway and I airplane was accelerating a little slower because it was hot and down the runway we go airspeed is finally alive you know now you're going if you have a crew the guy goes airspeed alive captain Roger I see airspeed alive rotate captain well now you're doing that all yourself so now you're a little farther behind the aircraft we got airborne and flew over the clearway and I thought wow if we lost a motor at this point in time right here I don't have any runway left I compromised ourselves a little bit right there okay but the hours that I have all those hours made me safer right wrong the only hour that matters to a pilot is the next hour you can have nine million hours in your log book it's the next hour that'll kill you because the ones in your log book aren't going to hurt you so we have to park that bag of ego and put it away because it's the next hour that'll hurt you so what should I have done you know enlist the services of ground personnel I should have talked to a pilot coming in hey would you come in from the northwest which is what the direction I was going what's the weather you see flight service station I had called earlier in the day from the fizz dough I called him from my desk and said okay I'd like to file IFR that way that part of the portion had been done but I didn't update it when I got there see the mindset that's what I'm talking about airline when they show up automatically have it on a printout waiting right there for him somebody does it for them another reason they're safer I did check my internet provider I checked it right up for the time I got in the car and drove up there however I didn't check the local pilots knowledge there was nobody around and I was in a hurry and I wasn't going to talk to him anyway I was gone I did talk to ATC so those are some of the resources that you can use nobody can tell you how to develop your own CRM methods you need to develop your own when I take my wife with me she's not she's not a flyer my other wife was a flyer I could hand her the duties my wife Michelle however likes to get there where we're going go shopping or get those little glasses with an umbrella in it and we have a good time okay and I think that's a wonderful thing but when that occurs you have to put your mind set back into the CRM that you are the first officer and the captain the baggage handler and everything so everybody is placing their onus back on you checklist coordination in a crew resource environment you can even take a non-flying pilot say we're going to start right here at the pre-flight or the pre lineup briefing I'd like you to take your finger and and work your way down and if you don't mind you can either storm on your side or hand them back to me and I will stow them in a minute you'll see a little video we did with the with the other inspector on what we're kind of looking for instrumentation monitoring you heard the other speakers in the last few days talk about these wonderful G 1000s glass cockpits in the industry you'll hear talk about fits training you know FAA and industry training standards that are set up for these glass cockpits we call them TAA for for technically advanced aircraft trust me you fly one of those and get back in a steam gauge airplane it takes a while to get the scan back your scan the old six-pack scan where you look at the altimeter and you look at the airspeed you go to the attitude indicator as an inspector what I do sometimes I take a little laser pointer with me and I will point at the airspeed indicator and it'll be sometimes two three minutes and I go hey look at that red dot on the airspeed indicator I know it's been there three minutes that tells me they have a glass scan and not a six-pack scan okay and we work on that instrumentation monitoring is ever important especially an IMC single pilot single engine IFR by yourself at night is a taxing bit of information input input input gathering and that's why I put eyes and ears because now everything needs to be open and everything needs to be working you can't have stress you can't have baggage from home you can't have baggage from work you got to get from me to be safely again it's not happening in general aviation has indicated by our fatal accident rate you know corporate aviation and an air transportation in the air carrier world is enjoying one of its safest records ever on the other hand GA is not and we you and I everybody here the satellite viewing audience and the internet audience everybody has to pitch in and help this is my buddy he's my assistant he was my mentor for years he's a former pilot examiner also and we put this together the other day audio on the computer please and here we go now folks we are in the cockpit the key to single pilot operation or the successful single pilot operation is cockpit okay you really need to take your time and think through exactly how you're going to lay everything in the cockpit so is within easy reach of you and does not create any additional stress when you're flying one of the first things that I do is I want to know where my normal checklist is like this one in this particular case I have it in this pocket right here easy accessible in addition to the normal procedures checklist I also want to have access to the emergency checklist which I hope I never have to use but if I do I know exactly where is that and I keep it handy right in this pocket the next thing that I want to make sure that I have is a a knee pad of any kind something is like a portable desk it helps you to write things make sure you have plenty of paper and any pens or pencils maybe have at least two or three because if you lose one pen or a pencil you don't want to be searching around in the cockpit you can just go ahead and grab another one so that would be a good tip for you to do now if you are flying I far which is when the stakes are really up I strongly suggest that you have one of this for flight organizers you can have any kind it doesn't necessarily which one but at least it keeps you organized in this case for instance we have the departure airport which is right here the next thing would be our destination in other words is just organizing that fashion if we get to the destination and we can't and do an approach what do we do we go to the alternate and it's laid out right here for us and you can have any other approaches that you may want to have here in the back something that you already planned and something that is easy for you to access now where do I want this probably right here on the right seat easy accessible to me next if I'm flying I far of course I want to have my I far charts which I don't want them like this I want the chart to be folded exactly where my route is I want to know at a glance exactly where I am and how do I get there where do I keep this again I'm gonna keep it right here in the right on the right seat and last but not least it is the VFR part even if you're flying I far attention to that even if you're IFR a VFR chart that you have a VFR chart with you because if the battery goes and your radios goes the only thing you have you can't tell you is the VFR it's got all the features it tells you what the powers are the IFR chart does not tell us you those things so this is probably the most valuable chart in our business regardless of IFR weather or VFR weather and going back to IFR I want to point something out to you if you have the means to set anything kind of clamp or anything on your yoke or anywhere in the airplane that it will not be in your way where you will have access to see your approach plate by all means do it and remember once you get into the cockpit single pilot you are here by yourself there is nobody else right here that could help you we have a lot of help outside of the cockpit that we can use and that is the concept of CRM so one of the things if you know that the cockpit has been taken care of then suggesting ideas or help from the outside world becomes a lot easier okay what he's talking about here is is getting prepared how many times you ever been IFR and you reach down to get something that falls below the seat we all know that vertigo is greatly enhanced by the head down movement in raising the head rapidly I've had it a hundred times I highly suggest in these in a complex aircraft or an aircraft that has a wing level or autopilot if you must go down to get a document and or a pencil or something let the autopilot fly the airplane we call it let George fly and let George fly the plane until you get that piece of information that you need with you as I walk around airports I love and I'm nosy I like to look in aircraft and I'll see wires hanging across the airplane there'll be cigarette lighter wires GPS is bolted on here and here and folks you're setting yourself up you're setting yourself up you need some sort of organization in the cockpit you would never see anything in the air carrier world like that now having said that Diego is very correct with that VFR chart and you don't see that in air carrier world always ask them do you have the backup and they do have it it's down in the bag but a lot of things you're going to hear about in the future is going to be talking about these glass cockpits they you'll hear the verbiage electronic flight bag okay electronic flight bag means you have the airport diagram you have the charts and you have everything electronically available checklists for the airplane however the FAA still requires a paper backup okay so I suggest having that have it readily accessible certainly if you're single pilot okay you don't have a first officer you don't have the luxury of asking hey John grab that for me you see what I'm saying so establish your own method if you're solo in the cockpit having your cockpit well organized and a plan of action takes one of the biggest accident makers in my opinion away from you because you already have a plan if you don't have a plan remember that enactment I did earlier that guy didn't have a plan he was going to fly right up to it instead of it didn't look that he goes somewhere else that's a good plan in it and again that's one of the reasons and I see people looking at each other like well I've done that we've all done it but we want to talk about how to prevent we want GA as safe as possible if you have someone else up front you can use them don't be afraid to say hey I've asked my wife hey honey will you read this for me if I ask you when we get ready to do the lineup hold your finger right here on the lineup checklist for me okay she's more than happy to in flying you need to use if you have one use the monitoring pilot if you don't you have to come up with your own methods is a little bitty we did when we don't have another pilot sitting beside it I apologize for this equipment this computer up here is a little bit slower especially with respect to cockpit resource management some of the things we can do are little memory items in a crew concept environment if they tell you to climb and maintain 16,000 the first officer or the other the pilot can set 16,000 the pre-select hold his finger there and then the pilot flying can say I see 16,000 you don't have that luxury when you're a single pilot so some of the things you can use in your cockpit or a secondary VOR for example they said sir took a five three two seven Mike climb and maintain six thousand you can reach over here on your number two VOR and set six as a personal reminder for six thousand what we're talking about is using the secondary VOR so they say climb and maintain six thousand you can dial six in it for the memory device as well as on your board in a crew resource environment the pilot the pilot set it hold this thing this is just some of the things you can do there's an advisory circular out put out by the FAA one of the one of the one of our Achilles heels right now is these runway incursions and you probably if you were fortunate to be here the other day and meet the FAA you heard some of the people talking from the southern region we have a huge number of pilot deviations and myself as an inspector I I have the unfortunate task of doing a lot of these and doing a lot of the paperwork and they drive me nuts because it just shows an incredible poor planning on the pilots this advisory circular I suggest getting it you can get them Google it or you can go online to FAA.gov it talks about the procedures especially for taxing an aircraft while single pilot and a lot of it is a fact of taking out the airport diagram you'll notice I put the cursor back when Diego was doing this thing and again I apologize for the equipment but I put the cursor right on the airport diagram we keep that on our new board at all times and we brief the taxi in other words we're here at point a they told us a taxi taxiway alpha down the taxiway Bravo cross three six left and whole short of Charlie somebody needs to take their finger and point out where they're going and plot it and even if there's nobody else in airplane verbalize it to yourself because if you do that then you have at least looked at it and if there's ever any question once you start did they say right on Bravo or left on Bravo stop the aircraft in contact ground control get further clarification before you move on and have a moving violation of the FAA type okay so I highly suggest looking at that advisory structure okay as you can see if you utilize your resources all we're talking about is reducing the risk okay and we can get those numbers down and we can show Washington that GA can be safe because it's the kind of people that don't like GA that are going to take those numbers and say it's unsafe anyway let's get rid of it and if you love your freedom this is the freest country in the world thank you then you need to be part of this program to help make everybody safer so if I say stuff that you like send it on to the next person if I say stuff you don't like add live and do your own but bottom line we need general aviation safe how do we do that air carrier is already demonstrating they are safe safe as they've ever been let's adopt some of their procedures and practices and they do it by using multi-crew so sometimes you're both persons as long as you know that verbalize it bottom line is what we're trying to accomplish is we're trying to change general aviation's culture how do we do that by being more proactive go to seminars take real 6156 flight reviews get a workout it should be no less than a practical test with the exception of it's not pass or fail it's either satisfactory and you get endorsed or you the instructor refrains from endorsing you get a little more training which you probably needed anyway I still do it we need to lower the accident rate we need to lower the fatalities I know glass cock pits and all that are wonderful but they are terrible for getting everybody to what I call the Jefferson syndrome you sit there watching the Jefferson's instead of flying the airplane we've all done it especially when the box is brand new you go pick it up at the avionics shop and man you've got all these new toys to play with that's what they make the computer tutorial for use it at home before you go play it and certainly know how to do IFR with it before you put the airplane in the clouds get a safety pilot and fly all the instrument procedures before you go attempt to do them in the clouds I know I was taking an aircraft to Iceland one time and I had to go to Greenland and it said right on the plate do not fly IFR unless you have flown it previously VFR so what I did is I got another inspector to take me to a simulator and we loaded that and approaching there so I could practice it preparation because I can tell you right now if I hadn't my risk had gone up a good 80% we have to raise the awareness in our confidence we need to be confidence in our confidence in our ability to be a safe pilot again I wanted to put that up there one more time that's unacceptable folks 766 people died in 1996 again that was my most recent statistics through the NTSB 2007 numbers were still being crunched that's too many deaths especially when you go up there and find out that for us air carrier you go to the top line fatalities I see zero okay I think there were two for scheduled carriers that's just an amazing it's a disparity that we need to change the culture of and it's only you that can make a difference okay I'm gonna open this up for a few questions and then we'll call it a rat but I sure thank you for coming and I sure thank the audience that are watching on the internet streaming and I sure thank the audience on the satellite for letting us what I consider make a small difference okay any questions all right then yes Steve I have one thing I can tell you I was riding in the cockpit with Alaska into Juneau and those pilots had a VFR chart with them all away from Los Angeles to Juneau that's awesome because that gives them an option if as Diego said if all else takes a tank on it all tanks you've got that you have a peanut attitude indicator good old basic needle ball airspeed which is another item on the flight review that gets overlooked partial panel flying partial panel flying good old-fashioned needle ball airspeed stick and rudder skills are just about gone because everybody looks at glass if you are instructing in glass every now and reach up there and turn the glass down to nothing to dim the panel so that they can learn needle ball airspeed anything else all right if not thank you so much Steve nicely done thanks Walt and you're right you can make a difference but it's through organization and developing that skill again what was those principles you were talking about recency and exercise yeah all those buzzwords we use as a currency and proficiency have nothing in common you can be current on paper and terrible in the cockpit and if you have somebody signing you off that your buddy you're really cheating yourself and people on the ground can pay the ultimate price and the people in airplane that don't know that you're not proficient pay the price it needs to stop what's the purpose of the POH it's to move the CG toward the aft part right this guy literally in that reenactment put the flight bag with all that stuff up in how do you get to the baggage compartment when you're flying it just doesn't happen and even in the 135 we're all ask them where's your GOM is it easy access where's the emergency procedures so anyway thanks a lot and every one of us can make a difference we can chisel down the big tree with a little chisel we just take little chunks at a time thank you very much you can come up if you want to stay right here we're still on camera this time not be rude okay