The PHAK and the AFH
Someone asked this recently on a FB page for student pilots; what’s the difference between “The Pilot’s Handbook of Aeronautical Knowledge”, or PHAK, and “The Airplane Flying Handbook”, or AFH? It’s a good question. Do you know? These books are complimentary. Each alone is not sufficient.
Generally speaking, the PHAK is ‘the big picture’. It was most recently updated by the FAA in 2016. It’s a broad overview of aviation knowledge that every pilot should know. It actually starts out with the first chapter being titled, ‘An introduction to flying’, appropriately enough. Then chapter 2 continues with Aeronautical Decision Making, or ADM, for short. This is especially important now. ADM is falls into another area called, ‘special emphasis’ items. Decades ago, this was overlooked. But after too many accidents, this has become especially important now, whether flying alone or as part of a crew. Following chapters then address the parts of an airplane, the principles of flight, discusses some basics of aviation weather, airport ops, and aeromedical factors.
On the other hand, the “Airplane Flying Handbook” addresses the fundamentals of flying the airplane, and all that goes with that. Like the PHAK, it too was updated in 2016. Starting with the basics, like ground operations, flight maneuvers, stall spin awareness, and continues on up to transitioning to bigger aircraft, complex aircraft, multi-engine aircraft, tail wheel airplanes, and even to turboprops and jets. And now it also includes LSA, Light Sport Aircraft, at the other extreme.
The material in both of these books, as it applies to single engine airplane operations, is important for a student pilot to know and understand. You don’t have to know about stepping up, or transitioning, as it is properly called, to bigger, complex aircraft yet. Take it one step at a time.
These books represent the FAA’s official policy on things aeronautical, and how an airplane is flown, throughout the phases of flight. These two handbooks compliment the other required training and reference materials that any student pilot will need to learn and understand, in the process of becoming a licensed pilot.
Fly safely,
John Mahany
Pilot weather briefings, VASI out of service, and globe-trotting aviators
On Saturday, April 24, 2021, on AOPA Live, it was reported that the FAA recently issued an Advisory Circular, AC 91-92, that addresses the “Pilot’s Guide to a Preflight Briefing’. With the widespread use of Smartphone’s, devices and online briefings, many pilots now ‘self-brief’. The FAA is addressing this, and this AC provides guidance to pilots on how to properly self-brief and do a proper risk assessment before flight, as well.
For more information CLICK HERE
On Sunday, May 2, I flew to Corona Mun. Airport (KAJO) for low-priced avgas. When I was on final approach to runway (R/W) 25, I saw that the VASI was out of service. That’s strange, I thought. I later called the airport manager and left a message. He replied by text; “…Hey John, I got your voicemail regarding the VASI and I did notice that they were not operational this morning and I had called that in. Thank you and we do appreciate your diligence and reporting it.
Curtis Showalter Airport Administrator”
Lesson: IF you fly into a non-towered airport and notice something wrong, please call the airport manager and tell him or her so they can take corrective action. I found the number on airnav.com.
Finally, a shout out to two intrepid, globe-trotting aviators, Adrian Eichhorn and Shinji Maeda, who on May 5, in each of their Beech Bonanza’s, took off from AOPA headquarters in Frederick, MD (KFDK). They were on respective record-setting flights. Adrian’s route was up north and over Canada to the North Pole, which he orbited, before proceeding to land in Fairbanks, AK. Shinji, who is the first Japanese, one-eyed pilot, and who is a US citizen, proceeded north and east, towards the North Atlantic and Europe, and is flying around the world, with many stops. His goal? Raise awareness of what you can achieve and inspire others to do the same. Do not let ‘limitations’ hold you back. Impressive! https://www.lightspeedaviation.com/polar-flight-2021/
The New CFI Corner
Welcome to my blog! Last year, on April 30, 2020, I was suddenly informed that my services as classroom and simulator instructor were no longer needed! I was initially surprised but quickly figured it out. My boss, the Center Manager at a large FAR 142 Learning Center, thanked me for my service (teaching pilots to fly jets, the Cessna Citation 2&5), and, told me that unfortunately, he had to let me go. I was one of many being cut. A corporate decision, made at headquarters, not his decision. ‘Separated’ is the word he used. Not terminated, not furloughed. Separated. Ok. A corporate, legal thing. I could reapply at some future date, whenever they start hiring again.
Looking back, due to the rapidly growing global pandemic that was suddenly affecting ALL of us, in 2020, in ways that we could not yet imagine. I was one of many victims of this. As a result, the FAA had implemented a new rule, last March, that extended the annual training requirements for pilot ‘currency’, as it’s called, for Part 91 pilots (corporate, not-for-hire), for an additional 90 days. But not for Part 121 (airline) or Part 135 (charter) pilots. So, many clients were cancelling or postponing their required training, for 90 days, or longer. Suddenly we had too many instructors, along with other support staff. I was one of them. Many staff at other Learning Centers were also let go.
What a year. For all of us. Was this the perfect storm? Who among us was ready for this? I sure wasn’t. Retirement? Hell no! I’m not ready for that. Who can afford to retire? I can’t. Besides, I have an expensive hobby, owning and flying an airplane! Also, I have way too much energy to retire! And retire to what?? I’m NOT slowing down. I’m STILL in the game. Flying airplanes and all that goes with that. Adventure, and more!
Fast forward. One year later. What a year it’s been. Many pilots out of work. Few jobs. And reaching age ‘65’ as well. I’m adapting. Working on reinventing myself in the process; learning new skills; many new skills required by technology and a constantly evolving aviation environment. The marketplace is changing, rapidly. And it’s suddenly very challenging, too, even for jobs as a contract pilot and instructor.
Let me explain. The aviation insurance underwriters have raised the ‘experience’ bar significantly, to provide required coverage to a pilot or CFI. It’s now VERY specific, meaning airplane specific. How much experience do you have in a particular make/model airplane? Over the years, I have been fortunate to have the opportunity to fly many different makes and models of aircraft, but sometimes for only a few hours. Maybe 1 – 10 hours, or up to 20, but less than 25 – 50 hours, depending on what a client needed, or other circumstances. So, now I’m well short of the insurance required 25 or 50 hours in some aircraft, through no fault of my own. And more insurance questions like, when was your last ‘recurrent simulator check-ride’? And, in some cases, in which simulator was the check-ride in? Really.
This is due to recent accidents and insurance claims, especially the two Boeing 737 Max accidents in 2018 and 2019. Suddenly, I don’t have the necessary experience! After decades of flying. This was quite a surprise! The FAA says you are competent, proficient, and ‘fit’ to fly (satisfactory performance on a check-ride), and either re-qualifies you, or issues new pilot certificates and ratings, but the insurance companies write the checks after an accident, so they call the shots on this.
So, what do I need to do, to both catch up, and keep up? Get back in the books and take online courses. And Zoom webinars. There is an explosion of new technology. Learn the new technology, review as needed, and all that goes with that. How far we’ve come. The pace of change only accelerates.
That brings me to this blog. CFI Corner. I’ve been kicking the idea around for a while. Now seems to be a good time. It’s a way for me to contribute my ‘2 cents’ to aviation safety, to hopefully make a difference, and provide a service to the general aviation community. I’ve seen a lot over the four decades that I’ve been a CFI.
I am curious by nature, and have many interests in aviation, so I will probably discuss several topics, not just one. One big area of interest for me is weather. How many pilots don’t understand aviation weather well enough? Too many. Weather-related accidents continue to occur. I will be commenting on other topics, issues and industry trends, as well my own adventures, flying other aircraft or my Cessna 150, shown in the picture above.
And yes, of course, I’m still learning! It never ends. In fact, as I write this, I am going through my own CFI renewal, due by June 30, via an online course. It’s required every two years for flight instructors, like many other educators.
So, hopefully, I will pose the right questions and get pilots to think. What can be learned from a particular accident? What trends are we seeing? How has the new ACS (airman certification standards) changed flight training, for example? I’m admittedly ‘old school’, having learned to fly in the last century, ‘BC’ as I sometimes tell people who ask. Not that ‘BC’. Rather, ‘before computers’ and ‘before cell phones!’; that ‘BC’
As often as I have something to say, I’ll post it. Hopefully at least monthly. I welcome your comments. There is a learning curve with this, like everything. Let’s see what happens.
Fly safely!
John Mahany
ATP/MCFI
CE500, LR-JET
johnmahanycfi@gmail.com
Learjet SIC Type Rating
Opportunity Knocks for my Learjet SIC Type Rating
On Tuesday, May 12, 2020, I drove 6 ½ hours north from Long Beach, up through the San Joaquin Valley to Sacramento, California, for the opportunity to fly a Lear 35 and earn my Learjet SIC Type Rating! I have been wanting to fly a Learjet for a long time, going back to when I started flying, 42 years ago. This has been a dream for decades! I simply never had the opportunity.
I have always admired the sleek design of the Lear, with its’ long pointy nose and the tip tanks, for fuel. And, Learjet performance is legendary! I’ve not seen anything climb like a Lear, when it points skyward after takeoff, except for military tactical aircraft. The initial climb rate is typically more than 5,000’ feet per minute, or higher! Just incredible!
I was able to arrange this through a client whom I had met and worked with at work, last fall. Ironically, I recently lost my job. And now, two weeks later, the opportunity was here! The irony of the timing did not escape me. My client, John, flies this privately-owned Lear 35A, for an individual. He was able to arrange for this short training flight. So, shortly after finally arriving at McClennan Airport (KMCC) in Sacramento, at the FBO, at about 6:40 pm, I met John. We chatted briefly, then headed straight for the airplane.
Flying the Lear 35
There was a very brief explanation of what we’d be doing, but nothing like the simulator briefings I am used to, which could take an hour. When we got to the airplane, John explained how to carefully step up and into the cockpit, where to put my feet, getting into the co-pilot seat, because it is a very small cockpit. He also directed me to remove my iPhone holster from my belt. It could be a distraction. No time for pictures on this flight. That would be later.
Once situated, John had me run the Before Start Checklist, and then he started engines, explaining as he went. This was my first time in a Learjet cockpit. After engine start, we taxied to runway 16 Left for takeoff, announcing our position on the Unicom. Interestingly, KMCC is not a tower-controlled airport, even though there is a control tower, but it was not in operation. I was quite surprised to hear that. But there was very little traffic, probably because it was early in the evening, approaching 7pm.
As we approached runway 16 Left for takeoff, John properly briefed me on what to expect. It was the usual, ‘standard’ pilots before takeoff ‘briefing’. IF the engine fails, etc. He also explained that he would make the first take off, so I could watch.
That was a smart move. When you add power in a Lear, things begin to happen FAST!! As he moved the thrust levers forward, the engines spooled up, and he held the brakes. Finally, at a reduced takeoff power, he released the brakes and the jet immediately surged forward down the runway, accelerating and pushing me back in my seat! In what was seemingly only seconds later, I called ‘V1’ and ‘rotate’, and he pulled back on the yoke, pitching up to 9 and then 15 degrees and we were airborne and CLIMBING!! The VSI kept increasing until it was showing about 8,500’ feet per minute on my side. Closer to 10,000’ feet per minute on his side. That’s climbing 2 miles a minute!! And, we were accelerating through 200 knots in the climb! Awesome!!
He ‘gave’ me the controls during the climb, and I put both hands on the yoke. It has a very SOLID, firm feel to it!! It felt completely natural. We continued climbing and I was very much aware of the hands on the altimeter winding up like a clock! I’ve seldom seen an altimeter increase so quickly. Finally, as we passed through 9,000’, I began to smoothly pull the thrust levers back and apply considerable forward pressure on the yoke, and we leveled off at about 10,000’, and our speed was close to 250 knots, the speed limit from the surface up to 10,000’.
I was not yet used to the ‘feel’ of the Lear, so I was not able to fly it as precisely as I would have liked. The flight controls on the Lear are mechanical, cable and pulley. There is no hydraulic assist like on larger jets, so it takes more of an effort to control. This was also a new ‘sight picture’ for me. Looking forward out of the windscreen, it was just different enough that I was working hard to find a good reference point. So, I was not level, but due to my trying to get a feel for it, the altimeter was gently fluctuating, plus and minus 100’ or 200’.
As I recall, one week later, we were skimming the tops of the clouds.
It was really something. The illusion of speed. Finally, he suggested that I try banking left and right, doing shallow and medium banked turns, to get a feel for it. Again, not yet having a good reference point, and looking/scanning both inside and out, I was not as smooth nor precise as I would like to have been. But, for the first time, it was acceptable. I spent several minutes doing this, banking left then right, 30 or 45 degrees, and leveling off, trying to get a feel for the jet. My turns gradually improved.
Then, we turned around, and started our descent back to the airport. This was fun! Pulling the thrust levers back and weaving my way through the layers of clouds as we descended. Soon enough, the airport was back in sight, and John announced our position ‘in the blind’ on the Unicom frequency to any other traffic in the area, and we entered a left base for runway 16 Left.
Again, he flew the first ‘visual’ pattern so I could observe and get a sight picture. He flew a nice, stabilized approach. I was taking lots of mental notes. As we approached the runway, he continued, delaying the flare, I thought, too late, but it was just right for the Lear. Touching down on the mains, he then gently lowered the nose, being careful not to ‘drop it’ on. Then, almost immediately, he changed configuration and added power and we accelerated and took off again, doing a ‘touch-and-go’, and then on climb out, he gave me the controls again!
Now, I really started to work.
Down low, climbing rapidly to pattern altitude, then turning right on the crosswind leg, and now INTO the setting sun!! I was almost blinded, the sun being low on the horizon and in my eyes! And remaining below Sacramento’s Class C Airspace, at 1600’, was a challenge! He admonished me about this several times as we did several takeoffs and landings. The Lear, because it has so much speed and inertia, required me to really PUSH forward on the yoke AND reduce power, to level it off down low and remain BELOW 1600’. The pattern altitude was 1500’ AGL.
John talked me through the pattern each time around. Again, it was challenging. Adjusting the power, watching my pitch and bank attitude, heading, speed, reference to the runway on my right side on downwind, while configuring, I was BUSY!! It was fun, but I was consumed with trying to fly it properly…and precisely…on heading, speed and altitude. Little time to ‘relax’. I had to stay ahead of the jet. Plus, as we configured each time (spoilers as needed, gear and flaps as appropriate), I had more pitch changes to make. Of course, a lot of work. The Lear basically presented a different ‘feel’ so I had to work harder to make it happen correctly. It took much more effort than I was used to.
The Lear is more demanding than the Cessna Citation
The Lear is MUCH more demanding than the Cessna Citation, with the Lear’s swept wing. It took much more of an effort to fly a stabilized final approach, stay on speed, learning when to flare as we approached the runway, then gently lowering the nose onto the runway. And then quickly reconfigure for takeoff. And repeat! We did this several times. He wanted me to get the feel for it and I appreciated this.
And on one landing, we did roll out all the way down the rest of the 10,599’ runway to the end, using all of it. He wanted me to try steering it. This is a challenge, as the Lear’s steering is electrically controlled, both AC and DC electric, and it’s steered through the rudder pedals. Apply pressure to BOTH, and then gentle pressure in the direction you want to go. It is tricky and takes getting used to! He joked that I would be doing ‘S’ turns down the centerline, which I did! Fortunately, I was able to keep it going reasonably straight most of the time. But it was a challenge. So, we taxied all the way back to the runway for one more takeoff. Finally, it was coming together.
Earning the Learjet SIC Type Rating
My last takeoff and time around the pattern went much better! I was finally getting a basic feel for it. I was actually ahead of it. I had much better control all around. I held altitude better, my final approach was stabilized, power properly set at ~60% N1, on speed at Vref + 5 (minimum), and I waited just long enough to flare at the right time, and then eased the nose wheel onto the runway.
What an effort! I was relieved, as we rolled out and slowed, then taxied in. John again took the controls, briefly, then gave it back to me. We’re not done, yet! I carefully taxied in and followed the guide man (marshaller) directing us with his orange signaling wands, on the ramp, directing us where to turn and park.
Finally, John set the parking brake and we followed the checklist and shut down. Then we carefully got out. John opened the door. Fresh air!! I had worked REALLY hard! I was worn out, from a long day already, and my long drive, but we were not finished yet. Fortunately, I am still young enough that I can do this!
We chatted for a few minutes, and then took some more pictures. John then pointed out a few features on the outside of the Lear. Then he ordered fuel, and the fuel truck arrived, and we went inside. I paid for the fuel, but it’s cheap at McClellan and I could afford this. After dinner, we discussed and reviewed the Lear and its systems, for the ‘oral’ portion of this, and he asked me some questions, which I was able to answer.
Finally, we got on my laptop to finish the application for my Learjet SIC Type Rating using the FAA’s IACRA website. I had filled out an earlier version of the application online and had printed it out and brought it with me. John completed his portion and signed it.
What a day! I felt worn out but quite proud of my new Learjet SIC Type Rating. What a tremendous sense of accomplishment!! I hope to be able to fly as co-pilot for John on some future trips, if and when they come up. Like many things in aviation, and in life, there are no guarantees. I’m looking forward to this!
