Last week I had to attend my semi-annual simulator proficiency check (PC) in the CRJ-200 at FlightSafety in Salt Lake City.
As a captain, currently I’m required to do these training events every six months. All Part 121 and Part 135 pilots have either semi-annual or annual recurrent simulator proficiency checks that they have to accomplish to the airline transport (ATP) standards. Or it has to be something the FAA has approved. If you remember, I did a line-oriented flight training (LOFT) session awhile ago which is a little different but a great learning experience nonetheless.
Anyway, the whole event is a “safety” and currency issue. You get to experience scenarios that hopefully you never have to deal with in real life, but if you do, you have some experience and training from which to approach these challenges.
These training events have multiple objectives:
+ An engine problem at the most critical moment of takeoff which is V1 which may be either an engine fire, damage, or just a flameout. To make it a little more interesting, they reduce the visibility down to 500 feet. + System failures that can cripple your airplane if you don’t respond properly to what your airplane is telling you. Hydraulic failures and electrical failures are two favorite categories.
+ Put these together with flying in IMC conditions in mountainous terrain and you really learn a lot about your skill level.
+ …and many more!
Have you ever had a rejected takeoff (RTO) or aborted takeoff?
I’ve had a few and they were all because I was too hurried or rushed the taxi that I didn’t control the tempo of the flight and thus failed to complete all the checklists which resulted in an inappropriate takeoff configuration.
If I had completed all the checklists and been organized, it is most likely that I wouldn’t have had to abort the takeoff. But proper checklist protocol is a post for another today. Today it is about rejected or aborted takeoffs.
So what is a “rejected takeoff” or RTO?
Well, at my company, a ”rejected takeoff” or an “aborted takeoff” is any time you cross the runway hold short line with the intention of departing. So even if the tower says, “<Airline 1234>, taxi into position and hold, runway 22,” then tower asks you to clear the runway, for whatever reason, you have a “aborted takeoff” and in my case, I would have to call someone and write a report.
Alternatively, if you are lined up and was “cleared” for takeoff, and then had to abort the takeoff anywhere prior to V1, you also have a rejected takeoff or aborted takeoff.
Everyone has a wish list. Pilots have a wish list too. If I could have anything “piloty,” this is what I would want for Christmas:
+ Vertex VXA-710 “Spirit” NAV-COM Transceiver – The multiple capabilities of the VXA-710 Spirit yield unmatched operating and monitoring opportunities for the owner on the go! Plus you can use it at airshows to follow all the action!
If you would like to see more REFURBISHED headsets at ridiculously low prices, click here and type “REFURB” in the search box.
+ Aviation Action 4-DVD Set – Packed with breathtaking footage and aerial performances of some of the world’s greatest pilots. I never can get enough of “pilot stuff” and as a special treat, I would love to have this set to watch of overnights.
+ Garmin GPSMAP 496 (Americas) – This “know-it-all” mini-Multi-Function Display (MFD) puts more power and information at your fingertips than any other portable handheld GPS in the history of aviation. This thing just rocks!
Recently I’ve been getting to know two programmers from another country. They bought my ebook, “The CRJ200 Quicknotes Study Guide” to help them develop their videos for the CRJ200. They want it to be as accurate as possible. Since then, we’ve been going back and forth with emails for the last couple days as we talk about the different systems on the airplane. I have to admit, some of the questions were over my head though. After all, I’m just a pilot.
Anyway, Javier and Anton sent me a link of one of their most recent creations. I was TOTALLY impressed with it that I sat down and wrote this little blog entry. Truly there are people out there with great talent that can create impressive videos like this one for our benefit. I’m not one of them!
I hope you will take a look at it and make a comment on their YouTubepage, share it on FaceBook, or Tweet it, if you like it! I know you will!
And I have to say, I think they are a bit of scam!
Though the FAA provides a guide for the doctor, via the “Guide for Aviation Medical Examiners,” in all my years of getting physical exams, only a handful have ever followed it and most seem to make it up as they go. On top of that, the doctor’s fees are getting out of hand. These exams are not covered under medical insurance, usually. Furthermore, why is it that over 40 have to do physicals twice a year? How did they come up with the magical number?
Anyway, here’s the deal.
The medical tech takes my pulse, checks my blood pressure, checks color vision and urine. The hearing test, I discover, is optional and the tech asks if I want to do it. Hey, if it’s optional, why would I want to do it? OK, so far, easy enough. Then I sit in the exam room for 15 minutes and I thumb through the magazines to my left.
Last week I had to attend my semi-annual simulator proficiency check (PC) in the CRJ-200 at FlightSafety in Salt Lake City. 
Well there I was again, sitting in the doctor’s office waiting to get my over 40 years of age aviaton medical exam First Class Medical done.