Aviation is a very traditional industry. But our society and its values are changing rapidly. These changes in attitude and lifestyle create a new environment for behavior and character in our narrow cockpits.
Misunderstanding and miscommunication of these changes will create an unsafe base of any decision making between pilot and co-pilot. A bully in the left seat isn’t helpful, can create major tensions and leads to an ineffective teamwork. An ill performing crew is an unsafe factor for operating an aircraft.
We will show you some methods how to channel inflated egos, ever expanding personalities and just plain complicated aviation characters. Our workshop will discuss effective ways to defuse ‘tricky’ situations, improve communication and better intermutual understanding.
Presentation by:
William Pass is a respected training captain for business and owner pilots. In his 40+ year career as a professional aviator he has trained 1000+ pilots internationally and flown in 16 different countries worldwide. His career exposed him to many diverse cultures and values unknown to the ‘westerly world’.
Complementary refreshments and snacks will be served.
PPR REQUIRED FOR ALL ACFT TO PARK AT THIS FACILITY: (800) 430-4804
This workshop is in cooperation with the FAA Safety Team (FAAST)
Turboprops and high performance piston aircraft are true workhorses. Unlike light jets they can carry a tremendous amount of just plain stuff. “If it fits in the airplane, it will go fly” is a common saying here. Sure, weight and balance isn’t often a big issue with a capable turboprop, but what would be a ‘smart way’ to load up your aerial mini-van?
Going on vacation with the family is quite a task for most owner pilots. But - how to keep the kiddos happy and (most importantly) safe? Your parental counterpart can only do so much. But do you know how much fun flying with your family actually could be?
Our workshop is for aviators and family members - and yes, you can bring your kids and grand-kids for free. In an entertaining way we show you how to improve on your parental skills as an aviator.
Regulations you probably never heart of (seat belt, maximum occupancy …);
Pressurization is your friend - and will get your kids sleepy;
How to ‘smart load’ your ship;
Inflight videos are boring;
Roles and responsibilities - and some new titles for your crew;
…
Presentation by:
William Pass (training captain with P3air Inc) was an ambulance pilot, a charter and contractor pilot carting many kids and stuff around. In extend to his 30+ years as an aviator he knows the magic power of blue nitrile gloves, baby wipes and wearing red clown noses
Complementary refreshments and snacks will be served.
PPR REQUIRED FOR ALL ACFT TO PARK AT THIS FACILITY: (800) 430-4804
This workshop is in cooperation with the FAA Safety Team (FAAST)
The ATC management is among the best in the world, but airports tend to be small, surrounded by mountains and generally lacking FBOs.
For aviators in Guatemala, Belize, El Salvador, Honduras, Nicaragua, Costa Rica, Panama and Brazil FBOs are largely nonexistent, so a small industry of handling agents arranges most services.
While ATC is rated as excellent by most pilots, once handed off to towers at airports in mountain valleys, surveillance radar tends to be spotty and precision approach aids are rare - the most common being the DME arch.
Operating in Central and South America today is fairly straightforward, but it has some safety traps. Our workshop will introduce you to a general overview for a safe flight within this continent:
Covered countries: Guatemala, Belize, El Salvador, Honduras, Nicaragua, Costa Rica, Panama and Brazil;
Aviation history;
Regulation Differences FAA vs. ICAO;
Local procedures;
FBO and doing business;
...
Presentation by:
William Pass (training captain with P3air Inc) was a contractor pilot in South America and got recently tapped by the Brazilian Air Taxi Association to train their pilots.
Nassui Moura is a native Brazilian, commercial helicopter pilot and CFI.
Complementary refreshments and snacks will be served.
PPR REQUIRED FOR ALL ACFT TO PARK AT THIS FACILITY: (800) 430-4804
This workshop is in cooperation with the FAA Safety Team (FAAST)
P3air Welcome and Business Center | KLAX | FACILITY
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P3air Welcome and Business Center | KLAX | FACILITY33.954861, -118.396717Office: Suite 102
Meeting: Suite 101
Space weather for aviators doesn't mean your aircraft gets hit by a meteor. But the sun and its activity has a great impact on our navigation and avionics. Without knowing it we as pilots could get lost in a sun storm.
The significance of space weather lies in its potential impact on man-made technologies on Earth and in space, for example, on satellites and spacecraft, especially radio and telephone communications, electricity power grids, pipelines and on geophysical exploration.
Space weather storms can result in lost or degraded communications, unreliable navigational equipment, flight-critical electronic system problems, and radiation hazards to crew and passengers.
Space weather arises as a result of various dynamic, but relatively short-lived, phenomena produced by the Sun, which are carried in the solar wind and which may interact with the Earth"s magnetosphere. Long-term changes, that is, changes over decades to centuries, also occur in the near-Earth space environment. These changes are due to long period variations in solar magnetic activity and in variations in the strength of the Earth"s magnetic field.
Last year has shown a recent increase in sun activities in an 11 year cycle. These activities have a strong impact on avionics and navigation equipment:
We as turboprop pilots have become so dependent on autopilots that our flying skills, especially instrument skills, have deteriorated to the point that we are an accident ready to happen should the autopilot fail in IMC conditions.
"On every airplane I've ever flown, I tend to use the technology to its full capabilities when it's appropriate",
Sullenberger said. "But looking as far into the future as I can see, every airplane -- no matter how sophisticated -- really needs to be flown, and flown very well, by a human pilot.
Many of us may think of an autopilot being a super device that would make Albert Einstein scratch his head, but the concepts are relatively simple.
This safety workshop will introduce you to:
A look at the two primary autopilot design architectures used in turboprops:
• Position-or Attitude-Based
• Rate-Based
Principle of operation;
Normal pilot operation;
Most endured autopilot failures;
Common Pilot Mistakes;
A review the specific differences between the autopilots;
Use of an autopilot in emergencies;
...
A 90 minutes multimedia presentation packed with valuable information.
This workshop is in cooperation with the FAA Safety Team (FAAST)
For reasons too varied and innumerable to detail, many turboprop operators or owners struggle to afford the cost of owning and operating their airplane. Pressing their finances from one end is the seemingly endless upward movement of costs.
“We still need a turboprop like we always have, but just not as often,” an turboprop owner notes. “We’re not interested in selling, and we don’t need to sell. But since we are needing it less frequently, we figure it can’t hurt to have it generate a little revenue for us.”
Flying under Part 135 imposes greater restrictions on an aircraft and crew than flying under Part 91. But which operation is safer?
Don’t forget that you’ll need a defined maintenance program for the aircraft. The pilots will need to be trained to standards defined by the operations specifications too. If this is all sounding complicated, that’s because it is. In short, how (and under which chapter) you'll own and operate your turboprop will shift costs, depreciation and the focus of your safety.
This safety workshop will explain the difference between a safe Part 91 vs. Part 135 operation:
Ownership (fractional, single, corporate)
Training requirements;
Insurance requirements;
FAA requirements;
Important maintenance steps;
Operational costs;
Taxes;
Additional endorsements or certificates,
...
A 90 minutes multimedia presentation packed with valuable information.
03/05/2013
06:30 PM - 08:30 PM (18:30 - 20:30)
[ESPRESSO_VENUE id="6"]
Price (online registration): $20
Price for supporting members: FREE (you must be logged in to register)
Price for early birds: Register 14+ days in advance and enjoy a 5% discount (automatically applied at check-out).
Please note: The "Early Bird Discount" requires immediate payment. So please make sure, you complete your registration by paying with the PayPal button!
Limit of 30 participants maximum per course!
This workshop needs a minimum of 6 participants. In case we cannot reach minimum participation we'll notify all participants and refund the course fee 100%.
Complementary soda, water and snacks will be provided.
This workshop is in cooperation with the FAA Safety Team (FAAST)
The reliability of a turbine engine is undeniable. Specifically, the PT-6 series of engines from Pratt & Whitney Canada has garnered worldwide acceptance as a bullet-proof design and as such can be seen under the cowl of hundreds of different aircraft models throughout the years.
But - do you know your engine? Do you know a PT6A at all? Do you know what it's capable of? What is the safety margin? This workshop is an excerpt of a two day (12hr) familiarization course for transitioning pilots.
This safety workshop will introduce you to:
Engine overview;
Operational costs;
Normal and abnormal engine operation;
Simple maintenance avoiding complex emergencies;
Jet Fuel and FSII (Fuel System Icing Inhibitor);
Important maintenance steps;
Training requirements;
Insurance requirements;
Additional endorsements or certificates,
...
A 90 minutes multimedia presentation packed with valuable information. Please note: This workshop is an orientation and can not replace a full 12hr PT6A familiarization course.
Certainly though, the existence of professional aircraft repossession specialists should serve as a reminder of just how expensive owning and operating even a small general aviation aircraft can be.
When banks hire a company or pilot, they don’t delve too deeply into how the job will be executed. They don't understand all underlying laws and regulations. Their motto: 'Just get the job done!' - And here starts the dilemma:
VLJ, turboprops and many business aircraft are 'repo'ed' by single pilot operators, because chasing smaller stuff—the “tinker toys”—isn’t cost-efficient for a professional operation that keeps as many as 60 people in the field at a time. Many inexperienced pilots now just grab the aircraft and go. Not knowing about status of airworthiness, legal ramifications and just plain in disregard of any safety measure. Defaulted aircraft are not only behind payments, they often lack maintenance and plain TLC - Just a 'grab-and-go' is plain dangerous.
Our two hour workshop gives an insight into the world of repossession:
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What is a repossession of an aircraft;
What paperwork do you need to file;
How to obtain documentation of the asset;
How to take possession and fly off SAFELY;
Safe storage;
Protect against wrongful repossession.
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01/10/2013
05:00 PM - 07:00 PM (17:00 - 19:00)
[ESPRESSO_VENUE event_id="16"]
Price (online registration): $40
Price for supporting members: FREE (you must be logged in to register)
Price for early birds: Register 14+ days in advance and enjoy a 5% discount (automatically applied at check-out).
Please note: The "Early Bird Discount" requires immediate payment. So please make sure, you complete your registration by paying with the PayPal button!
Limit of 15 participants maximum per course!
This workshop needs a minimum of 6 participants. In case we cannot reach minimum participation we'll notify all participants and refund the course fee 100%.
Complementary soda, water and snacks will be provided.
Lower operating costs and the smaller ecological footprint of turboprops ensures that we are likely to see a resurgence in use of these aircraft. Engine technology has provided enough power to operate at near jet speeds, at substantially lower fuel burn and with less pollution. Indeed a turboprop typically burns just under two thirds of the fuel needed to fly a passenger compared to a pure jet. It is generally accepted that for routes between 300 to 500 miles a turboprop is faster and more economical than a pure jet. Turboprops do not have to climb as high and therefore reach cruise faster and descend quicker.
But single-pilot operations, lack of adequate training and intentional disregard of AFM/POH are creating a high risk in certain flight phases. This vulnerability is statistically proven and known to insurance companies.
Our two hour workshop will shed some light, what it really means to fly a turboprop to its potential and what a pilot has to expect when doing so.
Likelihood to be involved in an accident with a turboprop;
In what phase of flight do things go wrong?
Crash Part 91 vs. Part 135?
Single vs. twin?
Knowledge, rule or skill based accidents;
Violation and mistakes - an illustrative excerpt of accident reports;
Turboprop aircraft are quite capable when it comes to payload and weather. But unlike their skinny relatives in the jet-family our plump turboprops often have to stay in the soup rather than just climb through it. So these aircraft are often understaffed when single pilot operated in adverse weather conditions.
Of course, pilots are well-trained and they think they understand meaning of demeanor and motor. But flying ‘weather’ does not only induce stress into technical systems; it also needs a pilot which is on his A-game. That’s hard. Bleed-air and capable environmental systems stimulate more our complacency than much more needed awareness.
Our two hour workshop will shed some light, what it really means to fly a turboprop to its potential and what a pilot has to expect when doing so.
[unordered_list style="arrow"]
How does a turboprop work under ‘normal conditions?
What is affected when things become tough?
What does this mean for me as a pilot?
Do you have a plan?
Ice protection airframe
Ice protection fuel, fuel inhibitor
Preventive strategies before going into ‘weather’
Emergency procedures of different turboprops and turbines
[/unordered_list]
05:00 PM - 07:00 PM (17:00 - 19:00)
[ESPRESSO_VENUE event_id="16"]
Price (online registration): $20
Price for supporting members: FREE (you must be logged in)
Price for early birds: Register 14+ days in advance and enjoy a 5% discount (automatically applied at check-out).
Please note: The "Early Bird Discount" requires immediate payment. So please make sure, you complete your registration by paying with the PayPal button!
Limit of 20 participants maximum per course!
This workshop needs a minimum of 6 participants. In case we cannot reach minimum participation we'll notify all participants and refund the course fee 100%.
Complementary soda, water and snacks will be provided.
This workshop is in cooperation with the FAA Safety Team (FAAST)
Did you ever wonder what a ferry pilot has to consider making a safe ferry flight? A modern ferry pilot has nothing in common with barn storming or the good ol’ pony express.
We hear from pilots all the time who imagine that ferry flying must be the most glamorous of time-builders toward the magic 1,500-hour ATP level often demanded by the airlines. But ferry pilots are sometimes flying with temporary HF radios occupying the right seat—assuming they still have a right seat (it’s often replaced by a ferry tank). They usually can’t carry passengers even if they want to, as the airplane may be tanked with ferry fuel and operating under a special airworthiness certificate that allows “essential crew only.” Not very glamorous.
Insurance companies now control the world. Most ferry policies are underwritten by Lloyd’s of London, and it sets the rules for pilots trying to break into the field. Requirements usually are very high and the pilot needs to have the appropriate route qualification.
Regulations, air worthiness, export and import requirements, knowledge of international airspace and border crossings are the ‘simple’ challenges compared to the real test of your flying skills with weather and aircraft performance.
This workshop gives you an inside what a good (and safe) ferry pilot is made of.
Complementary refreshments and snacks provided.
Prices | Discounts
Price (regular, walk-ins): $15
Price for supporting members: FREE (you must be logged in)
Price Early Bird: Register 14+ days in advance and enjoy a 5% discount (automatically applied at check-out), regular and members
Student Pilot: 30% off (code: STUDENT)
Veteran: 30% off (code: VETERAN)
Active military: 50% off (code: MILITARY)
This workshop is in cooperation with the FAA Safety Team (FAAST)
The 22 March 2009 fatal crash of a Pilatus PC-12 at Butte, Montana was the result of a series of operational errors by the pilot, according to the US National Transportation Safety Board.
The NTSB coupled old-fashioned “kicking tin” with highly technical investigative assistance from safety agencies in Germany and Switzerland to solve a perplexing mystery–what caused a Pilatus PC-12 to crash while attempting to land at the airport in Butte, Mont., killing everyone on board the big turboprop single.
Investigators puzzled why so experienced a pilot, who had the respect of his colleagues, had managed to box himself into this catastrophic situation.
Our workshop offers a detailed, minute-by-minute insight in the anatomy of this accident. The NTSB believes it is important for pilots of turbine-powered aircraft to understand, how this accident unfolded, along with the missed opportunities the pilot had to avoid disaster.
Missed the workshop?
Want the presentation and the course related material?
No problem. You can download the complete material for a small donation of $10.
After the checkout you'll have 3 days (72 hours) access to the download:
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PowerPoint Presentation
NTSB Accident Report, final
IBAC commissioned Study Jet & Turbine Accident
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This workshop is in cooperation with the FAA Safety Team (FAAST)
A safety workshop introducing the process in system safety, safety management and aviation risk mitigation.
SMS is all about decision-making in safety. Thus it has to be a decision-maker's tool, not a traditional safety program separate and distinct from business and operational decision making.
But it’s the 800 lb. gorilla in the room: All ICAO, (International Civil Aviation Organization) members, are required to implement a Safety Management System (SMS). The FAA filed a “difference” with ICAO detailing that it is not currently in full compliance with the ICAO requirement, but is considering SMS rule making. PART 121 got launched, but what’s with the Part 21, 119, 131, 125, 135, 141, 142 and 145 certificate holders?
This workshop should give you some insight:
Overview of Aviation Safety Management Systems & Change Management
A 'SAFETY' assessment of one of aviation's most challenging assignments as a Pro-pilot.
If you as a pilot, consider going PRO, the FAA and your future employer will have some expectations. This workshop can help assess yourself and will offer some tools for you own risk management.
This workshop will help you to determine if you are ready for the challenge of flying people and/or products for hire or what is called flying Part 135. FAR PART 135 flying puts a pair of epaulets, lots of pressure and quite a few responsibilities onto your shoulders:
Pilot qualification, skills and social intelligence;
Thinking of a transition from piston into a turboprop aircraft? Aircraft owners and pilots who move up to larger more complicated twins, turbines, or turboprop aircraft will often find that flying has gotten easier while aircraft-handling is more complex.
This workshop will cover what a future turbine pilot has to expect while advancing:
Performance of common make and models;
In-flight characteristics and aircraft handling;
Change in SAFETY procedures;
Training requirements;
Insurance requirements;
Extra endorsements, certificates and/or training;
Average cost of owning and flying a turboprop;
A 90 minutes multimedia presentation packed with valuable information.
This workshop is in cooperation with the FAA Safety Team (FAAST)
We as turboprop pilots have become so dependent on autopilots that our flying skills, especially instrument skills, have deteriorated to the point that we are an accident ready to happen should the autopilot fail in IMC conditions.
The 22 March 2009 fatal crash of a Pilatus PC-12 at Butte, Montana was the result of a series of operational errors by the pilot, according to the US National Transportation Safety Board.