Proficiency vs. Currency
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Proficiency vs. Currency
This topic also posted on other forums...
Have problem, seek input.
Current job entails spray application, fixed and rotary wing ; during 'season' there is a decent amount of flying, but out of season, which can be 4 to 5 months, there is a trend to reduce 'training' and maintenance flying. Rotary platform are Hughes 500Ds (369Ds) in which all flying is done treetop to 200'agl.
We adhere to federally mandated currency requirements, however policy from admin/beancounter types is reducing already minimal hours out of season to ridiculous levels, and we are not squeezed budgetarily.
Problem is two-fold:
1)In an effort to constantly reduce costs, training flying has been and continues to be reduced (not so with admin related stuff, indeed usual 'empire-building' going on).
2)Whilst we have very competent maintenance folks, attitude of 'if they fly them they'll only break them' prevails.
'Flight Safety' can be invoked, but it would be nice to have some data to table-thump with ; as such, any and all input- anecdotal or better yet academic- will be most gratefully received.
Have done extensive internet search on this subject, including contacting various agencies involved in Human Factors work (industry sponsored studies and whatnot), and come up dry. Of course, the problem here is that in commercial aviation it's usually the case that aircrews are over-tasked as opposed to under.
Again, any input welcomed.
F.I.D.O.
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Proficiency vs. Currency
Thanks, Heedm- real helpful.
You made a lot of presumptions with that statement. For one, my other job pays more per annum than the one to which I refer. For another thing, there are four other guys with the unit who feel as I do, and also have , through necessity, other jobs.
I got mine and who cares about anyone else ?
You made a lot of presumptions with that statement. For one, my other job pays more per annum than the one to which I refer. For another thing, there are four other guys with the unit who feel as I do, and also have , through necessity, other jobs.
I got mine and who cares about anyone else ?
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Laidbak,
Unfortunately, I don't know of any hard data to support your position, although it may exist. I do know that I don't feel completely proficient after a week off, nevermind a few months.
Beancounters & many managers tend to take a very short-term view of economics. They only look a quarter ahead at most in many cases, & take the position "We won't spend money if we don't fly, & probably nobody will crash anyway. We'll worry about that next quarter". In reality, one accident will cost more than all the training flying you would do. The cost may be immediate, or more slowly in the form of higher insurance premiums & less business, but it will surely come. How to convince ignorant managers of this is the $64,000 question.
Heedm,
IME, pilots trying to do any form of marketing is a sure way to get into the doghouse. In my company, many pilots have tried to point the marketing gurus to business, only to be told brusquely that their interference wasn't needed. And in Florida out of season, there just isn't much business to be had, period. It may be different up in the Great White North.
Unfortunately, I don't know of any hard data to support your position, although it may exist. I do know that I don't feel completely proficient after a week off, nevermind a few months.
Beancounters & many managers tend to take a very short-term view of economics. They only look a quarter ahead at most in many cases, & take the position "We won't spend money if we don't fly, & probably nobody will crash anyway. We'll worry about that next quarter". In reality, one accident will cost more than all the training flying you would do. The cost may be immediate, or more slowly in the form of higher insurance premiums & less business, but it will surely come. How to convince ignorant managers of this is the $64,000 question.
Heedm,
IME, pilots trying to do any form of marketing is a sure way to get into the doghouse. In my company, many pilots have tried to point the marketing gurus to business, only to be told brusquely that their interference wasn't needed. And in Florida out of season, there just isn't much business to be had, period. It may be different up in the Great White North.
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Seems like I may have struck a nerve in places...not my intention.
Obviously, the best way to get more flying in is what I suggested. Whomever does the marketing, more work means more flying. Diversified work means fewer slow times. If it isn't possible in that market then some operators find it cost effective to move the machines to where the work is found.
I find skills deteriorate quickly when out of the cockpit, but an effective requalification can bring them back again. If I were a bean counter, I would go for bare minimum flying during a zero money season, and then spend the bucks to get up to speed just in time. Of course this requires having a quality training team and system.
However, if I were a bean counter, I would realize that those slow periods cost me money instead of making me money. Would fix that.
The other economic consideration for the company is if the pilots don't like the offseason with that company then how long will they stay...and what is the cost of training new pilots?
Maybe you should look at army reserve.
Obviously, the best way to get more flying in is what I suggested. Whomever does the marketing, more work means more flying. Diversified work means fewer slow times. If it isn't possible in that market then some operators find it cost effective to move the machines to where the work is found.
I find skills deteriorate quickly when out of the cockpit, but an effective requalification can bring them back again. If I were a bean counter, I would go for bare minimum flying during a zero money season, and then spend the bucks to get up to speed just in time. Of course this requires having a quality training team and system.
However, if I were a bean counter, I would realize that those slow periods cost me money instead of making me money. Would fix that.
The other economic consideration for the company is if the pilots don't like the offseason with that company then how long will they stay...and what is the cost of training new pilots?
Maybe you should look at army reserve.
It's not just an adventure....
it's just a job!
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heedm
Good point about the reserves. They tried that in the early 90's with the CF Reserve and CHC but it didnt pan out. Good concept though, Fly the season then Train, Train Train, all winter with the Reserves.
laidback
I hear ya man, been there, done that. The key is diversify, get an IFR rating, fly ambulance or whatever in the off-season. Your company wont change, even if they have a 'Major' . Go with it.
All other points well taken.
Cheers,
OffshoreIgor
Good point about the reserves. They tried that in the early 90's with the CF Reserve and CHC but it didnt pan out. Good concept though, Fly the season then Train, Train Train, all winter with the Reserves.
laidback
I hear ya man, been there, done that. The key is diversify, get an IFR rating, fly ambulance or whatever in the off-season. Your company wont change, even if they have a 'Major' . Go with it.
All other points well taken.
Cheers,
OffshoreIgor
