Al haber leído las recientes noticias de la compra de 40+ A320 y A320Neo por parte de Volaris, la compra de 15+5 Sukhoi Superjet y los demás A320s por parte de Interjet; las demás entregas de 737s para VivaAerobús que tendrá en un futuro y los 200-300 pilotos que Aeroméxico planea contratar del 2012 al 2013; sumándole las jubilaciones durante ese tiempo: ¿Habrá escasez de pilotos o se podrá cubrir la demanda con el número de pilotos comerciales que salen de las escuelas de vuelo?
¿Las escuelas de vuelo en México tendrán los suficientes recursos y nivel de capacitación para formar la cantidad de pilotos comerciales que se requerirán en los próximos años?
Puede que un buen porcentaje de esos pilotos se forme en Estados Unidos o se retire de la FAM, como sucede actualmente, pero parece que las escuelas de vuelo no tienen la suficiente infraestructura (flota, instructores, material de estudio y vuelo) para darles el nivel de capacitación que se requiere para volar en una aerolínea. ¿Podrán brindarles una buena capacitación sin abusar económicamente del alumno como se hace comúnmente? Pocos aviones disponibles para los alumnos y en malas condiciones, pocos instructores profesionales, recursos y material de estudio inexistente o difícil de obtener. Además, no hay organizaciones que apoyen pedagógica y económicamente al piloto estudiante.
La otra parte de la pregunta es la infraestructura aeroportuaria y servicios de navegación, además de su personal. ¿México está preparado para un crecimiento (boom) en el sector de transporte aeronáutico de esa magnitud?
Puede que se necesiten más aeropuertos en el país que satisfagan las necesidades de la aviación comercial, ejecutiva y privada. Hace falta una política aeronáutica que facilite el crecimiento del mercado y sector aeronáutico del país; que eleve los estándares y haga más eficiente la capacitación y servicios de información y control para la navegación.
Es posible que la aviación en México se estanque debido a la mala planeación y desarrollo en décadas anteriores en cuanto a infraestructura aeronáutica. Esperemos que la nueva política aeronáutica impulse el desarrollo y que la administración del sexenio entrante se preocupe por la industria aeronáutica, la cual es primordial para el turismo y desarrollo social y económico del país.
Friday, December 30, 2011
Friday, December 16, 2011
The Project
Since I returned from Germany, I've been thinking about a way to change the current situation of the aviation culture in Mexico.
It isn't going to be by joining an aviation organization or by asking the government to change or reform aviation rules and standards. That can always help, of course, but there has to be a better way to change everything. That is, as I've always thought and said, with education. You have to solve something from the bottom of the problem. The problem in mexican aviation is the poor training, poor knowledge and the lack of student pilot and training resources. When that changes, there will be changes. Sounds obvious, doesn't it? It's a slow process, but it has to start somewhere, sometime.
Let me tell you a story. When I started flight training in Guadalajara, the flight school told me I had to buy the supplies from them. They were: The Jeppesen Student Flight Bag, the Jeppesen Private Pilot Textbook, a navigation plotter, a 1970s World Aeronautical Chart and a E6-B Flight Computer. I told them I was going to buy everything directly from the Jeppesen pilot store. Besides, If I had bought those things in Mexico, it would have costed as twice as much. You can't buy mexican-made supplies. Simply because there aren't any.
So, that's one of the problems I want to address: The lack of student pilot resources. With these resources you gain more knowledge (of how training must be done, the mexican aviation structure, regulations, etc) and help with being more proficient in the practical part of flight training. That way you change things from the beginning. From education. If the aeronautical personnel is well trained and qualified at the educational institutions, you get the foundation of a great aviation culture.
What I've done so far is writing the chapters for a pilot's textbook. I won't get into details, but it's something that hasn't been done in 40 years. I just finished designing a pilot's logbook that is more complex, has more types of entries and content than the one used and sold in Mexico. I think if it's used nationwide, it might help reduce the false entries the majority of pilots are known to do. It's not a problem of the logbook design used today, of course, but the culture and education itself.
I'm now thinking if I should better start writing a basic student pilot's flight manual to be used during the practical part of the private pilot training, instead of a basic to advanced aeronautical knowledge textbook. The student pilot's manual should contain basic information like an introduction, a bit of aerodynamics and aircraft systems, how to get weather information for any flight, preflight actions, flight operations and maneuvers, aircraft performance, documentation and manuals, air transit and basic meteorology and navigation.
Anything that I decide to write and do will help the cause. Perhaps in the future I could plan a Startup company. Everything can be added to the project that will help improving mexican aviation in general.
It isn't going to be by joining an aviation organization or by asking the government to change or reform aviation rules and standards. That can always help, of course, but there has to be a better way to change everything. That is, as I've always thought and said, with education. You have to solve something from the bottom of the problem. The problem in mexican aviation is the poor training, poor knowledge and the lack of student pilot and training resources. When that changes, there will be changes. Sounds obvious, doesn't it? It's a slow process, but it has to start somewhere, sometime.
Let me tell you a story. When I started flight training in Guadalajara, the flight school told me I had to buy the supplies from them. They were: The Jeppesen Student Flight Bag, the Jeppesen Private Pilot Textbook, a navigation plotter, a 1970s World Aeronautical Chart and a E6-B Flight Computer. I told them I was going to buy everything directly from the Jeppesen pilot store. Besides, If I had bought those things in Mexico, it would have costed as twice as much. You can't buy mexican-made supplies. Simply because there aren't any.
So, that's one of the problems I want to address: The lack of student pilot resources. With these resources you gain more knowledge (of how training must be done, the mexican aviation structure, regulations, etc) and help with being more proficient in the practical part of flight training. That way you change things from the beginning. From education. If the aeronautical personnel is well trained and qualified at the educational institutions, you get the foundation of a great aviation culture.
What I've done so far is writing the chapters for a pilot's textbook. I won't get into details, but it's something that hasn't been done in 40 years. I just finished designing a pilot's logbook that is more complex, has more types of entries and content than the one used and sold in Mexico. I think if it's used nationwide, it might help reduce the false entries the majority of pilots are known to do. It's not a problem of the logbook design used today, of course, but the culture and education itself.
I'm now thinking if I should better start writing a basic student pilot's flight manual to be used during the practical part of the private pilot training, instead of a basic to advanced aeronautical knowledge textbook. The student pilot's manual should contain basic information like an introduction, a bit of aerodynamics and aircraft systems, how to get weather information for any flight, preflight actions, flight operations and maneuvers, aircraft performance, documentation and manuals, air transit and basic meteorology and navigation.
Anything that I decide to write and do will help the cause. Perhaps in the future I could plan a Startup company. Everything can be added to the project that will help improving mexican aviation in general.
Friday, November 11, 2011
Convertirse en Piloto
En este post copiaré una parte del capítulo de “Introducción a la Aviación” que redacté para el libro de texto que estoy elaborando. Contiene información acerca del proceso de entrenamiento para convertirse en piloto y el contenido de una lección de vuelo.
Al comenzar con la formación, el piloto estudiante debe obtener todo el material de estudio y vuelo necesario para cumplir con todo el proceso de formación con éxito.
La parte teórica de la formación se obtiene a través de manuales, libros de texto y otras fuentes que ayuden al buen estudio y aprendizaje de las materias. En las clases teóricas se aprenden y comentan, de forma didáctica, todas las materias necesarias para el curso.
El instructor también puede utilizar material comercial como fuente de estudio, especialmente para otras categorías de aeronaves donde el material proporcionado por la DGAC es muy limitado. Es recomendable que el piloto estudiante siga un plan de estudios teórico. Esto ayudará a tener un buen desempeño en exámenes escritos. Igualmente, se deben evitar los hábitos de estudio al azar o desorganizado.
Además del aprendizaje teórico, tales como los principios del vuelo, sistemas, entre otros, el piloto estudiante también debe dominar las diferentes prácticas y maniobras de vuelo. La categoría y clase seleccionada de aeronave determina el tipo de habilidades de vuelo y el número de horas de vuelo que se deban lograr. Hay cuatro pasos en el aprendizaje de una maniobra de vuelo:
1. El instructor introduce y demuestra una maniobra de vuelo al estudiante.
2. El instructor comenta la maniobra durante su ejecución.
3. El piloto estudiante practica la maniobra bajo la supervisión del instructor.
4. El instructor autoriza al estudiante a efectuar la maniobra solo.
Una vez que el piloto estudiante haya demostrado su competencia en las áreas de conocimiento necesario, maniobras de vuelo y que haya acumulado la cantidad necesaria de horas de vuelo, el instructor de vuelo puede permitir al estudiante a volar solo. Volar solo no solo es un gran logro para el piloto estudiante, sino le permite obtener confianza en sí mismo para que alcance un nivel alto de competencia en cualquier parte de la operación del avión y el vuelo.
La Secuencia de Formación
El programa de formación de piloto privado se divide generalmente en 3 fases: Fase previa al solo, vuelos de ruta y preparación para la evaluación práctica.
Fase previa al solo
Durante la fase previa al solo, el entrenamiento progresa desde la lección inicial de vuelo con el instructor, hasta el primer vuelo solo. La instrucción de vuelo incluye operaciones y maniobras como la inspección visual previa al vuelo del avión, operación de instrumentos y sistemas del avión, rodaje, procedimientos de emergencia, despegues y aterrizajes, así como maniobras fuera del área del aeropuerto como ascensos, descensos y virajes. Durante las clases teóricas se debe aprender cómo obtener información meteorológica, así como estudiar los procedimientos y características del avión que se vaya a usar en la formación. Igualmente, se deben revisar los reglamentos relevantes al vuelo.
Primer solo
Antes de que el instructor apruebe el vuelo solo de un piloto estudiante, el instructor debe asegurarse que el estudiante sea lo suficientemente competente para efectuar las operaciones de vuelo con seguridad. Normalmente, se completan varios despegues y aterrizajes mientras que el instructor supervisa el vuelo desde el suelo. En vuelos solo posteriores, el instructor asigna maniobras específicas para que el estudiante las practique en un área determinada cerca del aeropuerto.
Vuelos de ruta
En la fase de los vuelos de ruta, el piloto estudiante aprenderá a planear vuelos a diferentes aeródromos y/o aeropuertos fuera del área local. El estudiante adquirirá la habilidad de navegar usando cartas de navegación visual, interpretando la información meteorológica, calculando el rendimiento del avión y determinando el peso y balance del avión (lo cual se debe hacer en cualquier vuelo). Se debe volar a varios aeródromos con instructor a bordo para adquirir las habilidades y conocimientos necesarios, para que después el piloto estudiante efectúe vuelos de ruta solo. El instructor verificará la planeación y preparación del estudiante para el vuelo de ruta, para determinar si el vuelo puede ser efectuado con seguridad.
Preparación para la evaluación práctica
La fase final de la formación incluye una revisión por parte del instructor de todas las maniobras y procedimientos de vuelo que se han cubierto durante el proceso de entrenamiento. También se controla el conocimiento teórico que se ha adquirido en las clases. Así, el piloto estudiante podrá efectuar el vuelo de evaluación practica con un instructor o inspector designado.
Lecciones de Vuelo
Una lección de vuelo (excluyendo los vuelos de ruta) dura aproximadamente 2 horas. Una hora o una hora y media se dedica al vuelo. El resto del tiempo, aproximadamente 30 minutos, se dedica a las discusiones y sesiones (briefings) previas y posteriores al vuelo.
1. La lección de vuelo comienza con una verificación del clima. El instructor le enseña al piloto estudiante cómo obtener información meteorológica para determinar si las condiciones son buenas para el vuelo. Después, se acude a la comandancia y oficina de información de vuelo (SENEAM) del aeropuerto para llenar, entregar y recibir una autorización del plan de vuelo.
2. Durante la discusión previa al vuelo con el instructor, se comentan todas las prácticas que se vayan a efectuar en el vuelo; las cuales se estudiaron en preparación para el vuelo.
3. Usando la lista de verificación (checklist), se verifica visualmente del avión para asegurar que está en buenas condiciones para efectuar el vuelo.
4. Durante el vuelo, se practicarán los procedimientos y maniobras que se cubrieron en el vuelo anterior, y las maniobras nuevas para el estudiante serán demostradas por el instructor. Mientras que se practican los procedimientos y maniobras, el instructor comentará y criticará el rendimiento del estudiante y ofrecerá una guía para ayudar a que el estudiante ejecute todas las maniobras y prácticas satisfactoriamente.
5. Después del vuelo, la lección es evaluada y la bitácora es llenada con una entrada aprobada por el instructor con la maniobra o procedimiento efectuado en el vuelo. El instructor comentará lo que se realizó correctamente en el vuelo y ofrecerá críticas constructivas y sugerencias para mejorar el rendimiento en próximos vuelos. El estudiante también puede comentar cómo se sintió durante el vuelo y preguntar cosas referentes al vuelo. Finalmente, se discutirá lo que se hará en la siguiente lección para que el estudiante estudie y se prepare.
Evaluación de Conocimiento y Habilidad
Evaluación de Conocimiento
Al final de cada tema que se tome en clase, se deberá aprobar un examen teórico proporcionado por la escuela de vuelo autorizada. La cantidad de pruebas dependen del plan de estudios aprobado por la autoridad aeronáutica. Al final del curso, se debe entregar un certificado que compruebe la conclusión y aprobación de las clases teóricas.
Evaluación Práctica
La autoridad aeronáutica realiza la evaluación práctica a través de inspectores de vuelo designados (puede ser un instructor de vuelo o un piloto inspector designado de la DGAC). En el examen práctico se evalúan diferentes maniobras que deberán ser efectuadas de acuerdo a las listas de verificación (checklists) y manual de vuelo de la aeronave. Se califica la elaboración del plan de vuelo, el uso adecuado de fraseología, procedimientos de operación de vuelo, maniobras, procedimientos de emergencia y aterrizaje.
¿Quien Administra la Evaluación Práctica?
La Subdirección de Verificación de Vuelo implementó el programa de inspección de vuelo en ruta a las líneas aéreas, aviación comercial y escuelas de aviación (mediante la aplicación de exámenes para obtener capacidades y licencias), el cual se realiza por un inspector de vuelo designado, con la finalidad de que los pilotos cuenten con la certificación para garantizar una adecuada operación de las aeronaves.
Al comenzar con la formación, el piloto estudiante debe obtener todo el material de estudio y vuelo necesario para cumplir con todo el proceso de formación con éxito.
La parte teórica de la formación se obtiene a través de manuales, libros de texto y otras fuentes que ayuden al buen estudio y aprendizaje de las materias. En las clases teóricas se aprenden y comentan, de forma didáctica, todas las materias necesarias para el curso.
El instructor también puede utilizar material comercial como fuente de estudio, especialmente para otras categorías de aeronaves donde el material proporcionado por la DGAC es muy limitado. Es recomendable que el piloto estudiante siga un plan de estudios teórico. Esto ayudará a tener un buen desempeño en exámenes escritos. Igualmente, se deben evitar los hábitos de estudio al azar o desorganizado.
Además del aprendizaje teórico, tales como los principios del vuelo, sistemas, entre otros, el piloto estudiante también debe dominar las diferentes prácticas y maniobras de vuelo. La categoría y clase seleccionada de aeronave determina el tipo de habilidades de vuelo y el número de horas de vuelo que se deban lograr. Hay cuatro pasos en el aprendizaje de una maniobra de vuelo:
1. El instructor introduce y demuestra una maniobra de vuelo al estudiante.
2. El instructor comenta la maniobra durante su ejecución.
3. El piloto estudiante practica la maniobra bajo la supervisión del instructor.
4. El instructor autoriza al estudiante a efectuar la maniobra solo.
Una vez que el piloto estudiante haya demostrado su competencia en las áreas de conocimiento necesario, maniobras de vuelo y que haya acumulado la cantidad necesaria de horas de vuelo, el instructor de vuelo puede permitir al estudiante a volar solo. Volar solo no solo es un gran logro para el piloto estudiante, sino le permite obtener confianza en sí mismo para que alcance un nivel alto de competencia en cualquier parte de la operación del avión y el vuelo.
La Secuencia de Formación
El programa de formación de piloto privado se divide generalmente en 3 fases: Fase previa al solo, vuelos de ruta y preparación para la evaluación práctica.
Fase previa al solo
Durante la fase previa al solo, el entrenamiento progresa desde la lección inicial de vuelo con el instructor, hasta el primer vuelo solo. La instrucción de vuelo incluye operaciones y maniobras como la inspección visual previa al vuelo del avión, operación de instrumentos y sistemas del avión, rodaje, procedimientos de emergencia, despegues y aterrizajes, así como maniobras fuera del área del aeropuerto como ascensos, descensos y virajes. Durante las clases teóricas se debe aprender cómo obtener información meteorológica, así como estudiar los procedimientos y características del avión que se vaya a usar en la formación. Igualmente, se deben revisar los reglamentos relevantes al vuelo.
Primer solo
Antes de que el instructor apruebe el vuelo solo de un piloto estudiante, el instructor debe asegurarse que el estudiante sea lo suficientemente competente para efectuar las operaciones de vuelo con seguridad. Normalmente, se completan varios despegues y aterrizajes mientras que el instructor supervisa el vuelo desde el suelo. En vuelos solo posteriores, el instructor asigna maniobras específicas para que el estudiante las practique en un área determinada cerca del aeropuerto.
Vuelos de ruta
En la fase de los vuelos de ruta, el piloto estudiante aprenderá a planear vuelos a diferentes aeródromos y/o aeropuertos fuera del área local. El estudiante adquirirá la habilidad de navegar usando cartas de navegación visual, interpretando la información meteorológica, calculando el rendimiento del avión y determinando el peso y balance del avión (lo cual se debe hacer en cualquier vuelo). Se debe volar a varios aeródromos con instructor a bordo para adquirir las habilidades y conocimientos necesarios, para que después el piloto estudiante efectúe vuelos de ruta solo. El instructor verificará la planeación y preparación del estudiante para el vuelo de ruta, para determinar si el vuelo puede ser efectuado con seguridad.
Preparación para la evaluación práctica
La fase final de la formación incluye una revisión por parte del instructor de todas las maniobras y procedimientos de vuelo que se han cubierto durante el proceso de entrenamiento. También se controla el conocimiento teórico que se ha adquirido en las clases. Así, el piloto estudiante podrá efectuar el vuelo de evaluación practica con un instructor o inspector designado.
Lecciones de Vuelo
Una lección de vuelo (excluyendo los vuelos de ruta) dura aproximadamente 2 horas. Una hora o una hora y media se dedica al vuelo. El resto del tiempo, aproximadamente 30 minutos, se dedica a las discusiones y sesiones (briefings) previas y posteriores al vuelo.
1. La lección de vuelo comienza con una verificación del clima. El instructor le enseña al piloto estudiante cómo obtener información meteorológica para determinar si las condiciones son buenas para el vuelo. Después, se acude a la comandancia y oficina de información de vuelo (SENEAM) del aeropuerto para llenar, entregar y recibir una autorización del plan de vuelo.
2. Durante la discusión previa al vuelo con el instructor, se comentan todas las prácticas que se vayan a efectuar en el vuelo; las cuales se estudiaron en preparación para el vuelo.
3. Usando la lista de verificación (checklist), se verifica visualmente del avión para asegurar que está en buenas condiciones para efectuar el vuelo.
4. Durante el vuelo, se practicarán los procedimientos y maniobras que se cubrieron en el vuelo anterior, y las maniobras nuevas para el estudiante serán demostradas por el instructor. Mientras que se practican los procedimientos y maniobras, el instructor comentará y criticará el rendimiento del estudiante y ofrecerá una guía para ayudar a que el estudiante ejecute todas las maniobras y prácticas satisfactoriamente.
5. Después del vuelo, la lección es evaluada y la bitácora es llenada con una entrada aprobada por el instructor con la maniobra o procedimiento efectuado en el vuelo. El instructor comentará lo que se realizó correctamente en el vuelo y ofrecerá críticas constructivas y sugerencias para mejorar el rendimiento en próximos vuelos. El estudiante también puede comentar cómo se sintió durante el vuelo y preguntar cosas referentes al vuelo. Finalmente, se discutirá lo que se hará en la siguiente lección para que el estudiante estudie y se prepare.
Evaluación de Conocimiento y Habilidad
Evaluación de Conocimiento
Al final de cada tema que se tome en clase, se deberá aprobar un examen teórico proporcionado por la escuela de vuelo autorizada. La cantidad de pruebas dependen del plan de estudios aprobado por la autoridad aeronáutica. Al final del curso, se debe entregar un certificado que compruebe la conclusión y aprobación de las clases teóricas.
Evaluación Práctica
La autoridad aeronáutica realiza la evaluación práctica a través de inspectores de vuelo designados (puede ser un instructor de vuelo o un piloto inspector designado de la DGAC). En el examen práctico se evalúan diferentes maniobras que deberán ser efectuadas de acuerdo a las listas de verificación (checklists) y manual de vuelo de la aeronave. Se califica la elaboración del plan de vuelo, el uso adecuado de fraseología, procedimientos de operación de vuelo, maniobras, procedimientos de emergencia y aterrizaje.
¿Quien Administra la Evaluación Práctica?
La Subdirección de Verificación de Vuelo implementó el programa de inspección de vuelo en ruta a las líneas aéreas, aviación comercial y escuelas de aviación (mediante la aplicación de exámenes para obtener capacidades y licencias), el cual se realiza por un inspector de vuelo designado, con la finalidad de que los pilotos cuenten con la certificación para garantizar una adecuada operación de las aeronaves.
Sunday, October 2, 2011
Tschüß Hamburg!
Hi!
It has been a while since I wrote the last post.
Everything good over here, except I was unable to complete the gliders pilots license course. I did the immediate-actions-in-case-of-an-accident course in the Red Cross, as required for the license, and the german flight radiotelephone operator's certificate. What I couldn't do is the written test because the training director in the club didn't allow me to do it. It's supposed that a student must have 60 groundschool hours so that you get a written permission by the training director to do the test. There's not such requirement in the german air law and anybody can learn by himself for a written test. Too bad, but I'll be back in Hamburg the next year ;)
I went to the Paris Air Show and it was great! I saw the Boeing 787 for the first time and I heard the roar of the Eurofighter, Dassault Rafale and F-16. The A380 was impresive as usual...
I also went to the 100th aniversary of the Hamburg airport. Lot's of cool old planes like the Super Constellation, Junkers Ju-52, Airbus Beluga and the Hamburg Airport museum's Boeing 707. I had the chance to talk with a former Lufthansa pilot who flew the 727 and 737 and he explained to me what the flight engineer did in the flight and what systems he operated from the back seat of the flight deck. They used ADF, LORAN and a sextant for celestial navigation. Just imagine how flying was in the golden years of aviation...
It was great to live in Hamburg for two years. Lot's of good memories and friends. I'll really miss living there.
I'll fly back to Guadalajara the 10th of October and I'm working on a great project to help improve the mexican aviation culture, safety and education. Let's see how it goes. I have lots of optimism in the project, as it has never been done before.
Till next time!
It has been a while since I wrote the last post.
Everything good over here, except I was unable to complete the gliders pilots license course. I did the immediate-actions-in-case-of-an-accident course in the Red Cross, as required for the license, and the german flight radiotelephone operator's certificate. What I couldn't do is the written test because the training director in the club didn't allow me to do it. It's supposed that a student must have 60 groundschool hours so that you get a written permission by the training director to do the test. There's not such requirement in the german air law and anybody can learn by himself for a written test. Too bad, but I'll be back in Hamburg the next year ;)
I went to the Paris Air Show and it was great! I saw the Boeing 787 for the first time and I heard the roar of the Eurofighter, Dassault Rafale and F-16. The A380 was impresive as usual...
I also went to the 100th aniversary of the Hamburg airport. Lot's of cool old planes like the Super Constellation, Junkers Ju-52, Airbus Beluga and the Hamburg Airport museum's Boeing 707. I had the chance to talk with a former Lufthansa pilot who flew the 727 and 737 and he explained to me what the flight engineer did in the flight and what systems he operated from the back seat of the flight deck. They used ADF, LORAN and a sextant for celestial navigation. Just imagine how flying was in the golden years of aviation...
It was great to live in Hamburg for two years. Lot's of good memories and friends. I'll really miss living there.
I'll fly back to Guadalajara the 10th of October and I'm working on a great project to help improve the mexican aviation culture, safety and education. Let's see how it goes. I have lots of optimism in the project, as it has never been done before.
Till next time!
Tuesday, July 19, 2011
La Ciencia y Arte del Vuelo
Tan solo piensen en todo lo que conforma la aviación: Ingeniería, medicina, arquitectura, diseño, física, matemáticas, meteorología, construcción... Todas estas se clasifican en la aviación como aerodinámica, meteorología, navegación, factores humanos; son ciencias complejas y extensas que convergen en, más que una profesión, una pasión y vida.
Todo lo que conforma la aviación son maravillas tecnológicas creadas por un conjunto de conocimientos y técnicas científicas aplicadas a la invención, perfeccionamiento y utilización de técnicas para la solución de problemas que afectan directamente en la vida cotidiana.
Ya sea un avión, barco, automóvil, es un conjunto de ideas y sueños que incontables personas tenían y se lograron por la unificación de cada una de esas ciencias.
El Transbordador Espacial: La maquina más compleja jamás hecha es un testigo de eso. Todos los sistemas; 2.5 millones de partes, incluyendo 370 kilómetros de cable, mas de 1,060 válvulas y conexiones, funcionando a la perfección para poner al Shuttle en órbita a 28,000 kilómetros por hora a 600 km de altitud; para que después de un poco menos de dos semanas, entre a la atmósfera y aterrice en la pista como un gran y elegante planeador. La definición pura del arte de la ingeniería y perfección.
Volar en un avión con más de 200 pasajeros a 900 kilómetros por hora, 37,000 pies de altitud con menos de 50 grados centígrados bajo cero. El avión, diseñado y construido por los estándares más altos de seguridad y la tecnología más moderna. Todo planeado cuidadosamente. La cabina de vuelo: Lugar en donde se centra todo para el piloto. En donde la información le es mostrada por diversos sistemas de medición y proyección, para planear y efectuar un vuelo eficiente y seguro; cuando el pasajero, quien lee el periódico desde la comodidad de su asiento mientras disfruta de un delicioso y relajante te, espera ansiosamente a llegar a su destino para reunirse con su familia.
Todo ese conocimiento y estudio se aplica en ese mismo vuelo. Todas las ciencias y profesiones unificadas, para que el piloto, a través de los controles e instrumentos de vuelo, comience con la carrera de despegue, aplicando potencia; La cual es generada por otra maravilla tecnológica: La turbina. El avión despega, asciende como un ángel nostálgico a más de 3000 pies por minuto. Se vuela por encima de las nubes, para disfrutar de un glorioso atardecer.
Cualquier cosa es testamento de la complejidad, convicción, persuasión (o como le quieren decir) del hombre y el mundo moderno. Son cosas con las que soñamos y nos inspiran. Cosas de las que pensamos y nos sentimos nostálgicos, emocionados y desafiados.
Todo lo que conforma la aviación son maravillas tecnológicas creadas por un conjunto de conocimientos y técnicas científicas aplicadas a la invención, perfeccionamiento y utilización de técnicas para la solución de problemas que afectan directamente en la vida cotidiana.
Ya sea un avión, barco, automóvil, es un conjunto de ideas y sueños que incontables personas tenían y se lograron por la unificación de cada una de esas ciencias.
El Transbordador Espacial: La maquina más compleja jamás hecha es un testigo de eso. Todos los sistemas; 2.5 millones de partes, incluyendo 370 kilómetros de cable, mas de 1,060 válvulas y conexiones, funcionando a la perfección para poner al Shuttle en órbita a 28,000 kilómetros por hora a 600 km de altitud; para que después de un poco menos de dos semanas, entre a la atmósfera y aterrice en la pista como un gran y elegante planeador. La definición pura del arte de la ingeniería y perfección.
Volar en un avión con más de 200 pasajeros a 900 kilómetros por hora, 37,000 pies de altitud con menos de 50 grados centígrados bajo cero. El avión, diseñado y construido por los estándares más altos de seguridad y la tecnología más moderna. Todo planeado cuidadosamente. La cabina de vuelo: Lugar en donde se centra todo para el piloto. En donde la información le es mostrada por diversos sistemas de medición y proyección, para planear y efectuar un vuelo eficiente y seguro; cuando el pasajero, quien lee el periódico desde la comodidad de su asiento mientras disfruta de un delicioso y relajante te, espera ansiosamente a llegar a su destino para reunirse con su familia.
Todo ese conocimiento y estudio se aplica en ese mismo vuelo. Todas las ciencias y profesiones unificadas, para que el piloto, a través de los controles e instrumentos de vuelo, comience con la carrera de despegue, aplicando potencia; La cual es generada por otra maravilla tecnológica: La turbina. El avión despega, asciende como un ángel nostálgico a más de 3000 pies por minuto. Se vuela por encima de las nubes, para disfrutar de un glorioso atardecer.
Cualquier cosa es testamento de la complejidad, convicción, persuasión (o como le quieren decir) del hombre y el mundo moderno. Son cosas con las que soñamos y nos inspiran. Cosas de las que pensamos y nos sentimos nostálgicos, emocionados y desafiados.
Tuesday, May 17, 2011
Pilot Training in Mexico: A Reality Show
The story reflects various student pilots experiences in both Mexico and the United States. It's a story to show the differences in paperwork time required, efficiency and training quality of both countrys. The flight hours required and time in the flight training can vary. Everything depends on an infinate number of factors, such as financing, student performance, weather, flight school administration, airplane, instructor availability, etc.
Let me write a story about two guys: Bob and John
Bob and John finished highschool in Mexico the same year and wanted to become professional pilots. Bob decided to do his PPL/CPL flight training in Mexico and John in the United States. Bob and John did some research about flight schools, fleet, training programs, housing and costs, to make a good decision on what school to choose.
Let me write a story about two guys: Bob and John
Bob and John finished highschool in Mexico the same year and wanted to become professional pilots. Bob decided to do his PPL/CPL flight training in Mexico and John in the United States. Bob and John did some research about flight schools, fleet, training programs, housing and costs, to make a good decision on what school to choose.
John found out there are two kinds of flight schools in the US. They operate under Part 61 or Part 141 training requirements, both of the Federal Aviation Regulations (FARs). You can read about them in this site.
John began to read flight school articles in pilot maganzines and the internet. He also found out there are 'flight academys' operating under Part 141 training requirements and it was structured with an airline training style program with Standard Operating Procedures, a good structured ground school, simulators and a modern single and multiengine fleet. He also found a Part 61 flight school with a good fleet of airplanes, a self-study program with little ground school. It was also cheaper than the flight academy. He decided he would enter a Part 61 flightschool, because he would also have to pay for housing and pay the license conversion course in Mexico. John had many schools to choose from and after making a good list with pro and cons, he finally chose one. Let's name the flight school: "Flying Circus Training Centre".
It had four Cessna 172s, four Piper Archers and two Piper Seminoles. The installations were ok and there was a great pilot shop nearby where he could buy all his charts, books, training kits with pilot bag and of course, a cool uniform. He also had to buy a good headset for his flights.
After waiting two weeks for his Visa, John flew to the city where the flight school was and as soon as he got to the flight school, he got his training schedule and began studying for his Private Pilot License training. John also had to make an appointment with an Aviation Medical Examiner to get his Class 3 medical certificate. It took no more than a three days to get an appointment and undergo the medical examination. The Class 3 medical certificate is 5 years valid. TSA has to approve the training to foreign students as well and that takes about 2 weeks.
He studied hard, completed ground school, his 40 hours in the 172, passed the knowledge test and checkride in four months. When John went through his checkride, the FAA Designated Pilot Examiner made sure John had all the documentation needed for his PPL and gave him a temporary license right after passing checkride. John received his license within three weeks of passing his checkride. Flying Circus had a good schedule for its flight students so that they could fly with continuity. The majority of the flight instructors cared about the students excecuting all tasks, maneuvers and procedures with excellence and professionalism. Flying Circus also rented its airplanes so that John could fly anywhere he wanted to. John found out there are good services for pilots and he could get any information for his flights pretty quick. If a chart wasn't valid anymore, he could go to the pilot shop and buy the current chart. That way, he would always fly with updated information. John continued his Commercial Pilot License training. After completing the course, requierements and tests, he got the Multi-engine Commercial Pilot License with an Instrument Rating. It took no more than 10 months to complete it. He liked the way Flying Circus prepared its students with a good training syllabus and encouraging them to complete tasks with excellent skills. He also was happy with the maintenance of the aircraft in which he flew, knowing that his school would always comply with the mandatory inspections established by the FAA and in case he had any unforecasted situation he had been trained to deal with it properly.
John flew back to Mexico, satisfied with what he had experienced and more important than that, confident of his abilities as a commercial pilot.
Bob began his research by reading mexican aviation magazines and on the internet in aviation forums. He found out there are only two or three flight schools with a good number of aircraft (2 Cessna 152, a Cessna 172 and a rented Piper Aztec), good facilities, simulators and instructors. He made a list and chose "Triple Ace Flight School".
Before he could begin with his flight training, he had to make an appointment for his medical examination. He called the SCT (Mexico's transport authorities) and got an appointment in one month. After getting the unnecesary paperwork for the medical examination, he got his Class 2 medical certificate with a validity of 2 years. He had 90 days to get his training permit. Triple Ace Flight School did all the paperwork for the permit, but it took Bob a month and a half to finally get it. He could now begin with his flight lessons. Ground school went pretty good and he got all his books and training supplies from a exaggeratedly expensive pilot shop in another city. The only pilot supplies available in Mexico are imported from American companys. Everything's in english and the textbooks contain the US flying procedures and structure. The navigation charts were outdated for his visual flights and he couldn't get any information from flight services on the internet.
Triple Ace only had two flight instructors and there were too many students, so they couldn't fly continuously. After completing his "checkride" with the instructor he had flown with many hours before, Bob now had everything for his PPL. He had to undergo medical examination once more, because there's a 90 day limit to do all the paperwork required for the Mexican aviation authorities. It took him more than a 10 months to get his PPL. Triple Ace didn't rent its airplanes and Bob couldn't find any flight school that rents planes so that he could rent one and fly with his friends and family; and more important than that, to gain experience and self confidence.
He continued his CPL training at Triple Ace and went through the same process of unnecesary medical examinations for paperwork. Bob completed his CPL course after 16 months without having a good training program and syllabus. The Mexican Civil Aviation Authorities (DGAC) don't provide Practical Test Standards, nor training/education materials. It is slow, inneficient and old. The only thing Bob had to do is the newly implemented International Center of Civil Aviation Training (CIAAC) professional exam to get a professional pilot's degree. When he passes the exam, he will get his CPL. It's a new requirement to get a CPL in Mexico. Quoting the Mexican Professional Association of Pilots,
What John had to do after his flight training in the US, is a license conversion course. Before November 2009, a pilot with an FAA CPL could convert his license in two weeks. John must choose one of three flight schools to complete the course. The required ground school lessons are based on what type of flight school, Part 61 or 141, John had attended. In John's case, Part 61, approximately 300 hours of ground lessons. 120 ground lesson hours for Part 141 schools. That’s for american flight schools. What about canadian or european flight schools? You get subjects that you have studied already. It should be enough to get subjects as ATC, Mexican air law, AIP content lessons; meaning learning the differences of oparations and procedures in Mexico. The required flight lessons are randomly told by the director of pilot licensing in the DGAC: "Well, you need 13 hours". 10 hours in a Cessna 152 that you flew in the private pilot course and 3 hours in a multi-engine aircraft that had little to no availability because of the high quantity of students. Why 13 hours? To “demonstate” that you already can fly on a plane flown many hours before and done maneuvers and procedures that aren’t required and practiced in Mexico? After completing the conversion course, John must do the CIAAC's professional exam.
The conversion course is known to be unnecesary and it's said it works to "compensate" the bad ground school teaching in the United States. What do they mean by 'bad ground school teaching' in the US? You follow an organized and updated training Syllabus and Practical Test Standards. You must pass the knowledge and practical tests established by the FAA of greater level compared to Mexico’s. The conversion course is a waste of time and money.
The professional degree was tipically obtained when completing more than 1500 total time (The same required for the ATPL) and it wasn’t a requirement for the CPL. Having a CPL and necessary ratings, demonstrates a person is capable of executing a safe flight with an airplane. Mexico is the only country that requests the professional degree and it seems it was only made so that the CIAAC and DGAC get more money from students who want to obtain their CPL. It’s a form of abuse as many ministries do in Mexico.
The problems will indeed continue if there's no change in the mexican aviation regulations and laws. Especially the pilot's licensing and certification regulations. How do they want to improve aviation in general if they don't change regulations and don't make things more efficient? They haven't changed since the 1970s. The FAA downgraded Mexico to a lower category. What did the DGAC change? Nothing. They just showed irrelevant and documents of "improvements" made in aviation safety. Everything must be improved from the beginning: With education and training. The DGAC must change. It must not continue to patch regulations and laws. It must totally reform them to get a higher level of aviation culture that is not corrupt, efficient and, most important of all, safe.
There's tons more to be said, but I'll end this here.
John began to read flight school articles in pilot maganzines and the internet. He also found out there are 'flight academys' operating under Part 141 training requirements and it was structured with an airline training style program with Standard Operating Procedures, a good structured ground school, simulators and a modern single and multiengine fleet. He also found a Part 61 flight school with a good fleet of airplanes, a self-study program with little ground school. It was also cheaper than the flight academy. He decided he would enter a Part 61 flightschool, because he would also have to pay for housing and pay the license conversion course in Mexico. John had many schools to choose from and after making a good list with pro and cons, he finally chose one. Let's name the flight school: "Flying Circus Training Centre".
It had four Cessna 172s, four Piper Archers and two Piper Seminoles. The installations were ok and there was a great pilot shop nearby where he could buy all his charts, books, training kits with pilot bag and of course, a cool uniform. He also had to buy a good headset for his flights.
After waiting two weeks for his Visa, John flew to the city where the flight school was and as soon as he got to the flight school, he got his training schedule and began studying for his Private Pilot License training. John also had to make an appointment with an Aviation Medical Examiner to get his Class 3 medical certificate. It took no more than a three days to get an appointment and undergo the medical examination. The Class 3 medical certificate is 5 years valid. TSA has to approve the training to foreign students as well and that takes about 2 weeks.
He studied hard, completed ground school, his 40 hours in the 172, passed the knowledge test and checkride in four months. When John went through his checkride, the FAA Designated Pilot Examiner made sure John had all the documentation needed for his PPL and gave him a temporary license right after passing checkride. John received his license within three weeks of passing his checkride. Flying Circus had a good schedule for its flight students so that they could fly with continuity. The majority of the flight instructors cared about the students excecuting all tasks, maneuvers and procedures with excellence and professionalism. Flying Circus also rented its airplanes so that John could fly anywhere he wanted to. John found out there are good services for pilots and he could get any information for his flights pretty quick. If a chart wasn't valid anymore, he could go to the pilot shop and buy the current chart. That way, he would always fly with updated information. John continued his Commercial Pilot License training. After completing the course, requierements and tests, he got the Multi-engine Commercial Pilot License with an Instrument Rating. It took no more than 10 months to complete it. He liked the way Flying Circus prepared its students with a good training syllabus and encouraging them to complete tasks with excellent skills. He also was happy with the maintenance of the aircraft in which he flew, knowing that his school would always comply with the mandatory inspections established by the FAA and in case he had any unforecasted situation he had been trained to deal with it properly.
John flew back to Mexico, satisfied with what he had experienced and more important than that, confident of his abilities as a commercial pilot.
Bob began his research by reading mexican aviation magazines and on the internet in aviation forums. He found out there are only two or three flight schools with a good number of aircraft (2 Cessna 152, a Cessna 172 and a rented Piper Aztec), good facilities, simulators and instructors. He made a list and chose "Triple Ace Flight School".
Before he could begin with his flight training, he had to make an appointment for his medical examination. He called the SCT (Mexico's transport authorities) and got an appointment in one month. After getting the unnecesary paperwork for the medical examination, he got his Class 2 medical certificate with a validity of 2 years. He had 90 days to get his training permit. Triple Ace Flight School did all the paperwork for the permit, but it took Bob a month and a half to finally get it. He could now begin with his flight lessons. Ground school went pretty good and he got all his books and training supplies from a exaggeratedly expensive pilot shop in another city. The only pilot supplies available in Mexico are imported from American companys. Everything's in english and the textbooks contain the US flying procedures and structure. The navigation charts were outdated for his visual flights and he couldn't get any information from flight services on the internet.
Triple Ace only had two flight instructors and there were too many students, so they couldn't fly continuously. After completing his "checkride" with the instructor he had flown with many hours before, Bob now had everything for his PPL. He had to undergo medical examination once more, because there's a 90 day limit to do all the paperwork required for the Mexican aviation authorities. It took him more than a 10 months to get his PPL. Triple Ace didn't rent its airplanes and Bob couldn't find any flight school that rents planes so that he could rent one and fly with his friends and family; and more important than that, to gain experience and self confidence.
He continued his CPL training at Triple Ace and went through the same process of unnecesary medical examinations for paperwork. Bob completed his CPL course after 16 months without having a good training program and syllabus. The Mexican Civil Aviation Authorities (DGAC) don't provide Practical Test Standards, nor training/education materials. It is slow, inneficient and old. The only thing Bob had to do is the newly implemented International Center of Civil Aviation Training (CIAAC) professional exam to get a professional pilot's degree. When he passes the exam, he will get his CPL. It's a new requirement to get a CPL in Mexico. Quoting the Mexican Professional Association of Pilots,
created the Comission of Professionalization; which worked together with the Technical Committee of Professionalization created by the Communication and Transport Ministry and the Public Education Ministry; in which made the commitment to contribute that all member and non-member pilots of Mexico obtain their Professional Degree.
To obtain the Professional Degree is not only an established requirement in the Law, but it is to recognize that our pilot profession demands a high academic level and safety to benefit the society, as any profession commits and obligates itself to it.
What John had to do after his flight training in the US, is a license conversion course. Before November 2009, a pilot with an FAA CPL could convert his license in two weeks. John must choose one of three flight schools to complete the course. The required ground school lessons are based on what type of flight school, Part 61 or 141, John had attended. In John's case, Part 61, approximately 300 hours of ground lessons. 120 ground lesson hours for Part 141 schools. That’s for american flight schools. What about canadian or european flight schools? You get subjects that you have studied already. It should be enough to get subjects as ATC, Mexican air law, AIP content lessons; meaning learning the differences of oparations and procedures in Mexico. The required flight lessons are randomly told by the director of pilot licensing in the DGAC: "Well, you need 13 hours". 10 hours in a Cessna 152 that you flew in the private pilot course and 3 hours in a multi-engine aircraft that had little to no availability because of the high quantity of students. Why 13 hours? To “demonstate” that you already can fly on a plane flown many hours before and done maneuvers and procedures that aren’t required and practiced in Mexico? After completing the conversion course, John must do the CIAAC's professional exam.
The conversion course is known to be unnecesary and it's said it works to "compensate" the bad ground school teaching in the United States. What do they mean by 'bad ground school teaching' in the US? You follow an organized and updated training Syllabus and Practical Test Standards. You must pass the knowledge and practical tests established by the FAA of greater level compared to Mexico’s. The conversion course is a waste of time and money.
The professional degree was tipically obtained when completing more than 1500 total time (The same required for the ATPL) and it wasn’t a requirement for the CPL. Having a CPL and necessary ratings, demonstrates a person is capable of executing a safe flight with an airplane. Mexico is the only country that requests the professional degree and it seems it was only made so that the CIAAC and DGAC get more money from students who want to obtain their CPL. It’s a form of abuse as many ministries do in Mexico.
The problems will indeed continue if there's no change in the mexican aviation regulations and laws. Especially the pilot's licensing and certification regulations. How do they want to improve aviation in general if they don't change regulations and don't make things more efficient? They haven't changed since the 1970s. The FAA downgraded Mexico to a lower category. What did the DGAC change? Nothing. They just showed irrelevant and documents of "improvements" made in aviation safety. Everything must be improved from the beginning: With education and training. The DGAC must change. It must not continue to patch regulations and laws. It must totally reform them to get a higher level of aviation culture that is not corrupt, efficient and, most important of all, safe.
There's tons more to be said, but I'll end this here.
Monday, May 16, 2011
Long time, no writing
A new post since December 2009. One and a half years to be precise. So, what has happened since my last post? Not much.
First of all, I didn't pass the Studienkolleg. Sad, but true. Anyway, as Steve Jobs said: "Sometimes life hits you in the head with a brick. Don't lose faith." It's a line from his speech given at Stanford University in 2005. I watched the speech some time ago and I liked it. You can watch the speech here.
"Sometimes life hits you in the head with a brick. Don’t lose faith. I’m convinced that the only thing that kept me going was that I loved what I did. You’ve got to find what you love. And that is as true for your work as it is for your lovers. Your work is going to fill a large part of your life, and the only way to be truly satisfied is to do what you believe is great work. And the only way to do great work is to love what you do. If you haven’t found it yet, keep looking. Don’t settle. As with all matters of the heart, you’ll know when you find it. And, like any great relationship, it just gets better and better as the years roll on. So keep looking until you find it. Don’t settle".
That said, I had to make up another plan for my career. I flew back to Mexico the 22. December 2010 for Christmas, etc. and to go through the inefficient and unnecesary process of my private pilots license revalidation. In Mexico, you must go through this process every 2 years. So, I checked the regulations for the requirements and made an appointment for my Class 2 medical examination. What do I learn after having the examination? The Class 2 medical certificate in Mexico is now 1 year valid. And the Class 1 certificate? 1 year as well. Is there any logic in that? No, they need more money. More examinations, more money for the medical and transport authorities.
After three awesome flights with a Cessna 172N (practicing emergency procedures and high performance maneuvers) I finally got everything for my revalidation.
I got the new license the 16. February 2011. Great! Two more years with a valid private pilot license.
I flew to Mexico City in March to meet some friends. Actually, I met new pilots and amazing people who also are passionate about flying and aviation. On both flights I had the opportunity of seating in the flight deck's jumpseat. Those were my first jumpseat flights in an Airbus. Awesome airplane. No doubt I'll fly an Airbus in an airline some time...
On April, I flew to Toluca for the Aeroexpo 2011. It was pretty good! There were many stands and airplanes in display like a Cirrus SR-22, the new Beechcraft King Air 250, a B350i, an Embraer Legacy, etc. I spent most of the time in the EnElAire stand because my pals were there. They host an internet radio aviation program every tuesday and thursday at 7:00pm CST. You can listen it here (It's in spanish).
So, what's my new plan? I decided the best thing I could do is start my Commercial Pilot License training, followed by the convalidation process in Mexico (More to that in a future post). There are great opportunities now in Mexico for pilots and the airlines are hiring. I returned in April to Hamburg to finish the glider pilot license course. I've only flown three days, but there will be more glider-flying in the coming days!
There is lot's to write about, but I wanted to write my current situation in this post. Anyway, it's a pilot's story ;)
First of all, I didn't pass the Studienkolleg. Sad, but true. Anyway, as Steve Jobs said: "Sometimes life hits you in the head with a brick. Don't lose faith." It's a line from his speech given at Stanford University in 2005. I watched the speech some time ago and I liked it. You can watch the speech here.
"Sometimes life hits you in the head with a brick. Don’t lose faith. I’m convinced that the only thing that kept me going was that I loved what I did. You’ve got to find what you love. And that is as true for your work as it is for your lovers. Your work is going to fill a large part of your life, and the only way to be truly satisfied is to do what you believe is great work. And the only way to do great work is to love what you do. If you haven’t found it yet, keep looking. Don’t settle. As with all matters of the heart, you’ll know when you find it. And, like any great relationship, it just gets better and better as the years roll on. So keep looking until you find it. Don’t settle".
That said, I had to make up another plan for my career. I flew back to Mexico the 22. December 2010 for Christmas, etc. and to go through the inefficient and unnecesary process of my private pilots license revalidation. In Mexico, you must go through this process every 2 years. So, I checked the regulations for the requirements and made an appointment for my Class 2 medical examination. What do I learn after having the examination? The Class 2 medical certificate in Mexico is now 1 year valid. And the Class 1 certificate? 1 year as well. Is there any logic in that? No, they need more money. More examinations, more money for the medical and transport authorities.
After three awesome flights with a Cessna 172N (practicing emergency procedures and high performance maneuvers) I finally got everything for my revalidation.
I got the new license the 16. February 2011. Great! Two more years with a valid private pilot license.
I flew to Mexico City in March to meet some friends. Actually, I met new pilots and amazing people who also are passionate about flying and aviation. On both flights I had the opportunity of seating in the flight deck's jumpseat. Those were my first jumpseat flights in an Airbus. Awesome airplane. No doubt I'll fly an Airbus in an airline some time...
On April, I flew to Toluca for the Aeroexpo 2011. It was pretty good! There were many stands and airplanes in display like a Cirrus SR-22, the new Beechcraft King Air 250, a B350i, an Embraer Legacy, etc. I spent most of the time in the EnElAire stand because my pals were there. They host an internet radio aviation program every tuesday and thursday at 7:00pm CST. You can listen it here (It's in spanish).
So, what's my new plan? I decided the best thing I could do is start my Commercial Pilot License training, followed by the convalidation process in Mexico (More to that in a future post). There are great opportunities now in Mexico for pilots and the airlines are hiring. I returned in April to Hamburg to finish the glider pilot license course. I've only flown three days, but there will be more glider-flying in the coming days!There is lot's to write about, but I wanted to write my current situation in this post. Anyway, it's a pilot's story ;)
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