In Response to Kevin Ware’s
Even though I now have many more hours than I had 20 years ago, my personal minimums have gotten higher. I would have thought just the opposite would have happened. And when I carry family, those minimums are higher yet.
The bottom line is that we all want to be safe but that line between safe and not so safe can be elusive when you have a flight planned. That safe line is never elusive when reading an accident report.
Again, thanks for the article.
Bravo! I always enjoy your articles in T & T. This might be the best. Even though I’m not an airline or Part 135 guy, I have been flying for 35 years with an ATP and 2,500 hours. Having a wife and children on board always pushes me into all the same “modes” you write about.
Thanks…I always thought it was just me.
(Name withheld on request)
More on the FRAT
I enjoyed your Editor’s Briefing column about the MMOPA FRAT in the April issue of Twin and Turbine. You may be interested to know that MMOPA developed their FRAT by modifying the one our group developed in 2011.
We’ve had great success with our FRAT. I’m convinced it has made our flying safer and possibly even saved some lives. We surveyed our membership and found 24 percent our members use our FRAT and the vast majority of them say it’s made their flying safer.
What I find really resonates with people is the idea of considering the FRAT as a “Risk Meter.” We shouldn’t take off with the Risk Meter in the red any more that we would would take off with engine temps in the red. A Risk Meter in the red says, “a lot of pilots have died attempting a flight like the one you are about to make.” The flight risk factors come straight from the accident reports.
Great work at T & T. I look forward to it each month.
President, Twin Cessna Flyer
Editor Dianne White responds: Thank you Bob! In the pursuit of brevity, I did not mention that The Twin Cessna Flyer airframe-specific FRAT served as the genesis for MMOPA’s FRAT. It is the goal of both organizations that more pilots add the FRAT as part of their flight planning routine.
In addition, I would like to expand on a statement regarding the birth of MMOPA. While the MMOPA was in the formative stages, it was several individuals (some also MMOPA members) and Piper dealers who formed the Malibu Coalition to quickly raise $75,000 and hire former FAA Administrator Langhorne Bond to fight the airworthiness directive that threatened the PA46 fleet. Piper Dealers Muncie Aviation and Skytech were the two largest single contributors to the fund. The Coalition participated in the entire NTSB review, which culminated with an NTSB public hearing that effectively exonerated the aircraft. The funds that remained in the Coalition upon the completion of its mission were donated to MMOPA and the Coalition was disbanded.