Page 16 - Twin and Turbine December 16

The 61.55 Currency Ride
With A “Long Armed” PNF
We are eastbound out of BVS, just north of Seattle, headed for Spokane (GEG) on our way to FL 450 in a Lear 40, with the airplane very light and climbing at over 4,000 feet per minute through 17,000. Just for the experience, I have been hand flying since takeoff, and I am trying to be on top of my game, since we are using this flight as an update for my soon- to-expire “61.55” currency. Fifteen seconds later, we shoot through FL 180 doing nearly 60 mph in the vertical and, consistent with the recommended cockpit resource management (CRM) procedure, I ask TL, the pilot not flying (PNF) sitting to my right, for that checklist.
Unlike airline or Part 121 operations, where, by necessity, all pilot actions are very standardized, in Part 91 flying there’s a lot of individuality in how flight crews work together. On this flight, I am fortunate to have TL as the PNF, but he’s also conducting my 61.55 checkride. TL is regarded within our pilot group as someone who knows a Lear 40 absolutely cold, and when acting as PNF he just takes care of whatever needs to be done with every switch, dial or lever in the cockpit, regardless of its location, as soon as the situation dictates. For this reason, he is sometimes referred to as “Long Arm Lewis”.
All this being the case, as soon as I request the FL 180 checklist, there materializes into my line of vision a long arm covered by a brown shirt sleeve, reaching way across the panel to manipulate the required knobs on the left side. All I have to do is sit there with my left hand loosely on the control wheel, taking an occasional jab at the trim switch to keep our airspeed at 275 knots. Some pilots resent all the extra help, but not me. My take on CRM is that I should happily use all resources available, particularly when on a FAR 61.55 check ride in an airplane I have not flown for a while.
14 • TWIN & TURBINE
By Kevin Ware
FAR 61.55 is the applicable regulation dealing with currency in jet aircraft for those planning to fly as SIC (second in command), and it can be used even by pilots already type rated in the aircraft. It is almost an FAR oddity, in that it only requires you to do four relatively simple things annually in order to be current:
1. Review and be familiar with operational information specific to the aircraft.
2. Complete three takeoff and landings to a full stop as sole manipulator of the controls.
3. Demonstrate engine-out procedures while executing the duties of PIC.
4.Demonstrate that you have had crew resource management (CRM) training.
The really nice part is that, if you are still legal, all of this can be done while the airplane is on a trip somewhere, which vastly reduces the cost. The needed logbook endorsement can also be signed by a “qualified management official” within the company, as opposed to a designated pilot examiner (DPE). On this trip, TL is the “qualified official”, and although characteristically “long armed” and helpful, he is taking pains to see that we follow the requirements of FAR 61.55 to the letter.
In spite of being cleared to FL450, I decide, given our proximity to GEG, that we might as well level off at FL320. We inform the Seattle Center controller of this, and he responds by clearing us directly to Spokane. TL is punching the FMS buttons even while the controller is still speaking, hits “direct”, looks at me briefly until I nod, then pushes the NAV button on the autopilot panel, which starts the airplane on a 20-degree turn direct toward the airport. Since we are still at FL 320, I begin thinking about heading down, but find the PNF
DECEMBER 2016