In the past couple months I have been asked several times what I thought about taking small children flying.  I thought I would share my thoughts on the topic for those of you parents and grand-parents itching to take little ones flying.

First, let's recognize that small children don't communicate like adults; they cannot tell us that their ears hurt, and we won't be able to teach them ways to equalize the pressure until they're much older.  They also may not understand what's going on and this might be scary.  That means, as the pilots we have a greater degree of responsibility then we would have if we were flying with an older passenger.  If, however we do some good planning and prevent problems we can make the experience a positive one.

Is the child fit to fly this flight?

Just as we would pre-flight our own physical condition prior to flight, we also need to pre-flight the condition of our young passengers.  The two greatest risks of discomfort and damage for small children are sinus and ear blocks.  This means we need to be acutely aware of their health, and we may even need to visit the pediatrician the day before our flight to verify their ears are clear.  Generally speaking, sick children should just not be flying.

Another important physiological consideration is the altitudes you plan to fly. Newborns and children that have had a history of respiratory problems, or recent respiratory sickness shouldn’t be taken to altitudes of more than several thousand feet above that which they live. 

Am I fit to fly this flight?

Above and beyond the normal considerations you would take into account before flying, you should also ask yourself one additional important question. If this child becomes a distraction, will I still be capable of operating this aircraft without any problems?  If the answer is no then you might want to consider taking a CFI or other pilot with you on this first flight.  If your child or grandchild becomes a distraction then you’ll be able to devote your attention to them, and there will still be a competent pilot at the controls capable of bringing the aircraft home without incident.

Preparing for Flight

Every flight involves some degree preparation; a flight with a small child involves a little extra.  Before the flight you’ll need to how well the safety restraint system is going to work for your small passenger.  Some aircraft seat belts will work fine for the child without using a car seat.  For example, a Katana DA-20 has a seatbelt and shoulder straps that can be tightened up and works well for a small child.  The problem is however that most children won’t be able to see out the window. 

That’s where the car seat comes in.  I’m personally a big fan of using the car seat in the airplane.  I believe a car seat adds an additional level of crash protection, as well as provides the passenger with an elevated view that allows them to see out the windows.  Above and beyond these benefits, the car seat if familiar to the child and provides a system of working seatbelts ideal for their size and shape.

If you do choose to use a car seat then you’ll need to strap it into the aircraft just as you would strap it into a car.  You’ll also need to verify the car seat (with the child in it) doesn’t cause interference with the flight controls.  In the case of the DA-20 Katana, a car seat will usually prevent the control stick from moving to the full back position.  This could cause a real problem during landing.  Piper Cherokee Variants and Cessna 172 & 182’s are examples of an excellent aircraft to use a car seat in because the seat can be moved towards the rear and out of the way of the flight controls.

Before you go flying you’ll need to consider ear protection and clothing for your little passenger.  The goal is to provide some form of ear protection; there are several strategies to accomplish this including headsets, ear plugs, or cotton.  Many aviation head sets will adjust down to a size suitable for a little person.  Otherwise, pilot shops such as Sporty’s provide junior sized aviation headsets, some even have ANR.  If you decide to go the headset route then you may want to have the child ride around in the car for a couple days wearing the headset to get used to it. 

If you decide to go the route of earplugs or cotton balls then you may still have to try it several times before the flight to make sure they’ll keep it in their ears.  If the child is very young then the cotton balls or ear plugs may be the only workable option.  A good way to keep the cotton or ear plugs in place is to use a stocking cap.

If the child is over 16 months then the best route is definitely the headset.  The advantage of the headset is that you’ll be able to interact and communicate with your child without having to yell.  This is important because the flight may be a little scary for them to begin with, if your son or daughter sees you yelling at them the scary flight may become terrifying.  To them it didn’t matter that you were yelling about them flying over the park.  On the other hand, if they see you smiling and talking in a normal tone through their headset, the scariness of the flight will soon go away.  After some time they will also realize they can talk back to you through the microphone.  Depending upon how talkative your child is you may want to unplug their microphone prior to take-off and landing to ensure you can hear and communicate with ATC.

Proper clothing is another area not to overlook.  Long pants and long sleeve cotton garments are best are best for flying.  This is because they provide added protection against burns in the event of a crash.  Also consider the temps at altitude, unlike an older passenger who will just take off a layer or add a layer depending upon the temperature, a small child strapped into a car seat doesn’t have this option.  You’ll want to dress them according to the temps you expect to encounter, and run the heat if necessary.

Depending upon the weather, altitude, and duration of flight, sunscreen may be advised.  You may also want to bring along some sunglasses.  If the flight is of some duration then consider bringing snacks, beverages, and maybe even some toys.

Flying the flight...

The first rule of flying with small children is the same as the first rule of flying without small children.  The first rule is FLY THE AIRPLANE!  If the kid is screaming, crying, scared to death and throwing a fit right after takeoff, that’s too bad.  You’ll need to keep your head together and focus on the task of flying the aircraft. The well being of both of you depends upon you flying the plane.  If necessary, you may have to unplugging their microphone.

On the first flight be careful to not bite off more than you can chew.  Since it is the child’s first flight then you’ll want to be ready for any response from them.  The best idea is to stay close to the airport, then come back and do a couple touch and gos.  After a couple of these short flights try something grander.  If you do have a situation where you need to immediately turn back then call ATC and explain the situation, they’ll understand.

As you conduct the flight don’t forget about the special physiological needs of your little passenger.  Keep the climbs and descents subtle, 500 fpm or less to prevent ear and sinus blocks.  When you climb and descend you may want to have the child drink something.  The swallowing action will help release trapped gasses in the eustation tubes and will help keep the inner ear equalized.  You don’t want to kill any brain cells.  If you do venture to high altitude in an un-pressurized cabin put the child on oxygen.  If they refuse to keep it on then fly a lower altitude unless there’s a reason not to.

Logging the Hours…

If you’re a CFI, then don’t forget to get a logbook for your child and start logging those hours.  Later in life if he or she decides to become a commercial pilot they’ll already have the hours that will count towards the 250 for commercial or a portion of the 1500 for an ATP.

Remember to have fun…

Flying is a rich and rewarding experience for children.  At first they may not understand what they are seeing or doing, but as time goes on and they fly more they’ll understand. As you fly, talk to your child, and smile.  If they look at you and hear you and see that everything is ok then they’re more likely to think everything is ok also.

Yesterday I flew with a pilot to conduct a flight review.  We had a discussion about stalls and spins and why understanding the nature of a spin was so important.  He was flying a Cessna 210 and one of his comments was basically that he thought he would have to screw up pretty bad to enter a spin.  In actuality that's not the case - inadvertent spins commonly occur as a result of an overshoot  of final and entry to a cross-controlled stall on the base to final turn.  In addition to that common recipe, there are others include flying a given attitude on departure rather than a speed.  Hot day, heavy load, bingo... full power-on stall during climb out, add a climbing turn that’s a little uncoordinated and you've got all the ingredients for a spin entry.

I can distill all my thoughts on unintentional spins into one statement.....

If you learn good rudder control and always keep the flight controls coordinated unintentional spins will not occur.  (Coordinated means the ball in the center)

Same topic, changing ideas…

This morning NAFI sent me a survey - they sent it to all flight instructors regarding spin training.  The survey asked questions about our own spin experience and how we teach spins, and stalls.

The survey is good; it's a good topic worth researching.  Several questions on the survey peaked my interest....

Does fear of entering a spins prevent you from teaching certain types of stalls?

Do you get uncomfortable about teaching stalls for fear of spins?

I answered yes to both questions, but my answer was based on considering all the different types of aircraft I teach in.

If I’m teaching in a Seneca  I don’t ever want to even come close to a spin – I can’t be sure the aircraft would recover.  If it did I wouldn't know how much altitude it would take.  Manufacturers of twins don't need to show spin flight characteristics to get the craft certified.  So they don't.  If Piper wasn't willing to test that, why should I be willing to?

On the other hand, if I’m teaching in a Katana or a 172 then I wouldn’t hesitate to drill every type of stall over and over, and even fly the plane well beyond the initial indication of stall. – Because I know I can recover from the stall and spin without problem!

Conclusions...

I believe that it's important for every pilot to understand the aerodynamics of a spin, the causes, and how to recover.  Pilots need to practice cross-controlled stalls, accelerated stalls, secondary stalls, power on, off, dirty, clean, and turning stalls.  End of story... pilots need to know this stuff.

That doesn't mean all these things need to be taught in every different aircraft.  My personal rule - if the aircraft isn't certified for spins then I don't go beyond power on and power off stalls.  If the craft is certified for spins then we do it all, cross-controlled stalls, accelerated stalls, secondary stalls, turning stalls, spins. 

So my recommendation to all pilots is that you learn and practice these maneuvers occasionally.  That doesn't mean in your Bonanza, Baron, or Seneca, get an aircraft certified for the spins and then if the cross-controlled stall becomes a spin - no biggie.

If you need an aircraft or instructor willing to tackle these topics, come see me and we'll fly use my Katana!

This morning I was greeted by my monthly copy of BugSmasher.  BugSmasher is the newsletter produced by Dick Weinberg, a Flight Instructor, Airport Manager of GWS (Glenwood Springs, CO) and former ATC god.  If you want to get on his mailing then e-mail me and I'll give you his address so you can subscribe.  I would publish it here, but the spammers are watching!

Anyway, the first item in the February BugSmasher was Dick's take on an article published in AOPA about how instructors should tell student's that they're not suitable material to become pilots.

The following is an excerpt from BugSmasher, February 2, 2005:

I recently read an AOPA article about when an instructor should tell a student that he can’t cut it and should give up his venture of trying to learn to fly.  It was really a good article but I have to disagree slightly with the philosophy.  I firmly believe that anyone can learn to fly.  Sometimes as an instructor I’ve found myself thinking that this isn’t going to work with this student (I’m not thinking of any people from around here – that’s comforting!) because he/she is dumb as dirt or so stressed out that no progress is being achieved.  At that point or perhaps a bit sooner, an instructor should have a serious discussion with the student.

I think the worse thing that can happen is not being 100% straight with a student and or being accused that you are draining his wallet dry.  There is a lot of that going on in the industry – even in this locale.  After all, the student has probably never done this before and he might think the minimum time (40 hours) is what he’s gauging the whole thing by.  It’s not very often that the 40 hours comes into play with 90% of the students.

The conversation should go something like this:  You are not learning as fast as I would like.  It’s only fair to you and your wallet that the process of getting a license is going to take a hell of a lot more time than the average.  I don’t want you to think that I’m quitting on you, but you may not want to put in the extra time or money into this.  Your problem areas are...

The article intimated that the instructor should tell this student that he shouldn’t be trying to learn to fly because he’s not suited.  I personally believe that if a student has a stress problem, that’s the worse obstacle to contend with.  I’ve noticed on a few occasions a student looses practically all of his thought process once he gets into the plane.  I would get no answers from the usual questions I ask as we fly around.  The questions act as a tool for distracting the student and induce him to multifunction.  Talk and fly is a chore for some.  Instructors usually have a pocket full of little tricks to help conquer certain behavior irregularities.  I also have a few dozen of these little tricks.  After using these tricks and I can’t seem to change a student’s behavior, well, that’s when the above conversation comes into play.

Many years ago I had a student from hell.  This kid wanted to fly so badly!  I did the conversation and then he pleaded with me not to abandon him.  I think he ran up over 150 hours for the Private and 240 hours for an instrument rating.  He was single and worked in his Dad’s business.  He put everything into his flying.  He went on to commercial and Multi-engine.  He eventually flew for a small commuter airline and that’s when I nearly stopped flying on the airlines.  He went through more instructors than most people go through underwear.  He was a joke amongst instructors at this large airport.  We thought he had sniffed one tube of glue too many.  It goes to show that if you want something bad enough and you persevere, and have the resources, you can do it.

Here’s my thoughts...

Let’s start with I AGREE entirely with what Dick is saying.  In fact, I would go on to add that flight instructors really don’t have the right to tell students they shouldn’t learn to fly.  That’s not our decision, it’s the students. As you said, the best policy is to be 100% straight forward with students, I completely agree with that also.  I want to take this whole thing one step further and talk about the flight instructors responsibilities.  As flight instructors, our goal should be to produce safe pilots.  If there are obstacles or problems with a student that presents threats then they need to be addressed with the student head on!

Time for an example….

I know a pilot that a long time ago started his training in Colorado – eventually went to Arizona, came back with a handful of pilot and instructor ratings.  Taught flying here in Colorado, eventually left Colorado to work for a larger company.  Numerous instructors made comments over and over about how this person should not be flying.  Eventually this person had a couple incidents, running off the end of a long runway, destroyed a couple engines, one thing after another – lots of messed up airplanes, no injuries.  His last event was a stall/spin crash on short final that left him in the hospital in a coma for weeks, and another person dead.  He’s lucky to be alive, he also wants to go back to flying.

I have ten more examples just like that, where the instructor community identified problems with a particular student and the eventual outcome was death, destruction and injury.  And for those ten examples I can give you 20 more where the instructor community said the same thing and the student eventually became an ace!

So what’s my point?  We don’t have the right to tell students they shouldn’t or can’t become pilots.  We do however have the responsibilities to educate them about aspects of their personality, behavior, motor skills, etc, etc. that may eventually cause them problems.  The student needs to know that if their behavior doesn’t change it may eventually be their undoing.  We have the responsibility to correct the behavior and work out the problems with our students.  We have got to address the issues, without fail, 100% of the time.  If there are issues then we can’t just sign the 8710 hoping the examiner (who only fly’s with them for 1 hour compared our 40+) doesn’t notice the problem, or just overlooks it as check-ride related nervousness.  I think many instructors just don’t get it.  The FAA charges the DPEs with the responsibility of only certifying safe pilots.  At the same time though, the DPEs need instructors to only recommend pilots for check-rides that are truly ready.

Now in a case where an instructor doesn’t want to work with a particular student because of behavioral problems, he or she does have the right to suggest other instructors, or simply say “I don’t want to fly with you because it’s difficult for me to make you a successful pilot.”  Another way to say this is “look, it’s not within my ability to train you as you need to be trained – I can’t get you there, you’ll need to find another instructor.”  Of course, flight instructors don’t like to say that because it’s admitting they don’t have the skill and or time to turn this person into a good pilot, instead many ignore the issues, and try to slide it through with an examiner knowing the person is a danger.  It goes back to Dick's point that we need to tell the person that 40 hours is out of the question and it may be 200, and then ask them, “do you still want to do this?”

That’s my thoughts on it!

Loren

Later tonight I'm scheduled to lecture to the Eagle County Aviation Association about special airspace and TFR's.  Small local groups are a great way to get to know other pilots, facilitate open communication and to learn about the local flight environment.  Our own Eagle County Aviation Association is a good template that many other communities would be wise to follow when it comes to arranging such a group.

The association is simple, everyone gets together every two months, they invite a guest speaker, air traffic controller, safety counselor, flight doc, etc. to speak.  At the end of the night they have learned something, talked with other pilots, FBO operators, ATC people and overall have made an attempt at improving their flight safety.

IMHO... this sort of grass roots flying association can really make a positive impact on safety.  In many communities throughout the nation the pilot population is hungry for training like this.  The only piece many communities are missing is that person willing to organize the club.  I often ask pilots "what have you done or learned today to improve flight safety?"  We'll that door swings both ways, that needs to be asked of ASC's, DPE's, chief instructors, and the "senior" pilots living in communities (you know who you are.)