Charter operator selection process; Part 2- Pilot Qualifications
When Intelijet is selecting an operator, we first make sure the airplane fits the mission and the operator's carrying the appropriate amount of insurance. As the departure date approaches we start examining pilot qualifications. Even though a pilot may be qualified by the FAA, it's smart risk management to ensure at least one of the two pilots has significant experience in the type of aircraft being flown.
There's a saying, "experience is what you needed 15 seconds ago." On flight decks we don't like hearing this, especially with passengers on board. A method we use to reduce the likelihood of an "experience gap" occurring is ensuring the Pilot-in-Command (PIC), commonly referred to as the Captain has a certainly level of experience. These are the minimum experience thresholds we look for:
Total time: 3000 hrs; 2000 hrs PICTotal multi-engine time: 2000 hrs; 1000 hrs PIC Time in type: 200 hrs; 100 PIC Recency: 70 hrs in last 90 days; 300 hrs/yr No accidents or incidents within the last 5 years; 1st class medical
Since there's no way to get this experience without doing, we look for co-pilots or Second-in-Command (SIC) with the following standards:
Total time: 1500 hours; 500 hrs PIC Total multi-engine time: 1000 hrs Time in type: 100 hrs; reducible to 50 hrs if trained on similar aircraft Recency: 50 hrs in last 90 days; 250 hrs/yr No accidents or incidents within the last 5 years; 1st class medical Appropriately type rated
While it's our preference to always have two pilots, in our opinion certain aircraft with sophisticated avionics and safety equipment can be operated single-pilot without additional risk. The Cirrus SR22, which has avionics and an autopilot that act as the crew, helping the pilot perform checklists and manage the flight is a good example. With aircraft that are operated single-pilot, we look for the same minimum standard as the PIC requirements above.
Beyond the experience level of the pilot, we know proficiency is key. A majority of the time, flights operating normally shouldn't cause pilots a high level of stress, but when things outside what would be considered normal, whether it be something mechanical or weather related, we want to see both pilots receiving regular recurrent training. This allows the pilots to be better prepared and continue to operate the aircraft from a position of low stress, enabling them to make better decisions and manage the risk of the flight appropriately.
Both pilots should be getting recurrent training every six months, either in the aircraft they fly or simulator training at a certified training facility like FlightSafety or Simcom. Simulator training is the preferred, because you can put pilots in scenarios and go further than in an actual plane. Think control jams, engine fires, emergency descents all without putting anybody in harms way. Arguably, more training early in a pilot's career should be in simulators, but this is a topic for another day.
We hope this account of how Intelijet goes about examining a charter operation has been insightful. With a little due-diligence we can make sure your trip starts on the correct foot with safety top of mind. By checking the operation, aircraft, insurance, mechanics and pilots meet a certain standard, this creates the proper first-steps to reducing risk and providing you a great travel experience.