Preflight
The aircraft preflight under Part 135 is not all that different from the preflight conducted by most responsible pilots. While most pilots remove snow or ice from their aircraft before attempting to fly, FAR 135.227 specifically requires that all ice, snow, and frost be removed from the propeller, wings, control surfaces, and other areas. This helps to ensure that the aircraft will achieve acceptable performance.
The precautions required when fueling aircraft for a 135 operator exceed those typically used by recreational flyers. As with any fueling operation, 135 pilots must ensure that the correct fuel is delivered to the aircraft and that the aircraft is properly grounded. The master switch and magnetos must be off, and a fire extinguisher must be available.
No passengers may be aboard the aircraft during fueling, except under certain extenuating circumstances with additional safety precautions. Smoking is prohibited within 100 feet of the aircraft or fuel truck. To further reduce the risk of explosion, fueling may not be conducted when thunderstorms are in the area.
You won't find a charter pilot sipping coffee in the lounge while his aircraft is being fueled. He must oversee the operation personally, and he must check the fuel for contamination after refueling.
Safety Briefing
Many pilots flying under Part 91 restrict their passenger briefing to the bare minimum. Not only does this shortchange passenger safety, but it can contribute to anxiety. The cockpit of a small aircraft may be a totally alien world to a first-time flyer. Not knowing how to get out or use safety equipment can heighten panicky or claustrophobic feelings. A thorough briefing gives passengers confidence in the pilot's knowledge and abilities.
FAR 135.117 requires that all passengers be given a safety briefing before every flight. This briefing must include the proper operation and use of seat belts and seat backs, doors and emergency exits, fire extinguishers, and other safety equipment.
Passengers must be told that smoking is not allowed and advised of restrictions on the use of personal electronic devices such as cellular phones and laptop computers.
Considerate pilots also brief passengers on the operation of air vents and other comfort-related features of the aircraft. They tell the passengers how long the flight will last and whether to expect turbulence.
Sterile Cockpit
When taking friends for a flight, pilots often like to explain what's going on and answer questions. This enriches passengers' enjoyment, but it can be distracting, causing pilots to miss checklist items or radio calls.
Pilots flying passengers for hire are required to maintain a sterile cockpit during critical phases of flight. This means that pilots must restrict talking to essential communication during all but cruise flight or flight above 10,000 feet. Safety briefings must be performed before engine start.
While flight under Part 91 does not require a sterile cockpit, using it can enhance the safety of any flight. To avoid problems, explain to your passengers that at certain times you will be completing checklists or communicating on the radio. Advise them that you will need them to be quiet, and let them know as these periods arise.
Smooth Moves
Commercial pilot training focuses on maneuvers such as chandelles, and lazy-eights. These are not maneuvers we should perform while carrying passengers, but the skills they teach should be used on every flight. The professional pilot strives to avoid steep banks, sudden acceleration, abrupt maneuvers, or rapid altitude changes that can make passengers nervous or uncomfortable.
The signature of a professional pilot is a smooth flight. When departing, apply power steadily. In gusty winds, accelerate early to cruise climb speed to avoid the disconcerting chirp of a stall- warning horn.
When possible, limit your turns to half-standard rate and limit the bank angle to 15 to 20 degrees. Steep pitch angles are disconcerting, so transition to a cruise climb as soon after departure as possible. Plan descents at 500 feet per minute or less to avoid ear and sinus discomfort. If you are cruising at 120 knots ground speed, start the descent four miles out for every thousand feet of altitude that you must lose. In other words, if you need to descend from a cruising altitude of 9,000 feet mean sea level (msl) to 1,000 feet msl and you are traveling at 120 kts over the ground, start your descent when you are at least 32 miles from your destination. (It's wise to add a few extra miles to the distance to account for delays and slowing to pattern speed.)
To end the flight on a professional note, avoid steep turns in the pattern and consider using soft-field technique for a smooth touchdown.
Flight Following
When carrying passengers for hire, the FAR Part 135 pilot must use company flight following or file an FAA flight plan. Not to be confused with radar services available from air traffic control, company flight following allows an operator to keep track of aircraft while they are airborne. It can help ensure that authorities are alerted promptly if an aircraft is overdue.
It's an axiom in flying that filing a flight plan is cheap insurance. To provide additional safety, it's also a good idea to get traffic advisories when you fly VFR. (See "All You Have To Do Is Ask: Radar services for VFR pilots," AOPA Flight Training, July 1999.)
Training Requirements
Another area that differentiates flying under Part 135 is the training requirements. Pilots operating under Part 135 may conduct only operations for which they are specifically trained.
Most private pilot training programs do not use an autopilot. As a result, pilots often learn to use them by trial and error. If your aircraft has an autopilot, be sure to get training in its operation.
If you choose to fly with a copilot, consider training for that as well. Training should emphasize a prescribed division of duties. Typically, one pilot manipulates the controls while the other reads checklists, operates the navigation radios, and handles communication. A clear division of duties helps to reduce the potential for confusion.
Another credo in the FAR Part 135 world is to train the way you fly. If a Part 135 pilot has not completed training for a GPS approach, he or she may not conduct that type of instrument approach, even if he knows how. Pilots operating under Part 91 should consider adopting this philosophy.
Recurrent Training
Pilots flying under Part 135 must receive recurrent training and pass a yearly checkride. Every maneuver or procedure in the company training syllabus must be performed. An extensive oral or written exam covers regulations, procedures, systems, weather, and more. If a pilot flies single- and multiengine aircraft, he must complete a checkride in each class of airplane.
If professional pilots flying daily must receive annual training, it only stands to reason that other pilots can benefit from obtaining training more than once every two years as required by the regulations.
Part 135 flying is a world away from recreational piloting. But by learning how the pros fly and following their example, every pilot can enjoy a higher standard of safety.
Robert N. Rossier
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