I recently signed up for Social
Security and had to dig out my DD214, the military
service record that summed up my two years in uniform.
Reading through the form, I was reminded that I’d
actually earned the Good Conduct Medal. No big deal,
really, it just meant that I’d toed the line and curbed
my rebellious streak.
But I got to thinking about what “good conduct”
really means. At a time when civility seems to be a lost
personality trait I’m frequently reminded that good
conduct is simply a matter of being considerate of
others.
While I was mulling over the idea of good conduct, I
got an e-mail from John King of King Schools about the
Aviators’ Model Code of Conduct and an attached article
he titled, “Moving From Aviation Klutzhood to
Citizenship.”
The Aviators’ Model Code of Conduct (secureav.com),
developed by Michael Baum, recommends voluntary
practices for pilots to advance flight safety,
airmanship and the general aviation community. There are
“sample recommended practices” that do provide some
guidance, and they provide valuable suggestions, but
they’re aimed more at risk management than ways for
pilots to demonstrate good conduct in day to day
operations. Talking to John about his effort to
“convert” from an aviation klutz to a responsible
aviation citizen provided some real-world suggestions
about how we can demonstrate good manners.
“It is a terrible admission to have to make,” he
admitted, “but I have to tell you that I have been an
aviation klutz from time to time. I’ve inadvertently
flown with my prop howling at high rpm over
neighborhoods near the airport, directed my prop blast
into a hangar, and copied ATIS and my clearance with the
engine running loudly while parked next to the outdoor
seating area of the airport coffee shop.”
Although he admitted being thoughtless, like most
pilots, he said he didn’t think he was mean spirited.
“What’s worse, even though I’ve resolved to be a good
aviation citizen,” he said, “it’s possible I’ll still
descend to thoughtless klutzhood every now and
then.”
But, John argued, making the move from aviation klutz
to citizen is a very simple way for a pilot to greatly
increase his enjoyment of flying and, at the same time,
markedly reduce his risk of having an accident.
According to John, not being a good aviation citizen
clearly has its risks. “Pilots who finally do themselves
in often had a long history of not following the rules,
and of self-centered and cavalier behavior,” he said.
“The folks who run aviation insurance companies will
tell you that there is one very identifiable group of
pilots with a significantly higher than average accident
rate. It’s those pilots who don’t pay their premiums on
time and argue heatedly about training and currency
requirements.”
Unfortunately, demonstrating good conduct—being a
good aviation citizen—as a pilot isn’t as easy as it was
for me to earn the medal as a GI in Uncle Sam’s army.
“When you’re in an airplane you’re busy,” John
explained. “Your attention is focused on what you’re
doing, so unless you make a special effort to think
about how you’re affecting others, it won’t come to
mind.”
Another impediment to good citizenship is that it’s
not normally included in the training we get when we’re
learning to fly. “In fact,” John argued, “occasionally
we’ve even been trained to do something that has an
unnecessarily negative impact on others.” For example,
he said, instead of being trained to fly quietly on
approach, we’re often told to increase propeller rpm on
a constant-speed prop early in the approach to be ready
for a go-around.
“I had never thought much about how my flying was
affecting folks on the ground,” John admitted, “until I
attended a series of neighborhood meetings about a
proposed runway extension at our local airport.” Some of
the meetings had over a thousand attendees—and most had
showed up to let everyone know how much the noise from
airplanes bothered them, John said. “The number and
intensity of these folks was a great surprise to me. For
the first time I realized that if we wanted to keep our
airport, we were going to have to be more considerate of
our neighbors.”
Fortunately, it turns out there are a few little
things we can do that will make a big difference. For
instance, climbing at best angle-of-climb speed right
after takeoff not only multiplies our alternatives in
the event of an engine failure, but it geometrically
reduces our noise impact on the neighborhood as we gain
altitude.
As John pointed out, since much of the noise made by
airplanes is caused by the speed of the propeller blade
tips, keeping prop rpm low anytime you’re over a
populated area makes a huge difference. “Most
manufacturers approve rpms as low as 1,800,” John said,
“but many pilots with constant-speed props are afraid of
operating their engines at that low an rpm, because we
were erroneously taught never to operate over-square
(with manifold pressure in inches greater than rpm in
hundreds). So consequently, we needlessly fly over
neighborhoods with our props screaming away.”
Another way to reduce neighborhood noise is by
keeping your pattern tight and delaying your descent in
the pattern until you’re on a normal descent path to the
runway. “A lot of pilots start their descent abeam the
landing point regardless of how extended the traffic
pattern has become, and they wind up flying an extended
pattern at low altitude over neighborhood homes,” he
said.
According to John, if the pattern becomes extended
simply hold your altitude, slow down, keep the airplane
you’re following in sight and turn base when it passes
abeam of you on final. This keeps your noise footprint
closer to the airport and has the safety advantage of
making it easier for everybody to keep traffic in the
pattern in sight.