Transition to GlassTransition to Glass

One Pilot’s Personal ExperienceOne Pilot’s Personal Experienceand and

The Insurance Industry The Insurance Industry PerspectivePerspective

IntroductionIntroduction

Who I amWho I am

– EVP and CUO of Avemco Insurance EVP and CUO of Avemco Insurance CompanyCompany

– Member of the FOCMember of the FOC

Flight Training ExperienceFlight Training Experience

– Flight School OwnerFlight School Owner– Chief Flight InstructorChief Flight Instructor– Director of OperationsDirector of Operations

My Transition to GlassMy Transition to Glass

Thousands of hours of instrument flight Thousands of hours of instrument flight and training, but datedand training, but dated

Attended Cirrus SR-22 Initial Flight Attended Cirrus SR-22 Initial Flight Training in September of 2003 in Duluth Training in September of 2003 in Duluth (it snowed!)(it snowed!)

Purpose was to evaluate the aircraft, the Purpose was to evaluate the aircraft, the avionics, and the trainingavionics, and the training

Accompanied by my VP of UnderwritingAccompanied by my VP of Underwriting

My Transition to Glass My Transition to Glass ((Cont.Cont.))

No pre-flight training on avionicsNo pre-flight training on avionics

Totally overwhelmed by “knobology”Totally overwhelmed by “knobology”

After about 20 minutes, I transitioned to After about 20 minutes, I transitioned to total visual reference – much bettertotal visual reference – much better

In about 1.5 hours of flying I was In about 1.5 hours of flying I was comfortable with aircraft handlingcomfortable with aircraft handling

My Transition to Glass My Transition to Glass ((ContCont.).)

Over next three hours or so, I became Over next three hours or so, I became comfortable with PFD and MFD, so long comfortable with PFD and MFD, so long as CFI performed knobologyas CFI performed knobology

Left three days later very comfortable Left three days later very comfortable and knowledgeable of flight and knowledgeable of flight characteristics and aircraft systems characteristics and aircraft systems other than avionicsother than avionics

I had no clue how to set up MFDI had no clue how to set up MFD

My Transition to Glass My Transition to Glass ((Cont.Cont.))

Had I owned the aircraft, I’m not Had I owned the aircraft, I’m not sure I would have flown it home sure I would have flown it home due to unfamiliarity with avionics due to unfamiliarity with avionics

– Certainly VFR onlyCertainly VFR only

My Transition to Glass My Transition to Glass ((Cont.Cont.))

Diamond DA-40 Transition Course October, Diamond DA-40 Transition Course October, 20042004

Substantial computer based pre-school Substantial computer based pre-school avionics prepavionics prep

Two days of G-1000 Training, using Two days of G-1000 Training, using scenarios to be used in actual flight trainingscenarios to be used in actual flight training

Cirrus and Cessna have simultaneously Cirrus and Cessna have simultaneously upgraded their courses at the same timeupgraded their courses at the same time

Other ObservationsOther Observations

UND CFI’s were knowledgeable and UND CFI’s were knowledgeable and effective instructorseffective instructors

They confessed that their largest They confessed that their largest challenge “by far” was ignorance of challenge “by far” was ignorance of avionics by new owners. Many owners avionics by new owners. Many owners took UND CFI’s (or their own CFI’s) home took UND CFI’s (or their own CFI’s) home with themwith them

Other Observations (Other Observations (Cont.Cont.))

Pilots my age (but less experience) Pilots my age (but less experience) were the most common were the most common demographic and greatest training demographic and greatest training challengechallenge

CFI’s believed that another CFI’s believed that another significant challenge was get the significant challenge was get the “hard chargers” to take the time to “hard chargers” to take the time to do their training rightdo their training right

Other Observations (Other Observations (Cont.Cont.))

Goal-oriented successful Goal-oriented successful entrepreneurs were the people entrepreneurs were the people who were buying these aircraftwho were buying these aircraft

Scenario based training was Scenario based training was critical to a successful transitioncritical to a successful transition

The Guidelines We The Guidelines We ImplementedImplemented

Required FITS Accepted Transition Required FITS Accepted Transition Training for all pilots transitioning to Training for all pilots transitioning to aircraft with PFD and MFDaircraft with PFD and MFD

Became part of FITS Oversight Committee Became part of FITS Oversight Committee to accomplish two goals:to accomplish two goals:– Make sure training had “teeth” in it, andMake sure training had “teeth” in it, and

– Provide “clout” to encourage quality training Provide “clout” to encourage quality training without heavy hand of FAA regulation being without heavy hand of FAA regulation being forced upon consumer.forced upon consumer.

Results of Our ActionsResults of Our Actions

Our underwriting results with glass Our underwriting results with glass transition training have been better transition training have been better than acceptablethan acceptable

Hard chargers “underwrite themselves”Hard chargers “underwrite themselves”

We were attacked in some quarters for We were attacked in some quarters for engaging in a form of “de facto” engaging in a form of “de facto” regulation of pilotsregulation of pilots

– Free market regulatesFree market regulates

Why FITS?Why FITS?

My “sales pitch”My “sales pitch”

Scenario basedScenario based

– My experience as a flight instructor causes My experience as a flight instructor causes me to strongly endorse this conceptme to strongly endorse this concept

– ““Real world” training for “real world” pilotsReal world” training for “real world” pilots

– Not as effective IMHO for ab initio trainingNot as effective IMHO for ab initio training

Why FITS? (Cont.)Why FITS? (Cont.)

■ FlexibleFlexible

– No constrained by bureaucracy of FAA rule-No constrained by bureaucracy of FAA rule-making process making process

– The leaders in flight training, regulation, and The leaders in flight training, regulation, and product delivery voluntarily working together product delivery voluntarily working together for common goodfor common good

– Can adapt to dramatically changing avionics Can adapt to dramatically changing avionics scenescene No way the FAA could do thatNo way the FAA could do that

Current SituationCurrent Situation

OEM’s all appear to have OEM’s all appear to have developed very effective FITS developed very effective FITS training coursestraining courses

Much more needs to be done for Much more needs to be done for “in the field” training“in the field” training

Insurance Industry Insurance Industry ResponseResponse

FITS Accepted Training required by some FITS Accepted Training required by some insurers. No absolute standardinsurers. No absolute standard

Avemco requires itAvemco requires it

– Provide a 5% Safety Rewards credit for itProvide a 5% Safety Rewards credit for it

– We continue to support the FITS initiative as We continue to support the FITS initiative as the most realistic and effective response to the most realistic and effective response to the rapidly changing training requirements the rapidly changing training requirements brought about by TAAbrought about by TAA

Questions?Questions?