A Professional Student
So Many Airplanes, So Little
By Jason Catanzariti, CFI
Originally published in AOPA
Flight Training Magazine – February 2005
A private pilot
with a few logbook endorsements can legally fly most any piston-powered
airplane weighing less than 12,500 pounds. But when moving up to
turbojets, or any airplane over that 12,500-pound mark, a type rating
is required. The pilot must be trained in the specific aircraft
-- or an approved simulator -- and pass a checkride. Each type rating
is listed on the pilot's certificate, which explains why Robert
Briggs carries around a three-page credential.
A FedEx MD-11 pilot by day,
Briggs' hobby is collecting type ratings and aircraft authorizations.
In October 2004 he took a checkride in an L-29 Delphin to achieve
number 100 -- far more than any other active pilot, according to
the FAA, and perhaps the most in history.
Briggs earned his first type
rating in 1975 in the Bell 47 helicopter. Then came a Lear jet,
many more helicopters, a few airliners, assorted business jets,
and some warbirds. Most recently he trained in his first jet fighters,
including a MiG-15. In this case he earned an experimental aircraft
authorization, which is essentially a type rating for an aircraft
with no U.S. type certificate. A few of Briggs' type ratings, such
as the DC-8, 727, and MD-11 airliners, were earned for professional
purposes, although most were for his personal enjoyment.
But hasn't he gone a bit overboard?
For Pete's sake, the guy is even qualified to fly blimps! Why spend
a small fortune chasing types he'll probably never fly again? "Because
they're there," he says. And, like a father with many children,
Briggs is hesitant to praise one over the others. "My favorite
airplane is the last one I flew."
But when assured that the
airplanes aren't listening, he talks fondly of rare and unusual
birds he has known. There was the one-of-a-kind Boeing Vertol BV-44,
as well as the World War II-era North American B-25 Mitchell and
Douglas A-26 Invader bombers, the Lockheed Constellation, Boeing's
Stratocruiser, the Beech Starship...the list goes on.
The scarcity of certain aircraft
and examiners qualified to issue type ratings in them mean that
the logistics are often more difficult than the actual flying. "It
was a five-year process to get typed in the Constellation,"
Briggs says. "There are only a few flying, and it took a lot
of convincing for them to let me do it."
One of his methods is to locate
a company that uses an aircraft he wants to fly and persuade them
to conduct his training during test hops or ferry flights. He explains,
"Many times, the plane has to fly anyway. So I end up paying
for their shakedown flights, and I get my training." This is
how he acquired a Lockheed C-130 Hercules type rating. But it was
a bargain, because in the process he also picked up a "Flight
Engineer -- Turboprop" rating.
Although Briggs flies big
iron for a living, his hobby also makes him something of a professional
flight student. He's seen the whole range of instructors, and he
has developed strategies to attain his ratings as quickly as possible.
When learning a new airplane he reads the aircraft manual and asks
a lot of questions before flying. He appreciates it when instructors
teach on the ground and then demonstrate in the air, which saves
time and money.
And of course, some airplanes
are easier than others. "The [Cessna] CitationJet fit me like
a pair of gloves," he says wistfully. But the Douglas C-46
Commando's ground handling gave him fits. The Embraer Brasillia
120 was tough because it was under-automated -- trimming was required
for each and every change of power, airspeed, or configuration.
And the venerable Connie that took five years to climb into: "The
most complex hydraulic system I've ever seen," says Briggs.
So are 100 airplanes enough
for Bob Briggs? Well, he might need just one more. He notes that
Airbus is preparing to roll out its gigantic new A-380, and FedEx
has expressed serious interest in the airplane. Briggs has flown
most of the world's big birds throughout his career. His next airplane
may very well be the biggest ride in the sky.
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