perpetual
Well-Known Member
The Truth about Shenzhen / Kunpeng Flight Academy in China
(and Chinese Flight School Operations in General)
Hello all, unfortunately I have sat idle here and watched the post count go
to far with regard to "opportunities" with Shenzhen Kunpeng and other
Chinese flight schools for too long.
The truth should be shown to all prospective CFI's looking to work in China
with this school (or any "Flight" school in China).
What I am about to write is factual and doesn't involve any "Bias" or
non-truths; on the contrary, this is sadly enough how the operations work
here.
I ask you all to read this in its entirety (grab a coffee, or whatever you
need, because this is unfortunately a long post) in order to open any
"prospective eyes " as to why you should or shouldn't come here.
What I am about to say is written frankly, and at no time will I be a
politician and dance around issues, or downplay the facts. I tell it like it is,
and if it is good or bad, both are explained.
Additionally, what I am about to show and tell you all will illustrate:
1.) Who I am and why I know these things
2.) The connection with Shenzhen / Kunpeng Flight Academy
3.) The Concept of "Flight Training / Learning" in China
4.) The Shenzhen / Kunpeng Contract (the Real (invalid) one Vs the one
that has been created for the betterment of ALL future pilot instructors and
the company)
5.) Real-life examples showing the result of incompetent and incorrect
training (sponsored by the "Academies" and the CAAC)
6.) Future Goals and the required steps needed to improve the current
situation to reach those goals.
1.) Background: To give you all some brief background of who I am, what
I have seen, and known here in China:
I have been a quality control / assurance instructor here (in China), and my
job has entailed teaching Chinese airline cadets as well as the Chinese
Military how to convert their military flying skills (which sadly / surprisingly
enough 98% are, student-pilot level at best) into a civilian standard and
then onto an "Instructor" level of competence.
I read, write, and speak Chinese with a level of proficiency that allows me
to do all of spoken communications, (with ATC, Students, and the Military)
using Chinese. Because of this, doors into the inner workings of how
operations are carried out, and connections to certain levels within the
management structure between different companies have been revealed to
me.
2.) Shenzhen / Kunpeng Connections: To start, I have been in direct
connection (Close friends) with this location's (Shenzhen / Kunpeng)
president and company colleagues and have actually known the president
of Shenzhen / Kunpeng Academy before this location even opened it's
doors.
The president of the academy is actually the ex-president / ex-vice
president from the tremendous screw-up known as "Pan Am" from China,
Ie., Beijing Pan Am International Flight Academy. (Which unfortunately is
the "better" choice of schools to work for in China at the moment)
Do be aware that Beijing Pan Am International Flight Academy has
absolutely nothing to do with the "American Pan Am International Flight
Academy". No affiliation whatsoever.
The Shenzhen / Kunpeng Flight academy, like all other flight academies in
China, are essentially a joke, unfortunately not a funny one. I will in full
detail, explain to you all why.
This "new" location, which is not particularly new at all has been in
operation for over 7 months now. I have been there myself on personal
visits to meet the president and his colleagues in order To review and
obtain a clearer understanding of their current operations.
Now I will tell you that the "Shenzhen / Kunpeng (Wuzhou)" 深圳航
空学校， 梧州机场 location looks nice, and is by far a nicer training
environment than anything that I've seen in comparison to the Pan Am
locations in China (and yes I've been to them all).
It is also true that plans have been in the works for a location down on the
southern part of China near the Ocean. (Farther south than Macau) and the
like.
From the last that I spoke with my contact(s) at Shenzhen Kunpeng
Academy, there were 3 full time instructors (Foreign), Only two of which
are actually flying because the other two are still in the process of well,
waiting (I will explain further in section 4.). Additionally, one part time
instructor (Foreign), and a few Chinese instructor hopefuls are there.
3.) The Chinese Concept of Training: In China, the standards of Training
are extremely low, in fact doing one's best is not particularly the goal nor is
learning the actual "true" objective.
On the contrary, passing of illegitimate tests, cheating, and simply logging
hours in a logbook to meet a TCO requirement are the normal everyday
occurrences that are prevalent.
You will be amazed at the levels of utter incompetence and corruption that
prevail throughout everyday life in these "schools."
Touching on Corruption; There have been cases where a Chinese
student(s) (military & airline pilot trainee(s)) may actually "fail" a Flight Test
but there have been numerous cases where the student will bribe and
actually pay off the "CAAC EXAMINER" via money or by taking such
examiners to dinner and drinks.
The student has then suddenly "Passed" the flight test and is issued a
CAAC PPL or CPL Certificate. Interesting isn't it?
A fundamental problem with "China" and flight training locations are that
Students, (Chinese pilot-instructor hopefuls), Management, Maintenance,
and other working company personnel are inherently unable to take
responsibility for being "responsible."
What does this mean you ask?
In China, the concept of "Face" (面子) or "Saving Face" requires that if you
do not know what you are doing, you will continue to do so even if it is
wrong and if something negative happens as a result of your incompetence,
it is not your responsibility, or better yet, It can't be, because you've done
nothing wrong.
Ironically enough, this is a reason to allow for things to never get
accomplished because of the fear of having to experience a "loss of face."
It is a circle of ignorance and I have experienced from almost day 1 nearly
every day.
Tasks that typically require a minimum of a day in Europe, the Americas,
Australia, and even Africa, literally require weeks to be accomplished most
of the time in China and most of the times, tasks needing to be
accomplished, simply never come to fruition.
This is not due to lack of "infrastructure" or technology. No, No,. it is a
combination of incompetence due to lack of life experience, improper
schooling, social dysfunctions, cultural pressures, and age old traditions.
These are the examples of why things are not done the most efficient,
proper, and sound way.
Another reason is because of an utter inability to want to excel, I.e,.
laziness. Again, this all stems outward as a result of "Chinese life" in
general. Forward thinking is seldom something that is pushed or even known
about.
Here is an extremely basic example of the inability to allow self responsibility
and how this relates to the Training Environment. This can be illustrated by
the simple yet common practice of traffic pattern work (Circuit Training).
In China, because of the inherent inability to make sound decisions, or
better yet, because of the fact that Chinese people have never been given
an opportunity to make sound decisions on their own, limits have been
imposed, and every single flight training circuit (Traffic Pattern) and thus
"Circuit" training is a "Controlled Event."
The idea, or even the concept of allowing more than 3~4 aircraft in a
traffic pattern without an ATC controller is incomprehensible to the Chinese.
The idea of actually using one's own eyes and ears to maintain self
awareness is a concept that they can not grasp for fear of the
responsibility of any incident / accident coming back to bite them.
The sad thing is that such a basic, core flight requirement of see and avoid
is something that needs to be developed and allowed to be practiced in
order to actually gain experience as an aviator, but again, this is something
that they don't "get."
Ultimately, any and all students training in China at this point in time, even
with an excellent instructor as their teacher will never receive the same
quality of experience that even the most basic of other countries' pilots
receive. It is a fundamental flaw in the system here going all the way back
to the "face" issue, that prevents actual training to be accomplished in any
logical and "real" sense.
Additionally, and extremely Ironically enough, The ATC controllers at these
so-called "Schools" are students 98% of the time themselves.
It truly is a situation of the Blind leading the Blind.
To give you an Idea of how utterly inefficient the system is here, another
example.
You are flying in a training area location (A box of airspace that you are
restricted to, I.e, 2 miles wide, 2 miles long and perhaps 1000 feet of
vertical height), 15 miles away from the airport and suddenly ATC (yes the
student ATC controllers) report that an inbound flight is due to arrive in 40
minutes.
Well, that's great you think, let them arrive and leave us out of it. Bzzzt,
wrong answer. The inbound flight is a CRJ and that means clear the sky. So
even though the inbound flight has absolutely nothing to do with you, and
additionally, has absolutely no chance of even being remotely in a sector
near to you, you are required to return to the airport and thats it, training
complete.
Now there are "some" rare cases that you may be able to goto another
"box" and wait for the mighty CRJ to accomplish his arrival, but that is more
of a rarity or if you happen to be in the "right" / "lucky" Box that day.
I could go on and on for hours, days even, about the intricate inadequacies
of the system here and how it prevents a proper educational learning
environment for pilots, but let's move onto the next topic.
4.) The Shenzhen / Kunpeng Flight Academy Contract: What you don't
know, actually read, or understand can and will hurt you.
The flight instructors (remember only 2 are actually flying and that is
because they are prior Pan Am employees that obtained their CAAC
License), that are flying, are unhappy and actually would like to leave the
place to return back to Pan Am.
However because of the VISA rules and connection to the CAAC in regards
to flying jobs, if any of these pilots left the flying company to jump ship for
another one, it could put the other flight company in jeopardy. Ie,.
Shenzhen Kunpeng could possibly sue another Chinese flight school.
Chinese law is very errm "different" and essentially there is a no-competition
clause (that is not mentioned) but exists among both academies.
To give you an idea of the corruption, unprofessionalism and inherent lies or
simple complete ignorance of the reality of the sitiation that you will be
told (by Christine, or by Lily, or other HR department personnel) in order to
get you to China, I will be listing several examples pertaining to their
still-learning operation.
Additionally, I have included 3 versions of the Contractual Agreement for
ANY potential flight instructor to view.
The three versions of the Contractual Agreement are :
consent of Shenzhen Kunpeng Academy have re-written and essentially
from the ground up created a New Contractual Agreement for the Academy.
The purpose of this was to make the Academy stand by it's word and also
to be truthful, with a lasting integrity to those who choose to join
Shenzhen Kunpeng Academy.
This was a necessary process to to "weed" out false promises and other
illegal and wrong training practices and other "Chinese" flight training issues
that are so prevalent in China such as ( VFR training of students in 1.3
kilometers of visibility, no weight and balance calculation, instrument training before basic PPL license etc etc.)
The Contract: You will find the Current Shenzhen Kunpeng Academy
Contractual Agreement as well as the New and professional version that the
company doesn't want you to see or know about under the following links.
Original and Current misleading Contract (that they did adopt a very FEW
clauses / parts from ours and implement them into this newer Academy
version) http://www.mediafire.com/?3jo1om5mv1y
English Contract that is updated by our team that they don't want you to see
http://www.mediafire.com/?0avya1sdy1j
Chinese Contract that is updated by our team that they don't want you to see
http://www.mediafire.com/?3ntm1twywby
Just to give you all some basic examples of HOW their Current contract is
completely ridiculous with no real intent to back any of the said promises, I
shall give you some examples:
They make references to various clauses or different sections that simply
don't exist or exist in the wrong locations. Now I hope you ask yourselves,
would you really like to work for an Academy / Company that can not even
make a valid and legal document ?
How about for example, a Document that tells you two versions exist, an
English copy (the one that you, the potential employee would be signing),
and a Chinese version (which you will also be signing). However, in the
same English document that you sign, there is a clause that states, If there
are any differences between the English Version and the Chinese Version,
the Chinese version shall be the one that takes effect / precedence.
How about the fact as I mentioned before about "waiting," that upon your
arrival into Shenzhen, your newly joined company doesn't particularly know
themselves how to prepare you for the start of flying operations?
Shenzhen Kunpeng Academy has come to me directly looking for ideas on
the process of starting any newly hired instructors to enable them to start
flying as quickly as possible.
Would you not find it strange that a Company owned in part by a Major
Chinese airline would not already have the proper procedures and methods
of enabling newly hired instructors to perform their jobs after arrival?
Interesting isn't it? One would think that things would be better prepared /
handled prior to allowing instructors arriving. The result? Kunpeng may
have numerous instructors waiting, sitting, doing other busy work while the
Academy figures out how to get these newly hired instructors "China"
qualified.
Enough of that, simply review the contracts and decide for yourselves.
Moving on..
5.) Real life examples (outcomes) as a result of the serious Training
Deficiencies that have occurred within China with more frequency
than any other location on Earth:
point mentioned above:
What this "instructor" allowed to happen is a mistake that no pilot,
especially an "Instructor pilot", should ever do. We all (should) know that
take-off and landings / approaches are one of the most dangerous / task
saturated time periods with regard to flight safety and require our utmost
attention to detail.
Before take-off checks and last minute line-up checks are things that
should be so ingrained by the (proper) usage of flow-checks and checklist
completion and planning, that they become second nature.
For our aircraft here and per our SOP's (Standard Operating Procedures), at
anytime prior to takeoff (for a controllable pitch aircraft), we verify that the
mixture is set to optimum (based on density altitude / temperature), that
the fuel pumps are on, the propeller is full Forward, and that power is
smoothly applied from 0 percent to 100 percent over a 3~5 second time
period.
During this power application time period of 3~5 seconds, we are also
scanning the engine instruments to verify that we reach our maximum RPM
of 2700 +/- 20rpm and that all engine indications are "green" and no
abnormal engine "sounds" or "vibrations / shaking of the aircraft is
occurring.
The key thing to also be aware of is that during power application (3~5
seconds), the aircraft "may" move forward a total of about 10 ~ 15 feet
maximum. Now, during this time, checking and verifying that the aircraft is
ready to "go", (3~5 seconds + engine stabilization time = approx 7 seconds)
determines whether we continue or discontinue the takeoff phase.
What this "instructor" did is created two problems for himself that were
unnecessary. First he chose to take off from an intersection that left him
with VERY little runway remaining and Second, did NOT put the propeller
into the full forward (high RPM) position. As a result of this, after full power
application, the engine never reached the required RPM due to the prop
lever being only half way forward.
Not only did he forget / not follow checklist procedures, he then continued
to not check and verify that the engine was only producing a fraction of
it's power.
A hint would have been clear as day, had he looked at the Engine prop
lever position, looked at the instruments and even more obvious, listened
to the sound of the engine.
As the aircraft continued to roll forward, obviously much slower than
normally expected, the "take-off" roll was becoming longer and longer. This
is mind boggling, because not only did the "instructor" allow the aircraft to
continue rolling forward, gaining speed extremely slowly, he allowed the
aircraft to continue until eventually (just barely) reaching our Vr speed of
59 knots. The problem with this is that at that point he had about 50 feet
of runway remaining in front of him.
Unable to climb or gain speed, the airplane never "lifted off the ground."
The instructor at that point and at that point only decided to close the
throttle. What he forgot to do was apply the brakes. Not once did the
instructor apply the brakes in any effort to stop on the runway or the
over-run area. Mind boggling, considering that this instructor previously flew
Mig 29's, isn't it?
The airplane went off the runway, and during it's "stroll" through the dirt
"off-roading," the propeller hit rocks, damaging the engine (which requires
the engine to be torn down completely and inspected, or a new
replacement engine etc).
Now here is a "crash course" (yes yes, pun intended) into some of the
"Chinese CAAC" logic that we are dealing with. Considering that we know
what happened, and that the airplane's propeller eventually "hit rocks," the
bright minds at the CAAC determined that "If the airport did not have
"rocks" (big or small) out side of the runway environment, this situation
would have never been a real "problem."
If you aren't rolling your eyes by now, I'll do it for you.
I would / could only imagine that in any other country, the idea of the
"rocks" being the "problem" is laughable at best.
So now for the past 1.5 weeks, we have been having a Stand-down /
no-fly period until the "rocks" are removed from the outside areas of the
runway. By the way these rocks ranging anywhere from about 1 inch to 1
foot tall are well over 20 + meters from all sides of the runway.
This is a typical story of an event that was completely preventable, but
once again, because of the way that "Training / Learning" is accomplished
here, this is the result.
And with that onto the next subject..
6.) Future goals and how to achieve them: We all should have safety as
the number one priority in any flight. Safety, however is something that
comes as a result of proper training techniques, high standards being
upheld, and nothing but the greatest of performance expected throughout
the initial and continuing stages of becoming a pilot.
For anyone choosing to come to these locations, you need to be in it for
two specific purposes. Of course you need to be more adventurous and
willing to travel the world and be "out of your element" a bit, but on a more
important note, you need to be willing to ALWAYS do your best regardless
of the pressures that you WILL come across to be mediocre.
You also need to be able to teach well enough and truly break down their
social / cultural walls to get them to in full honesty, apply what you have
taught them otherwise the moment that you leave and a typical Chinese
Military instructor comes in to the picture, they will CONTINUE to fall back
into the problems that have existed before.
By coming here, people (Foreign Flight Instructor Teams) need to also stick
together on issues (involving anything ranging from Flight Standards to
Medical insurance, to what food the cafeteria is serving on Thursday's)
and, yes, I am serious because otherwise the Chinese will try to manipulate
you.
All wishing to come need to be willing to not fear reprisal from corrupt
company leaders for doing the safe and CORRECT thing AT ALL TIMES.
Training should be carried out according to PERFORMANCE of the student in
the eyes of the qualified instructor, not by a piece of paper that has an
"hourly" flight requirement to be met.
In closing this long long post, I'd like to say that China does have great
potential, but it also has HUGE problems that are innately connected to its
5,000 + years of history and in the way in which it accomplishes things.
Any questions or comments are welcomed.
Thank you for reading.
[/FONT]
(and Chinese Flight School Operations in General)
Hello all, unfortunately I have sat idle here and watched the post count go
to far with regard to "opportunities" with Shenzhen Kunpeng and other
Chinese flight schools for too long.
The truth should be shown to all prospective CFI's looking to work in China
with this school (or any "Flight" school in China).
What I am about to write is factual and doesn't involve any "Bias" or
non-truths; on the contrary, this is sadly enough how the operations work
here.
I ask you all to read this in its entirety (grab a coffee, or whatever you
need, because this is unfortunately a long post) in order to open any
"prospective eyes " as to why you should or shouldn't come here.
What I am about to say is written frankly, and at no time will I be a
politician and dance around issues, or downplay the facts. I tell it like it is,
and if it is good or bad, both are explained.
Additionally, what I am about to show and tell you all will illustrate:
- what most foreigners currently in China have either experienced, and then left the country (due to utter frustration)
- what most foreigners never experienced for themselves first hand thus remaining oblivious, (false senses of security here)
- That most foreigners (not usually Americans) simply have no other perceived place to go (job opportunities) and thus remain silent.
- That most foreigners may not know the "inner-truths" of the situation because they are not in connection with the decision makers,
- That most Foreigners do not know how to effectively cause change.
1.) Who I am and why I know these things
2.) The connection with Shenzhen / Kunpeng Flight Academy
3.) The Concept of "Flight Training / Learning" in China
4.) The Shenzhen / Kunpeng Contract (the Real (invalid) one Vs the one
that has been created for the betterment of ALL future pilot instructors and
the company)
5.) Real-life examples showing the result of incompetent and incorrect
training (sponsored by the "Academies" and the CAAC)
6.) Future Goals and the required steps needed to improve the current
situation to reach those goals.
1.) Background: To give you all some brief background of who I am, what
I have seen, and known here in China:
I have been a quality control / assurance instructor here (in China), and my
job has entailed teaching Chinese airline cadets as well as the Chinese
Military how to convert their military flying skills (which sadly / surprisingly
enough 98% are, student-pilot level at best) into a civilian standard and
then onto an "Instructor" level of competence.
I read, write, and speak Chinese with a level of proficiency that allows me
to do all of spoken communications, (with ATC, Students, and the Military)
using Chinese. Because of this, doors into the inner workings of how
operations are carried out, and connections to certain levels within the
management structure between different companies have been revealed to
me.
2.) Shenzhen / Kunpeng Connections: To start, I have been in direct
connection (Close friends) with this location's (Shenzhen / Kunpeng)
president and company colleagues and have actually known the president
of Shenzhen / Kunpeng Academy before this location even opened it's
doors.
The president of the academy is actually the ex-president / ex-vice
president from the tremendous screw-up known as "Pan Am" from China,
Ie., Beijing Pan Am International Flight Academy. (Which unfortunately is
the "better" choice of schools to work for in China at the moment)
Do be aware that Beijing Pan Am International Flight Academy has
absolutely nothing to do with the "American Pan Am International Flight
Academy". No affiliation whatsoever.
The Shenzhen / Kunpeng Flight academy, like all other flight academies in
China, are essentially a joke, unfortunately not a funny one. I will in full
detail, explain to you all why.
This "new" location, which is not particularly new at all has been in
operation for over 7 months now. I have been there myself on personal
visits to meet the president and his colleagues in order To review and
obtain a clearer understanding of their current operations.
Now I will tell you that the "Shenzhen / Kunpeng (Wuzhou)" 深圳航
空学校， 梧州机场 location looks nice, and is by far a nicer training
environment than anything that I've seen in comparison to the Pan Am
locations in China (and yes I've been to them all).
It is also true that plans have been in the works for a location down on the
southern part of China near the Ocean. (Farther south than Macau) and the
like.
From the last that I spoke with my contact(s) at Shenzhen Kunpeng
Academy, there were 3 full time instructors (Foreign), Only two of which
are actually flying because the other two are still in the process of well,
waiting (I will explain further in section 4.). Additionally, one part time
instructor (Foreign), and a few Chinese instructor hopefuls are there.
3.) The Chinese Concept of Training: In China, the standards of Training
are extremely low, in fact doing one's best is not particularly the goal nor is
learning the actual "true" objective.
On the contrary, passing of illegitimate tests, cheating, and simply logging
hours in a logbook to meet a TCO requirement are the normal everyday
occurrences that are prevalent.
You will be amazed at the levels of utter incompetence and corruption that
prevail throughout everyday life in these "schools."
Touching on Corruption; There have been cases where a Chinese
student(s) (military & airline pilot trainee(s)) may actually "fail" a Flight Test
but there have been numerous cases where the student will bribe and
actually pay off the "CAAC EXAMINER" via money or by taking such
examiners to dinner and drinks.
The student has then suddenly "Passed" the flight test and is issued a
CAAC PPL or CPL Certificate. Interesting isn't it?
A fundamental problem with "China" and flight training locations are that
Students, (Chinese pilot-instructor hopefuls), Management, Maintenance,
and other working company personnel are inherently unable to take
responsibility for being "responsible."
What does this mean you ask?
In China, the concept of "Face" (面子) or "Saving Face" requires that if you
do not know what you are doing, you will continue to do so even if it is
wrong and if something negative happens as a result of your incompetence,
it is not your responsibility, or better yet, It can't be, because you've done
nothing wrong.
Ironically enough, this is a reason to allow for things to never get
accomplished because of the fear of having to experience a "loss of face."
It is a circle of ignorance and I have experienced from almost day 1 nearly
every day.
Tasks that typically require a minimum of a day in Europe, the Americas,
Australia, and even Africa, literally require weeks to be accomplished most
of the time in China and most of the times, tasks needing to be
accomplished, simply never come to fruition.
This is not due to lack of "infrastructure" or technology. No, No,. it is a
combination of incompetence due to lack of life experience, improper
schooling, social dysfunctions, cultural pressures, and age old traditions.
These are the examples of why things are not done the most efficient,
proper, and sound way.
Another reason is because of an utter inability to want to excel, I.e,.
laziness. Again, this all stems outward as a result of "Chinese life" in
general. Forward thinking is seldom something that is pushed or even known
about.
Here is an extremely basic example of the inability to allow self responsibility
and how this relates to the Training Environment. This can be illustrated by
the simple yet common practice of traffic pattern work (Circuit Training).
In China, because of the inherent inability to make sound decisions, or
better yet, because of the fact that Chinese people have never been given
an opportunity to make sound decisions on their own, limits have been
imposed, and every single flight training circuit (Traffic Pattern) and thus
"Circuit" training is a "Controlled Event."
The idea, or even the concept of allowing more than 3~4 aircraft in a
traffic pattern without an ATC controller is incomprehensible to the Chinese.
The idea of actually using one's own eyes and ears to maintain self
awareness is a concept that they can not grasp for fear of the
responsibility of any incident / accident coming back to bite them.
The sad thing is that such a basic, core flight requirement of see and avoid
is something that needs to be developed and allowed to be practiced in
order to actually gain experience as an aviator, but again, this is something
that they don't "get."
Ultimately, any and all students training in China at this point in time, even
with an excellent instructor as their teacher will never receive the same
quality of experience that even the most basic of other countries' pilots
receive. It is a fundamental flaw in the system here going all the way back
to the "face" issue, that prevents actual training to be accomplished in any
logical and "real" sense.
Additionally, and extremely Ironically enough, The ATC controllers at these
so-called "Schools" are students 98% of the time themselves.
It truly is a situation of the Blind leading the Blind.
To give you an Idea of how utterly inefficient the system is here, another
example.
You are flying in a training area location (A box of airspace that you are
restricted to, I.e, 2 miles wide, 2 miles long and perhaps 1000 feet of
vertical height), 15 miles away from the airport and suddenly ATC (yes the
student ATC controllers) report that an inbound flight is due to arrive in 40
minutes.
Well, that's great you think, let them arrive and leave us out of it. Bzzzt,
wrong answer. The inbound flight is a CRJ and that means clear the sky. So
even though the inbound flight has absolutely nothing to do with you, and
additionally, has absolutely no chance of even being remotely in a sector
near to you, you are required to return to the airport and thats it, training
complete.
Now there are "some" rare cases that you may be able to goto another
"box" and wait for the mighty CRJ to accomplish his arrival, but that is more
of a rarity or if you happen to be in the "right" / "lucky" Box that day.
I could go on and on for hours, days even, about the intricate inadequacies
of the system here and how it prevents a proper educational learning
environment for pilots, but let's move onto the next topic.
4.) The Shenzhen / Kunpeng Flight Academy Contract: What you don't
know, actually read, or understand can and will hurt you.
The flight instructors (remember only 2 are actually flying and that is
because they are prior Pan Am employees that obtained their CAAC
License), that are flying, are unhappy and actually would like to leave the
place to return back to Pan Am.
However because of the VISA rules and connection to the CAAC in regards
to flying jobs, if any of these pilots left the flying company to jump ship for
another one, it could put the other flight company in jeopardy. Ie,.
Shenzhen Kunpeng could possibly sue another Chinese flight school.
Chinese law is very errm "different" and essentially there is a no-competition
clause (that is not mentioned) but exists among both academies.
To give you an idea of the corruption, unprofessionalism and inherent lies or
simple complete ignorance of the reality of the sitiation that you will be
told (by Christine, or by Lily, or other HR department personnel) in order to
get you to China, I will be listing several examples pertaining to their
still-learning operation.
Additionally, I have included 3 versions of the Contractual Agreement for
ANY potential flight instructor to view.
The three versions of the Contractual Agreement are :
- The Current and most updated original Contract being given to potential Flight instructor candidates (about as invalid as one can come)
- The NEW and fully professional integrity-filled contract that is refused to be used by the Academy in English
- The NEW and fully professional integrity-filled contract that is refused to be used by the Academy in Chinese
consent of Shenzhen Kunpeng Academy have re-written and essentially
from the ground up created a New Contractual Agreement for the Academy.
The purpose of this was to make the Academy stand by it's word and also
to be truthful, with a lasting integrity to those who choose to join
Shenzhen Kunpeng Academy.
This was a necessary process to to "weed" out false promises and other
illegal and wrong training practices and other "Chinese" flight training issues
that are so prevalent in China such as ( VFR training of students in 1.3
kilometers of visibility, no weight and balance calculation, instrument training before basic PPL license etc etc.)
The Contract: You will find the Current Shenzhen Kunpeng Academy
Contractual Agreement as well as the New and professional version that the
company doesn't want you to see or know about under the following links.
Original and Current misleading Contract (that they did adopt a very FEW
clauses / parts from ours and implement them into this newer Academy
version) http://www.mediafire.com/?3jo1om5mv1y
English Contract that is updated by our team that they don't want you to see
http://www.mediafire.com/?0avya1sdy1j
Chinese Contract that is updated by our team that they don't want you to see
http://www.mediafire.com/?3ntm1twywby
Just to give you all some basic examples of HOW their Current contract is
completely ridiculous with no real intent to back any of the said promises, I
shall give you some examples:
They make references to various clauses or different sections that simply
don't exist or exist in the wrong locations. Now I hope you ask yourselves,
would you really like to work for an Academy / Company that can not even
make a valid and legal document ?
How about for example, a Document that tells you two versions exist, an
English copy (the one that you, the potential employee would be signing),
and a Chinese version (which you will also be signing). However, in the
same English document that you sign, there is a clause that states, If there
are any differences between the English Version and the Chinese Version,
the Chinese version shall be the one that takes effect / precedence.
How about the fact as I mentioned before about "waiting," that upon your
arrival into Shenzhen, your newly joined company doesn't particularly know
themselves how to prepare you for the start of flying operations?
Shenzhen Kunpeng Academy has come to me directly looking for ideas on
the process of starting any newly hired instructors to enable them to start
flying as quickly as possible.
Would you not find it strange that a Company owned in part by a Major
Chinese airline would not already have the proper procedures and methods
of enabling newly hired instructors to perform their jobs after arrival?
Interesting isn't it? One would think that things would be better prepared /
handled prior to allowing instructors arriving. The result? Kunpeng may
have numerous instructors waiting, sitting, doing other busy work while the
Academy figures out how to get these newly hired instructors "China"
qualified.
Enough of that, simply review the contracts and decide for yourselves.
Moving on..
5.) Real life examples (outcomes) as a result of the serious Training
Deficiencies that have occurred within China with more frequency
than any other location on Earth:
- Controlled flight into another aircraft at night in the traffic pattern: Cause, student trained to watch G1000 during 99% of flight and not outside.
- Numerous prop strikes: Cause, students never being shown proper methods of Visual flight maneuvers in addition to seat position always being too low during the landing phase.
- Near miss Air / Ground collision after takeoff in Twin engine Aircraft: Cause, Chinese Military Instructor improperly certificated by CAAC Flight Test. (Pilot departed had engine failure( in DA-42 twin) and immediately pulled the aircraft into a hard bank back towards the runway while nearly missing an aircraft that was performing the takeoff roll.)
- Gear and Tire damage: Cause, Inability for Chinese Instructor-wannabe (hopefuls) to land without side loading aircraft (absolutely zero rudder usage)
- Aircraft lost, and hazardously close to factories and mountains in low visibilities: Cause, Chinese Military (Instructor) -post Checkride, VFR flight transitioning to IMC conditions without proper aeronautical Charts and in ability to fly on Instruments proficiently.
- Chinese Military Instructors incorrectly flying PPL, CPL, and IFR Maneuvers: Cause, Pilots taught by previous Military Pilot instructors that have no idea what they are doing in the first place, then signed off for CAAC administered Check Rides with minimums of 10 hours previously flown.
- Students being released for solo operations by instructors never having flown with them, with prop strike and wing damages as a result: Cause, Instructor incompetence and lack of common sense.
- Military Flight Instructor off runway crash: Cause, complete and utter incompetence. Sub-Cause: CAAC administrator allowing unprepared and inexperienced pilots to take and falsely pass CAAC flight tests.
point mentioned above:
What this "instructor" allowed to happen is a mistake that no pilot,
especially an "Instructor pilot", should ever do. We all (should) know that
take-off and landings / approaches are one of the most dangerous / task
saturated time periods with regard to flight safety and require our utmost
attention to detail.
Before take-off checks and last minute line-up checks are things that
should be so ingrained by the (proper) usage of flow-checks and checklist
completion and planning, that they become second nature.
For our aircraft here and per our SOP's (Standard Operating Procedures), at
anytime prior to takeoff (for a controllable pitch aircraft), we verify that the
mixture is set to optimum (based on density altitude / temperature), that
the fuel pumps are on, the propeller is full Forward, and that power is
smoothly applied from 0 percent to 100 percent over a 3~5 second time
period.
During this power application time period of 3~5 seconds, we are also
scanning the engine instruments to verify that we reach our maximum RPM
of 2700 +/- 20rpm and that all engine indications are "green" and no
abnormal engine "sounds" or "vibrations / shaking of the aircraft is
occurring.
The key thing to also be aware of is that during power application (3~5
seconds), the aircraft "may" move forward a total of about 10 ~ 15 feet
maximum. Now, during this time, checking and verifying that the aircraft is
ready to "go", (3~5 seconds + engine stabilization time = approx 7 seconds)
determines whether we continue or discontinue the takeoff phase.
What this "instructor" did is created two problems for himself that were
unnecessary. First he chose to take off from an intersection that left him
with VERY little runway remaining and Second, did NOT put the propeller
into the full forward (high RPM) position. As a result of this, after full power
application, the engine never reached the required RPM due to the prop
lever being only half way forward.
Not only did he forget / not follow checklist procedures, he then continued
to not check and verify that the engine was only producing a fraction of
it's power.
A hint would have been clear as day, had he looked at the Engine prop
lever position, looked at the instruments and even more obvious, listened
to the sound of the engine.
As the aircraft continued to roll forward, obviously much slower than
normally expected, the "take-off" roll was becoming longer and longer. This
is mind boggling, because not only did the "instructor" allow the aircraft to
continue rolling forward, gaining speed extremely slowly, he allowed the
aircraft to continue until eventually (just barely) reaching our Vr speed of
59 knots. The problem with this is that at that point he had about 50 feet
of runway remaining in front of him.
Unable to climb or gain speed, the airplane never "lifted off the ground."
The instructor at that point and at that point only decided to close the
throttle. What he forgot to do was apply the brakes. Not once did the
instructor apply the brakes in any effort to stop on the runway or the
over-run area. Mind boggling, considering that this instructor previously flew
Mig 29's, isn't it?
The airplane went off the runway, and during it's "stroll" through the dirt
"off-roading," the propeller hit rocks, damaging the engine (which requires
the engine to be torn down completely and inspected, or a new
replacement engine etc).
Now here is a "crash course" (yes yes, pun intended) into some of the
"Chinese CAAC" logic that we are dealing with. Considering that we know
what happened, and that the airplane's propeller eventually "hit rocks," the
bright minds at the CAAC determined that "If the airport did not have
"rocks" (big or small) out side of the runway environment, this situation
would have never been a real "problem."
If you aren't rolling your eyes by now, I'll do it for you.
I would / could only imagine that in any other country, the idea of the
"rocks" being the "problem" is laughable at best.
So now for the past 1.5 weeks, we have been having a Stand-down /
no-fly period until the "rocks" are removed from the outside areas of the
runway. By the way these rocks ranging anywhere from about 1 inch to 1
foot tall are well over 20 + meters from all sides of the runway.
This is a typical story of an event that was completely preventable, but
once again, because of the way that "Training / Learning" is accomplished
here, this is the result.
And with that onto the next subject..
6.) Future goals and how to achieve them: We all should have safety as
the number one priority in any flight. Safety, however is something that
comes as a result of proper training techniques, high standards being
upheld, and nothing but the greatest of performance expected throughout
the initial and continuing stages of becoming a pilot.
For anyone choosing to come to these locations, you need to be in it for
two specific purposes. Of course you need to be more adventurous and
willing to travel the world and be "out of your element" a bit, but on a more
important note, you need to be willing to ALWAYS do your best regardless
of the pressures that you WILL come across to be mediocre.
You also need to be able to teach well enough and truly break down their
social / cultural walls to get them to in full honesty, apply what you have
taught them otherwise the moment that you leave and a typical Chinese
Military instructor comes in to the picture, they will CONTINUE to fall back
into the problems that have existed before.
By coming here, people (Foreign Flight Instructor Teams) need to also stick
together on issues (involving anything ranging from Flight Standards to
Medical insurance, to what food the cafeteria is serving on Thursday's)
and, yes, I am serious because otherwise the Chinese will try to manipulate
you.
All wishing to come need to be willing to not fear reprisal from corrupt
company leaders for doing the safe and CORRECT thing AT ALL TIMES.
Training should be carried out according to PERFORMANCE of the student in
the eyes of the qualified instructor, not by a piece of paper that has an
"hourly" flight requirement to be met.
In closing this long long post, I'd like to say that China does have great
potential, but it also has HUGE problems that are innately connected to its
5,000 + years of history and in the way in which it accomplishes things.
Any questions or comments are welcomed.
Thank you for reading.
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