The Trip to Jakarta

I arrived on the early flight, which put me in Jakarta around 11:00. An hour long taxi ride saw me at the office around noon. The office was locked tight and no one was around.

I sat on the front step and called Ira, the office administrator.

"We're having lunch," said Ira.

"I have arrived," I said. "You knew I would be here at this time. Why is no one at the office?"

"We're having lunch now," said Ira, as if that explained everything. The world could wait as long as Ira could have her lunch.

"Hurry!" I said. "Edmond is going to meet me here soon."

Ira was not phased. I sat down and waited until someone (not Ira) arrived to let me in.

Edmond arrived and sat down at a desk to have his lunch. I went to the mall until he was finished.

When I returned, Edmond was ready.

"You have one hour," he said gruffly.

I laid out my case as quickly as I could. 

"This is why I wanted you to come to Lombok," I said.

Edmond slammed his fist on the table and shouted, "You can't tell me what to do!" He continued a tirade about owning many businesses.

I pressed on and showed him the training records. Each time Russell flew with a student, he gave them all perfect marks and no comments. There is no way every student could fly every flight perfectly without any room for improvement.

"You don't know about Indonesia!" shouted Edmond. "Things are different here!"

"There is no way every student could fly every flight perfectly without any room for improvement," I said. "I know flying, and it's the same all over."

I showed him a video of Russell stalling on take-off, explaining that he does this on every take-off, telling the students this is normal.

Edmond started shouting again. I did not take the bait. I don't remember exactly what he said, but it was so outrageous that I began to laugh. Edmond stopped shouting and gave a slight smile.

He explained to me that the reason he shouts is to build character. He thinks that by acting gruff and shouting, people will respect him and their character will become stronger.

Then he went into a story about his personal life, his divorce, his businesses, and a lot of other stuff I don't remember. I just let him talk.

"Everyone has told me these things about Russell," he finally said. "I have already heard this from many people. But Russell is like a son to me. Everyone has given up on him. But I think he can change and be better. If I can do this for him, I will have accomplished something. It's like when a young boy likes technical things, but is told he can never go to college. Everyone gives up on him. Even Einstein was thought stupid by his teachers. His teachers gave up on him. Everyone has given up on Russell except me."

"Russell is not competent to be Chief Instructor and is not a safe teacher," I said. I read off a list of items I observed from the videos, explaining what was wrong with each item:

1. He stalls on take-off on every video. As he dumps the flaps you can hear the stall warning and see the ground come up as the aircraft sinks.
2. He does not look outside the cockpit for traffic or situational awareness and directs the students to look at the instruments instead of attitude flying. He is inside the cockpit during taxi, take-off, and cruise. Primary students should be taught to fly by outside references first as well as be aware of what the airplane is doing in relation to the ground.
3. During start-up, he frequently takes the checklist from the students and finishes the start-up himself. He does not use the checklist properly, but flips back and forth. The checklist should be done in a specific order each time. The students must be given the time and patience to learn this at their own speed.
4. During taxi in one video, he dominates the throttle, forcing the student to keep his hand on the dash. It's OK to keep your hand on the throttle, but the student's hand should also be there. Primary training is where they learn basic habits. Keeping your hand on the dash is a bad habit.
5. He advances the throttle too quickly, causing wear and tear on the engine. It looks like he's turning on a light switch as he adds full throttle. The throttle should be advanced smoothly and evenly, not all at once.
6. He neglects to teach ground reference maneuvers. These are required by Indonesian law, but Russell seemed to think they were optional. Ground reference maneuvers help teach the student correct rudder control and judgement, among other things. As a result, his students had a difficult time learning to land without these basic skills.
7. Every landing was hard. Some landings were so hard, the aircraft should have been checked for damage. His students did not know what a smooth landing looked like until they flew with other instructors.

I quickly went through my list, as Edmond was getting impatient.

"Who told you this?" he demanded.

"No one," I answered. "These are just my observations from the videos.

Edmond carried on for another ten minutes. In the end, he agreed to look over the videos again and think about what I presented him. He promised to make a decision during the Christmas break.

I went back to Lombok hopeful for the future.

A Warning to Edmond

After seeing a disturbing pattern, I became convinced that Edmond was unaware of what was happening and how dangerous Russell was as a flight instructor and how incompetent he was as a Chief Instructor.

Hello Edmond,

Numerous serious safety issues are occurring regularly here in Lombok of which I don't think you are aware. People are not telling you the truth about many things.

You need to come here on a surprise visit - do not announce your arrival to anyone. You need to come here tomorrow or the next day.

This is critical to the safety of the students and to the continued operation of the flight school. I need to speak to you in person and not by Skype or email.

Please come soon. This is URGENT.

Regards,

Kate

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Kate,

I have a very busy schedule this week and unable to come until end of the week.
We better talk on phone. I will text you before calling.

Regards,
Edmond.
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Edmond,

I know you are busy, but this is URGENT. If you can't come here, I will come to Jakarta.

Let me know which.

-- Kate

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Edmond called me after a few minutes. I told him that I needed to show him in person what is going on and that he should not just take my word for it. He told me to come to Jakarta to meet with him, but I would have to pay for it myself, which I agreed.

I gathered the videos I had accessed and took the training records of all the students with me to Jakarta to show Edmond what was going on.

Stage Checks

Every Part 141 school is required to perform stage checks. Stage checks are a way to ensure the students are getting taught the proper procedures and to ensure standardized training. Stage checks are usually given by the Chief Flight Instructor, but can not be given by the primary instructor.


Russell announced to us that he was going to give his own students stage checks. We, of course, objected and pointed out to him that legally this can't be done.

Sec. 141.37 — Check instructor qualifications.
 (c) A check instructor may not conduct a stage check or an end-of-course test of any student for whom the check instructor has:
(1) Served as the principal instructor; or
(2) Recommended for a stage check or end-of-course test.

Russell argued that these were not really stage checks, but pre-solo review flights. If they are not stage checks, then we are not Part 141. If the students are not ready for solo, then why should they do a pre-solo review flight?


Eventually, Russell acquiesced and agreed to have Denis review his students. But if he could have gotten away with taking a short cut, he would.

Aircraft Inspection

The mechanics did not want to have an inspection entered into the maintenance logbooks, because they thought it would be a red flag to the DGCA. As instructors and pilots, we felt the inspection should be recorded not only as a record of the history of the aircraft, but to conform to the terms of the aircraft warranty agreement. In the end, the only issue Edmond was concerned about was stalls.



Paul,

The HSA gaves us a funny indication today, The entire HSA was flickering above 47%.  Do you have any ideas?  I thought maybe the HSA connection was loose.

Also can you get me the inspection list for a post spin possible over G situation... My student kicked the rudder while holding the  stick full back during a power off stall and we entered an "Over-the-top" Spin entry.

Denis

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Hi Paul,

On the HSA it may possibly be a loose connection, have a look at the maintenance manual trouble shooting section 77. please make sure that the service documents associated with the HSA have also been addressed. These are available from the Liberty technical publications website.

As there may potentially be an over 'g' situation noted below, we will need some more data. We'd recommend that he perform the hard landing inspection for a start. This is located within the aircraft maintenance manual. Also check to make sure that the wing and wing and fuselage attachments are fixed with no freeplay, check for any additional flight
control surface and wing surface oil canning on the ground that was not noticed before. See the maintenance manual chapter for details on the wings.

Check the flight control pushrods, brackets and idler bellcranks for permanent deformation or freeplay, check the tailplane for cross ship trueness and attachment. Inspect all the items required by chapters 4 and 5 that would be applied to the aircraft during an annual inspection, including the composite structural aspects. Have a look at the rudder to see if it has been overswung to hit the horizontal stabilizer. Have a look at all the composite structure areas that attach the control circuits to the pushrods for cracks in the carbon. You will be able to see the tan core
underneath if that is the case. Check the windshield for windshield attachment fastener cracks, and, if the flaps were deployed, check the steel flap drive in the chassis for straightness by applying a straight
edge to it vertically and laterally across the ship. The flapped maneuver load limit is +2.0g, clean this is +3.8g.

Please have him look at these first and report back.
Thanks
Jason

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To All,

Here is a condensed version on a single email so we can all keep track.

Russell the CFI will be back in town tomorrow and I have CC'd him on this email so he will be up to speed with the situation.  He will also be able to perform the test flight as he is the company test pilot.

Paul,

Andri our engineer has completed the engine diagnostic for the aircraft and found the #3 cylider fuel injector clogged.  We know this does not have anything to do with the hsa flickering but it is a start.  When I perform the post maintenance test flight using the liberty test flight check list I will at that time check the HSA while close to the airport.

Andri has also just completed the Preliminary Hard Landing Inspection as required by Jason from Liberty.  All was found to be good to go. The wings were not pulled as it was not in the inspection.  Any other checks or inspections please advise so we can all work together and verify that the aircraft is safe for flight.  I also need approval from
Management that I can perform the test flight as described in the checklist.

Regards
Denis

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Paul

I asked in the email for them to do an annual inspection. This requires the wings to be pulled for inspection. The inspection needs to be extensive to ensure that there is no hidden damage, in our opinion.

Jason

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HB,

Please note from Jason's reply below that the check on LLB must be done as an Annual Check which includes pulling out the Wings and inspect.

I know we need a Barfield Pitot Static Leakage Tester to check after the wings are pulled out.

I am working with Paul to find one immediately from US and have it couriered over.
Meanwhile, can you check if there is any in Indonesia that we can borrow or rent?


To All Instructors,

No more argument of FULL STALL RECOVERY Practice.
It is prohibited until in CPL stage or until our simulator arrives in end January when we can practice it to perfection in our simulator before trying out in our planes.
I do not want this incidence to repeat again.

Regards,
Edmond.

Russ Sherwood

I became increasingly aware of the animosity between Russell Sherwood, our Chief Flight Instructor, and the other instructors, Denis and Kwan.

Russell would constantly bicker and bait Denis and Kwan, drawing them into petty arguments. Behind their backs, Russell would go to Edmond and tell him stuff that turned out not to be true.

I would find out about these things when Edmond would send out random BBMs (Blackberry messages) or would talk to us over Skype.

After asking the staff for basic things such as training standards and navigation logs, I quickly determined that Russell did not know the first thing about being a Chief Instructor. When I would approach him about creating a standard for basic maneuvers, such as circuits or turns, he would deflect the question and change the subject. These things were not important to him.

Concerned, I reviewed the videos of Russell giving instruction. What I saw was alarming. He would routinely raise the flaps on take-off as soon as he was off the ground, causing the aircraft to stall and lose altitude.

Other items I observed:
On start-up, he would introduce the student to the check-list, but then would take it from the student and perform the procedure himself. He would perform the checklist in random order (defeating the purpose of the checklist), talking quickly (the Indonesian students could not understand what he was saying), and tried to impress the students with his superior abilities.
He would routinely take-off from the middle of a 3000 foot runway. That would be enough runway as long as everything is OK, but it’s a bad habit to get into and should not be done during instruction.
Most of the first 10 hours of the student’s training would be with their heads in the cockpit, staring at the instruments. Primary students must be taught to use outside references and to constantly look for traffic, NOT flying solely by reference to instruments. A dangerous habit.
He would apply full throttle as quickly as turning on a light switch, not paying attention to engine reaction time, nor caring about extending engine life. This habit is totally unnecessary.
There were no videos on ground reference maneuvers or rudder work. In fact, these items were omitted from the training “missions” that he created. The net result was that students did not know how to use rudder and they did not develop the judgement needed to maneuver close to the ground.
He routinely made hard landings - enough to warrant maintenance inspection of the gear. The first time students experienced smooth landings was with Denis and Kwan.

I also heard many anecdotes about Russell’s teaching habits, none of which would be acceptable at any FAA-certified flight school. Various students reported they had entered spins while with Russell, none of which were reported, and in fact would void the factory warranty on the aircraft.

My conclusion was that Russell was an accident waiting to happen. It’s not any one thing, but an accumulation of many things, including his complete disinterest in teaching or lack of desire to become a knowledgable and proficient instructor. I became increasingly concerned and decided to warn Edmond. Other people (outside pilots, staff, and the instructors) told me they had already told Edmond about all of this and he did nothing about it. But I couldn’t believe Edmond would knowingly put his school at risk this way.

Stall Procudures

During the following email exchange, Russell had taken the day off and was not at the hangar doing his job. These emails demonstrate Russell lack of knowledge of aircraft certification, the effects of stalls and spins, and his total lack of social skills.

Dear All,

Following the issue that we had yesterday during the stall recover training with Jouna and Denis, I need to say a few words.

1. Demonstration of stalls and recovery techniques is very important to the PPL flight training. However, let's not forget, that Liberty is not an aerobatic aircraft and we have to bear in mind that if we do, indeed, enter a spin as a result of a fully-developed stall, we are venturing into the "unchartered waters" and the recovery may be difficult, if not impossible. ***Note: This is not true. All aircraft are spin tested, whether or not they are certified. The reason for not allowing spins is the stress on the airframe - not the difficulty in recovery. ***  This aircraft is not certified for spins and we must not allow it to enter a spin. It is it your responsibility, as an FI, to ensure that this does not happen, regardless of circumstances
2. During the PPL stage of training, I would suggest that all FI's demonstrate and ensure student's proficiency in recovery from the incipient stages of stall, ie, recover when the aircraft buffets. However, FIs should be free to demonstrate a full stall, coordinated and uncoordinated alike, and recovery from it well before entering an incipient spin. During such demonstration, students need to be observing only. Before the demonstration, students must be briefed on the positive exchange of aircraft controls procedure to ensure that they do not hold of touch controls during the demonstration.

3. During the more advanced stages of flight training, such as CPL, students will be required to become proficient in fully developed stall recovery.

4. As an additional safety precaution, do not practice incipient stalls below 3,500 feet AGL. *** Note: There is no such thing as “incipient stalls”. They are called “imminent stalls”. *** Do not demonstrate fully-developed stalls below 4,500 feet AGL.

Kind regards,

Russell

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The chief pilot (a 70-year old veteran Indonesian pilot) chimes in:

All,
This exercise is to build up awareness to the student so it must be done with caution esp. when you ask them to do it. This can happen when student in solo returning to base with marginal visibility and he/she don't want to loose the runway and keep looking at it, also on base leg and maybe at low circuit to keep rw inside and steeper bank angle. All those factors will lead to danger if we do not inject them with awareness.
All can happen in flight training, so beware and discuss with others
Sulistyo

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Dear All,

Please read and understand the CASR regulations under part 61.  The following is required aeronautical experience prior to a student pilots first solo.  The is in reference to CASR part61.87e.5 pre solo flight training...

(e) For aeroplanes, in addition to the maneuvers and procedures in Paragraph (d) of this Part, the student pilot must have received pre-solo flight training in -
(1) Approaches to the landing area with engine power at idle and with partial power ;
(2) Slips to a landing ;
(3) Go-arounds from final approach and from the landing flare in various flight configurations including turns ;
(4) Forced landing procedures initiated on takeoff, during initial climb, cruise, descent, and in the landing pattern ; and
(5) Stall entries from various flight attitudes and power combinations with recovery initiated at the first indication of a stall, and recovery from a full stall.

This is required training.  The regulations should be reviewed by personnel prior to making decisions.

Denis

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Denis,

Please read and understand the regulations:

"The student pilot must have received pre-solo training" does not stipulate, that the student must demonstrate proficient in recovering from full stalls. Giving flight training in fully-developed stall recovery may involve demonstration only.

The first indication of a stall is a stall horn, not even a buffet. I am quite sure I heard this from even an FAA FISDO examiner. However, if we ask them to demonstrate proficiency in recovery from an incipient stall (or the second indication of stall, which is buffet) it will be sufficient for their pilot proficiency at this stage. Obviously, to avoid this situation all together, under normal circumstances, not involving stall demonstrations,  they should be taught to recover as soon as they hear a stall horn.

In the DGCA PPL exam, the students are never required to demonstrate proficiency in recovery from a full stall. I am well acquainted with the DGCA some examiners and they never require such demonstration even in a C172. In an XL2, not certified for spins, the chances of such request are even lower.

The point is: you've been advised of the company policy regarding this matter in my previous email. If you feel that you can not comply with it, we'll need to have a very different chat.

Kind regards,

Kind regards,

Russ Sherwood

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Russ,

Please remove me from this discussion. This is unprofessional and unbecoming. Please stop.

Please schedule a meeting with all instructors to discuss flight policies and discontinue using a group email to snipe at other instructors.

Sincerely,

- Kate

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Kate,

This group email was initiated by our Jakarta management to discuss the situation. Since you are an FI here, you need to be included.

I will schedule a meeting upon my return from Jakarta, possible Thursday afternoon. In a meantime, please pay attention to my request in the previous email.

Also, which part of this do you regard as "sniping"? I sent an email with a directive to adhere to certain procedures. Please explain.

Thanks,

Kind regards,

Russ Sherwood

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Russ,

Here is the full excerpt from the DGCA regulations.  It does clearly state as I have stated.  PLease review this so we can have the proper discussion. This would have been a perfect time to do today had everyone not flying been at the hangar.

This is directly from the DGCA CASR regulations:
"(c) Pre-solo flight training.
Prior to being authorized to conduct a solo flight, a student pilot must have received and logged instruction in at least the applicable maneuvers
.....
(5) Stall entries from various flight attitudes and power combinations with recovery initiated at the first indication of a stall, and recovery from a full stall."

You cannot simply pick and choose the maneuvers you wish the student to perform as it is clearly stated in the DGCA regulations.  As stated in my prior emails if LIFT wishes to remove this training requirement from the syllabus it must be brought up to the DGCA and implemented into the TPM with the DGCA approval.

Denis

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Pk Sulis,

Since this is clearly an argumentative subject, could you please make an inquiry with an appropriate DGCA flight examiner, whether or not PPL students will be required to demonstrate proficiency in recovery from fully-developed stalls in a training aircraft, which is not certified for spins.

I'd like to have this information before our Thursday meeting.

Thanks in advance,

Russell

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That's why LIFT took experienced F/I those exercise is very basic I don't want to mess up with DGCA people. Please use our standard and follow what is mentioned In CASR. I agree with Kate this is not supposed to be a polemic if you are an experienced F/I. Thanks

Sulistyo

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Dear all,

There will be a flight department staff meeting on Thursday afternoon. Exact time TBA, depending on flight schedule.

Kind regards,

Kind regards,

Russ Sherwood

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The following statement was issued by Liberty a couple of years ago: