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Flight Forum

Power-Off Response

Thanks for Budd Davisson's argument with himself about power-off landings. He makes a good case for practicing them, even if they don't become my standard practice. I have to quibble with his closing comment, however. It's not really fair to compare a glider landing with a power-off landing in a powered airplane.

Glider pilots may not be able to go around, but we do use a "throttle" to adjust our glide path. It's called a spoiler handle. You push forward to close spoilers and reduce sink rate; pull back to open them and go down fast. Because we glider pilots have to get our approach and landing right the first time, spoilers are generally very effective. (We also practice a lot of slips to landing!) Approaches are made with partial spoilers, and the "throttle" is pushed forward slightly at landing, just the way I was taught to do a powered soft-field landing.

Incidentally, if anyone out there is looking for something to do with a private certificate besides work up to heavy metal, consider soaring. The transition isn't too tough, it's a fun social activity (you can't fly without some help to get airborne), relatively inexpensive, and there are endless challenges awaiting. On a good Texas day, some folks can stay up for hours at a time and gain thousands of feet in altitude, sometimes covering hundreds of miles.

Finally, thanks also for Jeff Falkner's "Instructor Tips" article, "Personality Barriers." Sometimes I get better hints for public school teaching here than in our teacher training workshops.

John W. Ward
via the Internet

Power-off life span

Regarding November's article on power-off landings, I agree that practicing power-off landings is beneficial. I try to vary my power-on/power-off landings, and I fly my power-on traffic patterns as close as I fly power-off patterns - just in case.

As to the issue of shortened engine life, I mentioned that engine heaters would be nice (this is Wisconsin) to the FBO where I learned to fly, adding that they would probably reduce engine wear. The FBO told me the engines typically exceed the TBO and that heaters would be difficult to justify. These same aircraft are used for extensive flight training and are subjected to simulated emergencies, touch-and-go landings, and other normal student abuse. I'll admit that on the coldest of days we do keep power on even during simulated emergencies.

My point - I don't think power-off landing techniques shorten engine life. However, an engine failure during a power-on jet-pattern approach could shorten airframe life!

Rob Brennan
Fond du Lac, Wisconsin

Glider: don't pass it up

November's article on power-off landings really hit home. Four years ago I began to fly gliders and was a private glider pilot when I began power lessons. At first, it didn't seem like my glider training was much help in learning to fly power airplanes. As I continued in my instruction, however, I realized just how important it was and how much it helped.

When my instructor pulled the power, I felt completely at ease - if you can believe it, even more so than when the power was on. I would take my time, set up a pattern, and go about my business in an almost lethargic manner. I found myself setting up for a picture perfect off-field landing without so much as a second thought - not to mention my patterns always being tight and the only go-arounds ever were for practice.

I went for my checkride with 37 total power-airplane hours (17 solo) and passed. My examiner was also a glider pilot, and one simulated engine-out was enough to satisfy him that I could handle this situation, thanks to over 99 hours of glider time.

I can't emphasize enough that all power pilots should get some glider training. It is fun, challenging, your glider rating counts as a flight review, and it doesn't eat up your engine while practicing. Gliding is just another skill in your arsenal of aviation experience. Don't pass it up!

Naomi St.Julian
via the Internet

ATP test correction

In December's "In Training" article, "Making it Happen," the examiner told the article's subject that as of January 1, 1996, airline transport pilot (ATP) knowledge tests "no longer remain current beyond two years on the basis of employment" as a pilot for a Part 121 operator.

This is wrong. Please review FAR 61.39(b). It clearly states "an applicant for an airline transport pilot certificate ? may take the practical test for that certificate or rating with an expired knowledge test report, provided that the applicant: (1) Is employed as a flight crewmember by a certificate holder under part 121, 125, or 135 of this chapter at the time of the practical test and has satisfactorily accomplished that operator's approved (i) Pilot in command aircraft qualification training program that is appropriate to the certificate and rating sought; and (ii) Qualification training requirements appropriate to the certificate and rating sought?"

The entire Part 61 was rewritten and became effective on August 4, 1997.

John D. Lynch, FAA AFS-840
via the Internet

Fasten your seat belts

I'm a flight instructor at San Diego Flight Training International and would like to correct a mistake in your December "Final Exam." Question two asks when required crewmembers must fasten their seat belts and shoulder harnesses. The answer you gave said they must have them fastened during takeoff and landing only.

As you know there were numerous small changes to the regulations that took effect August 4, 1997, and this was one of them. FAR 91.107 now requires that everyone in the aircraft use the safety belts and harnesses throughout the entire flight even when taxiing.

This requirement applies to Part 91 operations only. I didn't recognize this change either until a renter was violated several days ago by the FAA during a ramp check for this exact regulation.

Mark Velasquez, CFI
San Diego, California

Question two pertains to "flight crewmembers," and the applicable regulation is FAR 91.105, "Flight crewmembers at stations." Paragraph (a) is the only part of the regulation that encompasses "all flight conditions," and it requires seat belts only. It says, "(a) During takeoff and landing, and while en route, each required flight crewmember shall - (1) Be at the crewmember station unless the absence is necessary to perform duties in connection with the operation of the aircraft or in connection with physiological needs; and (2) Keep the safety belt fastened while at the crewmember station."

Paragraph (b) refers to seat belts and shoulder harnesses, and says they must be fastened during takeoff and landing - "(b) Each required flight crewmember of a U.S.-registered civil aircraft shall, during takeoff and landing, keep his or her shoulder harness fastened while at his or her assigned duty station. This paragraph does not apply if - (1) The seat at the crewmember's station is not equipped with a shoulder harness; or (2) The crewmember would be unable to perform required duties with the shoulder harness fastened."

FAR 91.107, "Use of safety belts, shoulder harnesses, and child restraint systems," states the pilot in command's responsibility to ensure his (or her) passengers are secured in their seats and know how to use their seat belts and shoulder harnesses - "(1) No pilot may take off a U.S.-registered civil aircraft ? unless the pilot in command of that aircraft ensures that each person on board is briefed on how to fasten and unfasten that person's safety belt and, if installed, shoulder harness."

Subparagraph (2) requires the PIC to tell his passengers to buckle up before he moves the aircraft on the surface, takes off, or lands. And subparagraph (3) requires each person on board the aircraft to "occupy an approved seat or berth with a safety belt and, if installed, shoulder harness, properly secured about him or her during movement on the surface, takeoff, and landing."

Neither regulation states any requirement for wearing a shoulder harness during the en route portion of a flight, but this doesn't mean it's a bad thing to do. - Editor

A good half mile

I've always found Chris Parker's articles informative, well written, and appropriate, but "The Last Half Mile," the October "Instructor Tips," is absolutely superb in what it packs into two pages. His inclusion of "energy thinking" is particularly noteworthy. Moreover, I'm especially pleased to discover an instructor of his obvious experience and insight that stresses constant pitch attitude on final and does not advocate chasing the aim point with pitch changes. I look forward to Chris's next article and am curious to see what kind of remarks this one draws from other readers.

Lucius Day
Lakewood, Colorado

Crabbing crosswinds

I must disagree with the author of December's "Flying Smart" article on "Crosswind Landings." He left out the crab and slip method.

One of my major hot buttons in flight training and normal day-to-day flying is the crosswind landing technique. The only technique for non-training flights is the crab and slip method. To slip an airplane all the way down final is tedious, laborious, uncomfortable, frightening for passengers, and totally unnecessary! A competent, well-trained pilot would no more slip an airplane full of passengers throughout the final than fly halfway down the runway checking the crosswind component before touchdown.

Slipping on final and exercising the rudder and ailerons while flying a few feet off the length of the runway are excellent training maneuvers, but should not be used in normal flying. A proper crosswind landing requires appropriate rudder and aileron input just before or during the flare.

Dick Branick
via the Internet

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