Dick has flown everything from B-25s and B-29s to F-84s and Citation Jets. He will fool you with his age, since he moves like a man 20 years younger. Flight instructing is not a stepping stone for him, and he is certainly not in it to make money. No, he is there to keep a hand in things, and especially to impart his knowledge. That knowledge is what we new pilots should listen for from people like him-knowledge bred of experience.
The experiences he shares are ones that we won't have to live through ourselves if we listen, such as how the squall lines move in this area of the country; how frost forms so quickly on stationary wings during clear, cold winter nights; and how to not just fly but to fly smoothly. Instructors like Dick share knowledge beyond what we will need in the immediate future, such as how taking a cold-soaked airframe from 35,000 feet onto a wet runway can spell ice on the belly, or how many pilots are tempted to become cocky after 500 hours or so of flying.
Instructors like this add greatly to the knowledge base of those of us who are learning to fly, and we do appreciate it.
Ken Cole
Coudersport, Pennsylvania
Calls Can Come Warm Or Cold
I am a full-time air traffic controller at Chicago Center with 19 years of experience. I am also a part-time flight instructor in the Chicago area. Unlike Russ Hustead, I teach my students that there are appropriate times to make both "cold" and "warm" calls to controllers ("Flight Forum," October 1999).
A tower or ground controller is geared to hearing someone out of the blue announce "XYZ tower, November12345 is 10 west with information Alpha, landing." This is a cold call but its content is pretty simple. The format of this type of cold call is also pretty standardized. Because it is simple and standard, a controller can usually get everything on the first call. If your call is any more detailed, however, or if you have unusual things to say, it is better to get the controller's attention first. He may not be ready to write down your life story.
Requesting VFR flight following or an IFR popup clearance are areas where a cold call is a bad idea. To the controller it sounds like this: "XYZ approachthisis November12345ten westwithinformation EchoIama Cessna172slashUniformat fourthousandfivehundredfeet enrouteABCwiththreesoulsonboard myairplaneisredandwhite andmytrueairspeedis110knots requestflightfollowing."
The radar controller is not expecting you and is not ready to write your full flight plan. The controller may be on the land line. (I know it's a common excuse, but we really do spend a lot of time on the line coordinating with other controllers.) He may be making a computer entry or simply gabbing with the person in the next chair, just as pilots do. It is best to get the controller's attention first with a simple call. Then, after you have established communications, you can give all of your warm information.
Keep it simple-"ABC approach, November12345." When the controller answers "November12345, ABC approach, go ahead," you can tell everything because now you have the controller's attention. He has a pencil and is ready to copy.
If Russ Hustead is concerned about wasting air time, a long-winded surprise call followed by a long pause and then, "Aircraft calling Center, say again," wastes twice the time or more.
Another area that causes problems is preparedness. Rehearse what you want to say before you key the mic. Even if you have the controller's attention, a long, dragged out message is confusing. "Ahhhh Chicago this is, um, ah?."
Donald J. Purney
Carol Stream, Illinois
Don't Rely On The Attitude Indicator
In his article "Good Insurance for All Pilots-Advanced Instrument Maneuvers" (December 1999), Ralph Butcher outlines some instrument training exercises that are helpful in early instrument training. Particularly valuable is his suggestion for inducing vertigo while entering an unusual attitude.
However the procedure for recovering from an unusual attitude is not the best and in some situations could even result in failure to recover.
Step 1 in the recovery process is correct. If the airspeed is increasing (graveyard spiral), reduce throttle.
Step 2 recommends leveling the wings while looking at the attitude indicator unless the attitude indicator is inoperative. In fact, the unusual attitude could be a direct result of a pilot responding to the erroneous indications from a slowly failing attitude indicator that shows a bank when the actual attitude is straight and level. The pilot attempts to correct this apparent bank and puts the airplane into a bank in the opposite direction. This failure results all too frequently from a vacuum system problem.
Step 2 should read-level the wings by stopping the turn using coordinated aileron and rudder inputs opposite the turn indicated on the turn coordinator. The turn coordinator is a more reliable instrument than the attitude indicator; its failure is more easily interpreted; and it would probably not result in an unusual attitude even if it failed.
Step 3 is recovery from the dive using inputs from the vertical speed indicator, altimeter, and attitude indicator-if it is operating, i.e. if it shows wings level when the turn is stopped.
The discussion on spins contains some errors. The turn coordinator or turn needle always indicates the direction of the spin and can be used during spin recovery. (The turn coordinator or turn needle is the gyro part of the turn and slip instrument, not the ball as discussed in this article. Unlike the attitude indicator gyro, this gyro cannot tumble in an unusual attitude.)
It is possible to enter a spin at an airspeed above the stall speed even with a load factor of one. A spin can result if the airplane is yawed by application of rudder causing the inside wing to stall. As long as the controls are coordinated (ball centered), the airplane will not enter a spin.
Olga Mitchell, CFII
Central Jersey Regional Airport
Don't Wait To Use Carburetor Heat
I want to comment on Robert N. Rossier's fine article "Go With The Flow" in the October 1999 issue. A goal in emergency preparation is to instill a plan of action in the mind of students-action that, having been practiced, will hopefully prevent brain lock in an actual emergency. The flow pattern sounds like an excellent vehicle to carry an anxious pilot over the hump.
My concern with this method, and many emergency checklist procedures, has to do with the application of carburetor heat. While observing a student performing engine out at altitude procedures I noticed that about 90 seconds elapsed between simulated engine stoppage and applying carburetor heat. This triggered a new question in my head-what heat?
I seized upon this opportunity to prompt my student into some of that higher level thinking about what was going on under the cowling. I wanted the student to think about where carburetor heat comes from and how a dead engine and a 70 mph wind through the cowling would influence the heat available.
It wasn't pretty to watch, but after some brain squeezing the opinion came forth that if carburetor ice is the culprit you don't have long to use the carburetor heat, because the residual heat from the engine will soon be gone with the wind.
Therefore it would seem advisable to put the application of carburetor heat right after "fly the airplane" (and switching tanks if that is an option).
Normally, carburetor icing shows up to an observant pilot in a drop in rpm or manifold pressure, giving an opportunity to apply carburetor heat while the engine is still running and combustion heat is still available. However, I know of two cases where engines with carburetor icing quit suddenly and reportedly without warning.
Joe Franklin
West Jefferson, North Carolina
We welcome your comments. Address your letters to Editor, AOPA Flight Training, 421 Aviation Way, Frederick, Maryland 21701. Send e-mail to [email protected]. Please include your full name and mailing address on all correspondence, including e-mail. Letters will be edited for length and style.
Related Articles
