Since You Asked

It's Ok To Refuse A Signoff

Dear Rod,

I am a CFI working with a private pilot coworker named Frank. Frank has great physical flying ability. He can make our Cessna 172 do exactly what it should. However, Frank's attitude toward safety is terrible. He basically has no fear of injury or death.

He recently rolled onto final for a night landing 1,000 feet high. Instead of going around, he dropped full flaps and made a dive while slipping the airplane. Halfway down the runway, my orders to go around were finally obeyed.

Here's the problem. Based on my observation of his ability, I gave Frank an endorsement for completing a phase of the FAA's Wings Program. But I don't feel comfortable signing him off for a 172 checkout at our FBO. In other words, I'm not confident about his ability when I'm not by his side.

Is it reasonable for me to provide a Wings endorsement but deny a signoff in our club's C172? (I won't be flying with Frank again regardless.) I will, of course, discuss this matter with our chief CFI. I'm trying to look at the biggest picture by keeping Frank alive.

Libby

Greetings Libby,

If you don't feel comfortable signing off Frank for the C172, then don't. The only real power you have in this situation is to deny a signature when you don't think it's deserved. I don't want you or any other CFI to provide a signoff simply because you feel pressured to do so. Consider, however, what has already happened. By giving Frank a Wings endorsement-which is the equivalent of a flight review-he's now allowed to act as PIC for two years.

Had you suspected that Frank's approach to flying was careless or reckless, it might have been better to avoid flying with him in the first place. By doing so, you make a statement to him. That statement is: I don't want my name in your logbook. On the other hand, you're in a better position to influence Frank's attitude by spending time with him. This is precisely why the Wings program is so valuable.

Whether or not you can influence Frank depends on whether his attitude or his personality motivates his behavior. If Frank's behavior is a matter of attitude, then it's possible you can change the way he thinks about safety. Attitudes are often temporary dispositions of the mind. They can often be changed. You can sense this by observing how willingly someone responds to your training advice over a period of time.

If his behavior is a function of his personality, there's very little you can do to alter the way he thinks. Personality represents the distinctive and often permanent attributes of an individual. If someone shows no signs of flexibility in the way he thinks, then his behavior is most likely a function of personality.

How can you tell the difference between behavior born of attitude or personality? One way is by spending time with the person to get a feel for how he thinks. You might also analyze his training history as well as learn something about his reputation as a pilot.

From what you say after observing Frank's behavior, it sounds as though his fearlessness is a product of personality, not attitude. It's unlikely that you'll ever feel comfortable with his approach to flying. While he's better off for having flown with you, I believe you are correct in not providing a signoff in your club's Cessna 172.

You must be frank with Frank and tell him why you're not giving him a signoff. This is called feedback. It may hurt his feelings, but it's a step in keeping him alive so that he can, at least, have feelings.

Watching And Waiting

Dear Mr. Machado,

Another instructor suggested that I stand near the runway when I first solo a student to properly supervise that solo. Is there any real reason for doing this? I usually solo someone, watch a landing or two, then go to the flight school to take care of other business. Do I really need to watch a student do solo takeoff and landings?

Sincerely,
Ed

Greetings Ed,

While a flight instructor has a responsibility to supervise his or her students, there are no official guidelines on how to accomplish this.

Many instructors prefer to stand near a runway or taxiway during the first solo while the student makes full-stop landings. At least the instructor can offer encouragement or answer the student's questions during the taxi back for takeoff. This also allows the instructor to immediately discontinue the flight if necessary. It's possible the weather may suddenly turn sour, the pattern may get too busy, or the student may forget how to land the airplane. Whatever the reason, you may need to intervene.

My personal preference is to remain in the vicinity of the student during his or her first solo and during most of the second hour of solo pattern work. I want to be completely sure the student is comfortable with the airplane and environment before letting him fly solo without me being within eyeshot.

Shimmy And Shake

Dear Mr. Machado,

I am a student pilot learning in a 1982 Cessna 172P. I have just completed my first solo. Several times during my training, the nosewheel has started shimmying rapidly on the landing roll, enough to cause the entire airplane to shake back and forth. My instructor tried to correct the problem by holding full aft deflection of the elevator. This seemed to help some, however, not until we reached normal taxi speed did the shaking stop. My instructor advised me that this problem is almost "normal" with tricycle gear aircraft. I respect my instructor's wisdom; however I would like any advice you can offer on this problem.

Thank you very much,
Rolly

Greetings Rolly,

Actually, a nosewheel shimmy can result from a problem with the nose strut assembly, the tire, the shimmy dampener, or a combination of the three. One or more of these items needs to be replaced or repaired. As to whether a nosewheel shimmy is normal, think of it this way: If you were to purchase a newly manufactured airplane, would you expect it to have a nosewheel shimmy? Would the shimmy be an option, something you could select, like leather seats or fancy radios? That's your answer.

Judging Cloud Distance

Hi Rod,

I know that a pilot is to stay at least 1,000 feet horizontally from any cloud while operating below 10,000 feet msl. I'm wondering, however, if you have any tips on how to tell how far you actually are from the side of a cloud. How do you estimate this distance? Any pointers would be appreciated.

Tom

Greetings Tom,

There's no practical way to measure 1,000 feet other than to guess. You are, however, thinking about this problem the wrong way. Here's a question that puts the problem in a different perspective: "How far away would you like to be from a cloud if a jet popped out the side at several hundred miles per hour?" That answers your question.

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