This story stuck in my mind that checking notams was just as important as checking weather. In my Air Force flying we are constantly checking notams, weather, airfield suitabilities, overseas tracks, and diplomatic clearances. For an international trip, these are all needed. But when flying my Cessna 172, why bother? After a long trip, I flew to a nearby airport 30 miles away to top off the fuel tanks and save 40 cents per gallon. Upon reaching the other airport, however, I learned that the fuel pump had failed that afternoon. I flew my plane home two days later.
Only one big mistake is usually all it takes for me to learn and not to repeat. Planning a trip to an airport near Austin, Texas, I checked weather and the D- and L-series notams for my destination airport. Radioing Austin Approach that I had the uncontrolled airport in sight and asking if I could switch over to the advisory frequency, the controller said he was not sure if the field was open. I called the nearest flight service station and learned that the field was still closed - by then I was over the field and saw two big Xs on a freshly paved runway. I was furious. I had checked the notams. How could this have happened to me?
I relayed this to flight service and after awhile he said, "Yep, there it is on the published notams that the field is closed until further notice." Yes, those published notams in the booklet containing information about long-term notams. Thankfully I had enough gas and had planned an alternate airfield, so I was only embarrassed.
Jon Incerpi
Via the Internet
Expecting Perfection
Mark Twombly's article on instructors expecting perfection before signing off a student ("Continuing Ed: The Errors of Our Ways," September 2001) brought to mind my recent experience. I began flight training at the age of 68 with a fine instructor who never seemed ready to let me solo...even after 100 hours! One day, in exasperation, he sent me up with an older CFI on a "check ride." After a few times in the pattern, the substitute CFI hopped out, and I soloed - to the surprise and chagrin of the earlier instructor.
A few weeks later, when I was taken to a nearby field to demonstrate my landing ability (with my original CFI), I made a mistake on a go-around I initiated. I dumped all flaps, sank, gave it more power, and recovered without any dings.
Unfortunately, my instructor took that as a sign that I wasn't ready for more advanced work, and he kept me in dual mode for many more hours. I now have more than 230 hours, with only 25 solo, and I now believe I'm too old to ever take a checkride.
In spite of all that, flying was still great fun, and I'm not bitter about the experience. Perhaps one day I'll find that second CFI again and continue.
Robert H. Smith
Los Angeles, California
Haste Makes Danger
"Insights: Yellow Means Caution" by Ralph Butcher (August 2001) was mandatory reading for pilots in command. Through the adventures of "Rush Fast," Butcher stressed the importance of proper departure procedures.
But Butcher may have presented an important message inappropriately. For example, Rush used his cellular phone to obtain winds aloft and notams while driving to the airport. This practice may put an individual in double jeopardy. Struggling with a cellular phone, attending to FSS information, and attempting to record that information while driving may guarantee that you never reach the airport! Another example is our friend's decision not to file a flight plan. It is my conviction that filing a flight plan is always encouraged. because it forces a pilot to review safety procedures and ensures minimal preparation for a cross-country flight.
Nonfictional pilots should recognize that haste is a recipe for disaster and should not Rush Fast through the checklist. Instead, pilots in haste should act as pilots in command and abort their flight plans.
Danny Benbassat
Stillwater, Oklahoma
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