How much damage it does isn't clear
One of the concerns I have as a flight instructor is simulating engine failure in larger, higher-performance airplanes. Some of the pilot/owners to whom I'm giving flight reviews are concerned about shock cooling when I reduce power to flight idle. Should I be worried about this? Does it really hurt to reduce power to flight idle once during a flight review? What do you do in similar situations?
Sincerely,
R.R.D.
Greetings Mr. R.R.D:
First, let me say that simulating emergency landings should be a very important part of any flight review. Most pilots don't have the opportunity to experience and practice this once they begin flying larger, higher performance airplanes. Yes, shock cooling is a real phenomenon. How much damage it does, however, isn't quite as clear.
Engines undergo shock cooling when you reduce power to flight idle during the landing flare, when you shut them down after landing, when flying through rain or making radical in-flight power reductions, and so on.
The damage caused by shock cooling is hard to assess. For example, the left engine on multiengine airplanes is the one most frequently shut down and feathered in flight during training. Yet, I've never heard or seen any evidence suggesting that the left engine suffers more damage as a result of the resultant shock cooling. The point here isn't to propose that shock cooling isn't real and can't hurt an engine. Instead, it's to suggest that engines are pretty hardy and won't crack or break if you reduce power to flight idle on occasion. You can do this responsibly by entering slow flight, followed by an engine failure simulation -- the lower power settings and speed associated with slow flight helps the engine adjust to the additional cooling that results from a simulated engine failure.
There is, however, an even better way to handle simulated engine failures in larger airplanes. First, look at the airplane's pilot's operating handbook and determine the plane's glide ratio. Do a little math to calculate the airplane's descent rate at its best glide speed. The next time you want to simulate engine failure in a complex or high-performance airplane, lower its gear and apply enough power to establish the expected "clean" descent rate at the airplane's best glide speed. This will simulate a power-off glide in the clean configuration and keep the engine warmer, thus allaying concerns about shock cooling.
Pattern altitudes
Dear Rod:
I am a little confused. One CFI tells me that at nontowered airports my pattern altitude should be 1,000 feet plus airport elevation, and the other CFI tells me that the 1,000 feet is only a recommendation and that I can very my altitude within reason. In the Federal Aviation Regulations/Aeronautical Information Manual the only thing it says is 600 feet to 1,500 feet agl while you are in the pattern. Is there any rule or a law that says you have to be 1,000 feet above any airport that does not have a tower?
Sincerely,
Robert
Greetings Robert:
No, there's no FAR stating that you must fly at any specific pattern altitude. Pattern altitude is only a recommended altitude, and it varies based on terrain, noise abatement, and other safety-related issues. The only sure way to know what the recommended traffic pattern altitude is for any airport is to look in the Airport/Facility Directory or another source, like AOPA's Airport Directory Online, that references the A/FD data. While it's true that you can fly at other than pattern altitudes, you increase your risk of having a midair collision. When all pilots operate on the same level, it's much easier to spot each other. It's hard to deny the logic that airplanes are less likely to collide when the pilots of both airplanes, instead of just one pilot, can see each other.
Take on touch and goes
Dear Rod:
What is your take on post-solo students doing touch and goes?
Kevin
Greetings Kevin:
I have no difficulty with post-solo students doing touch and goes. I've always let them do this, albeit with specific instructions on how to avoid any of the problems (i.e., landing long, etc.) that they might encounter when doing so. I have not found any increase in risk while doing touch and goes as long as the student is properly trained.
Cautious and conservative
Dear Rod:
I am a conservative pilot. The day that I fly has to be just right in my eyes or I will not go airborne. I seem to lack confidence, but as soon as I put the throttle forward I seem to take to the task at hand without a problem. I am thinking about getting an instrument rating despite the fact that I probably wouldn't shoot an approach down to minimums. I feel that the learning process would make me a better pilot even if I never officially use it.
I have a friend who has several thousand hours in a high-performance airplane, and he flies it IFR across the country quite often. He believes that an instrument rating will not help me unless I feel that I can shoot to minimums and am willing to do it. What do you think?
Kelly
Greetings Kelly:
Your friend and the flat Earth people now have something in common. In my opinion, both are flat-out wrong. Get the rating. It will help with your confidence even if you never poke your spinner in cloud. That's a fact.
Right-seat training
Dear Rod:
My husband and I are on our fourth flights as student pilots seeking private pilot certificates. I am enjoying the lessons, but I have a fear of soloing completely by myself (I wish my husband could sit in the back seat). I'm now wondering if a right seat certification is what I should pursue instead. Essentially, I want to know exactly what to do so I could take the controls and safely operate the plane in an emergency. Beyond that, I'd love to be able to learn about weather, trip planning, and maps to help him effectively plan family flights. I don't want to fly without him in the plane. Would the right-seat certification be suitable for me, considering those goals?
Sincerely,
A.P.
Greetings Amy:
If you don't feel comfortable learning to fly with the intent of obtaining a private certificate, then don't do it. There's absolutely nothing wrong with becoming "right seat" qualified and assisting your husband in the cockpit, though you should be aware that there is no formal certification for this. AOPA -- through the Air Safety Foundation's Pinch-Hitter� course -- and other organizations, as well as some flight instructors, offer right-seat training.
The only thing you need to consider is whether or not you'll later regret not having completed private pilot training.
Your fear of flying alone is not uncommon for a new student, and it's something that can be managed over time with a competent flight instructor and a willingness on your part to deal with the issue. In the end, if you don't want to fly without someone else in the airplane, then this is a perfectly acceptable decision. You became interested in flying because it's supposed to be fun. If you feel that assisting your spouse would be more fun than flying alone, that's fine in my book.
Rod Machado is a flight instructor, author, educator, and speaker. A pilot since 1970 and a CFI since 1974, he has flown more than 8,000 hours and owns a Beech A36 Bonanza. Visit his Web site.
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