Flight Forum

I have been living in the United Kingdom for the past two years. Unfortunately I have had to put my flying on hold. (I did go up with an instructor early on. However, when I couldn't understand a darn thing the British controllers were saying, and avgas was the equivalent of $6 a gallon, I decided to seek other methods of meeting my need to fly.)

So it was of great interest that I read Phil Boyer's column in the December 2004 issue of AOPA Flight Training ("President's Perspective: More Affordable Rentals"). He had some great tips, many of which I have used and some I hadn't heard of, but there was a big one he missed -- subscriptions to AOPA ePilot, AOPA Pilot, and AOPA Flight Training.

I have my office in the United States forward them to me each month; it is a big highlight for me! I read every article and every classified ad. In just the last issue, I learned about multiengine procedures and, after reading the articles on taxiing ("Tackling Taxiing") and emergencies ("Emergency Exit"), I closed my eyes (I was on the train, not driving) and practiced both. Without your publications and articles it would have been a lost opportunity!

I could go on and on. Julie Boatman's articles are always relevant; Rod Machado makes me relax and reminds me that flying is supposed to be fun; Greg's Brown's Flying Carpet keeps me dreaming. There have been times when I wondered whether I really need to subscribe to both AOPA magazines. And then Flight Training teaches me something new and great.

I'll be back in the United States in the spring. I am very excited about my first 10 hours with a local CFI to get myself current. I've made the decision to get instrument rated. And I'm looking forward to taking my wife on $100 hamburger trips (which, by the way, is a great deal compared to 300 pounds Sterling fish and chips).

Bob Safford
Pottstown, Pennsylvania

In praise of the flat landing

I respectfully disagree with a few points in Leisha Bell's "Instructor Report: Back to Basics" (February 2005 AOPA Flight Training). One inherent problem I've found with flight training is that the student hears "don't add flaps on final" or "flat landings are bad" and applies what may be general concepts much too seriously.

I always added final flaps in the pattern immediately on turning to final until I did so facing a 15- to 20-knot headwind and struggled to make the runway even with increasing power. I give it more thought now. Adding final flaps on short final also works well when I have an obstruction to clear just ahead of the threshold.

I'm also changing my landing style from that espoused by Ms. Bell (and my CFI). The general idea from my training was to flare as soon as possible past the numbers, and so close to the runway surface that when the aircraft stalled, it dropped down only a short distance. Sounds good, but I've seen much more experienced pilots than myself drop down hard because they flared too high. Instead, I'm trying to extend my landings to suit the runway. My flare is a lot less severe and slower in its application. If the aircraft floats a little, or even "halfway down the runway," I just apply some power and let her down gently in a "flat landing."

I haven't found that a "flat landing" is more abusive to the aircraft than dropping a stalled plane after having flared too high, assuming the nosewheel is the last to touch down. And I am less likely to hear the stall horn during landing, which I'm sure made some passengers (and myself) nervous at times.

Jack Shackelford
Arlington, Texas

While flat landings can be made safely, a full-stall touchdown is made at a slower speed, and wheelbarrowing is less likely. We recommend that students and less experineced pilots consult with a flight instructor before changing their landing styles. --Ed.

Errata

"Since You Asked: Solo is Not an Option," February 2005 AOPA Flight Training, should have stated that an instrument ground instructor can provide training for an instrument proficiency check, but a CFII is required to conduct the actual IPC.