Though the column mostly contains "simple, safe procedures," I disagree with the suggestion to "whenever possible, climb at the best-angle-of-climb airspeed." While doing so does result in the highest altitude per distance traveled, flying at VX airspeed also extends the time spent in a performance-critical area of the flight envelope. As Jeff Pardo correctly indicates in "Unexpected Arrival" in the same issue, pilots "should always climb out at best rate of climb airspeed, VY (unless you first need VX to clear obstacles)." A climb-out flight path based on best rate of climb, resulting in the highest altitude per time flown, minimizes time spent attaining the safety of altitude.
Climbing steeply may minimize an aircraft's noise signature, yet doing so comes with an increase in risk. Should an engine failure occur, pilots flying at VX have a decreased margin over stall speed, a shorter time in which to transition to best glide, and--in the case of multiengine aircraft--increased difficulty in directional control because of the close proximity to VMC (minimum control) speed.
There are times when best-angle-of-climb is warranted, and terrain clearance is one. Noise abatement is not. Adapting the adage of "aviate, navigate, communicate," noise abatement and "flying friendly" effectively relates to the last category. Choosing the most appropriate climb profile properly expresses the priority of "flying the airplane." Otherwise, attempts to "fly friendly" may literally bring the aircraft into a local resident's "backyard."
Ben Maitre
Monterey, California
Phil Boyer responds: It's always a challenge to summarize an information-filled 20-minute video in only a few words. In the Flying Friendly video I go on to state that "the pilot's first responsibility is the safety of his passengers and people on the ground...any noise reduction procedure we use must be safe and practical given the pilot's capabilities and aircraft performance under prevailing conditions." While it's important to fly friendly, safety should never be compromised in order to do so. Best rate of climb is nearly as effective in reducing the overflight noise of most aircraft, although many pilots choose to climb at an even lower rate--unnecessarily increasing noise at ground level and, more important, reducing the pilot's options in the event of an engine failure.--Ed.
Thanks for giving me wings
Editor's note: AOPA Flight Training reader Ron Stamey shared the following letter of thanks to his flight instructor, written on the occasion of receiving his private pilot certificate, with the magazine.
Gene: When I was a boy, I dreamed of flying airplanes. I would stand and watch the cropdusters land at a small field near my grandfather's home. I would build model airplanes of balsa wood, paper, and glue. My friends and I often built airplanes but would never leave the ground. Airplanes were the last things I would see before falling asleep at night.
As I grew older, the dream gave way to reality, jobs, family, and a mortgage. But I never gave up the dream of flying. I'll never forget the first time I met you. You landed on Runway 14 and came off the ramp with that wobbling nosewheel. "How am I going to fit in that plane," is all I could think. Through stalls and spins, you kept your patience. But you would never let me forget, "Right rudder, right rudder." Your professionalism and attitude never faltered. I am forever grateful for your time and your love of aviation. You have taught me much more than how to fly an airplane.
Well, here I am flying home from my checkride as an official U.S. certificated pilot. I didn't complete Top Gun or an Apollo mission. Instead, I'm flying a Cessna 150 with more than its fair share of bounced landings. I am living much more than my boyhood dream. And now, as I look out over the cowling, little boys and girls are building model airplanes, dreaming of flying. Maybe they will be as lucky as I have been and find an instructor like you.
Ron Stamey
Fairview, North Carolina
Errata
The source of the carburetor icing chart accompanying "ASF Safety Spotlight: Carburetor What?" in the October 2006 Instructor Report was misstated. The chart is included in the AOPA Air Safety Foundation Engine and Propeller online course, not in ASF's Aircraft Icing Safety Advisor as stated.
In "Learning Experiences: Back to Basics" (October 2006 AOPA Flight Training), the author's first name was incorrect. It was written by Jeffrey Bauer.
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