I was just reading Jamie Beckett’s article on landings (“Seeing is Believing,” April 2014 Flight Training). It’s generally nicely written, but does anyone refer to “notches” of flaps anymore? While Jamie implies a stabilized approach, he does not specifically mention or emphasize its importance for both safety and technique. Nor are landings from an abbreviated approach, or varying wind/weather, addressed. Landings are simple, but there can be many variables.
Russ Smith
Fayetteville, Arkansas
Career Advisor
In “Career Advisor: Professional Flying and a ‘Below-Par’ Student” (April 2014 Flight Training), an 18-year-old high school graduate—Ken from Santa Rosa—asked if his grades will affect his hiring.
Well, I was very much like Ken back in 1966 getting out of high school, but flying was my passion. After attending Miami-Dade Junior College, I was drafted and went through the United States Army fixed-wing flight school, and later finished up at Embry-Riddle Aeronautical University (I made the dean’s list).
In late 1977 I was hired by United AirLines as a line pilot. After 35 years and many different jets and many sim checks, I retired on July 28, 2014, at the age of 65. My last 13 years were as captain on the B-777 flying around the world. I retired number 16 on the pilots list. Not bad for below-par grades in high school.
I would never tell someone to not follow their dreams because of grades. Tell Ken to find a flight school and continue his dream.
Roger Anuskewicz
Barrington, Illinois
The Four Forces
I enjoyed “The Four Forces” (April 2014 Flight Training), but would like to clarify two points. A spinning ball per se does not create much, if any, lift. Think of a smooth pingpong ball. It is the differential friction on a spinning ball caused by either the fuzz on tennis balls, the dimples on golf balls, or the stitching on baseballs that causes the lift.
On an airplane it’s the upwash on the thicker leading edge that results in the phenomenon described as the Magnus Effect.
The second point is the equation for lift. The actual formula is: L = CL X 1/2 rho X V^2 x A. Rho refers to the air density (not air pressure) and V^2 refers to the true velocity of the air particles squared striking the pitot tube. The V^2 in the formula is not halved as noted in the article, as this would result in a significant loss in dynamic pressure (ram pressure) as registered by the pitot tube. The “A” refers to the surface of the wing. In a bank of any degree, but particularly when greater than 45 degrees, less surface area is available for vertical lift as more has been converted to the horizontal component of lift to turn the aircraft. “P” in the formula depicted in the article should not refer to air pressure, but rather air density.
Remember: hot, high, and humid.
Richard Caso
Dana Point, California
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