Thanks for continuing to publish this essential magazine for flight students. When Jamie Beckett illustrates how important it is to understand the underlying science behind each checklist item such that the full benefits of correlative learning can take place, he focuses on the flight controls free and correct checklist item (“More Than a List,” July 2014 Flight Training). He digs deeper and indicates that when the horizontal stabilizer (elevator) is deflected upwards, lift is decreased on the horizontal tail surface, the surface “falls” and the nose rises, increasing angle of attack.
This is incorrect. The inverted lifting surface of the horizontal stabilizer experiences an increase in camber during an upward deflection of the elevator, increasing its lift, pulling the tail downward and increasing the angle of attack on the wing, causing the aircraft to rise with the increased lift now being developed on the wing. In cruise flight, the downward lifting produced by the horizontal stabilizer acts as a stabilizing force between the center of gravity and the center of lift on the wing; when this balance is upset by an upwardly deflected elevator, the lift increases on the wing as well as the horizontal stabilizer.
Brian Greffenius
New Orleans, Louisiana
I enjoyed the article “More Than a List.” Regarding flight controls, when I instruct my students how to check the flight controls as part of the cockpit check, I have them move the flight controls slowly to their full travel. No pumping, jerking, or rapid movement of the flight controls is allowed. A primary purpose of any flight control check is to detect binding or unusual friction in the flight control system. This can only be done with a smooth movement of the flight controls.
I also have my flight students do their flight control checks before they start the engine. A pilot has a better chance of hearing and feeling potential issues with the control system if the engine is not running.
After completing the walkaround preflight checklist, I require my students do what I call a final “Sanity Check” before they board the aircraft. This procedural step requires them to stand in front of the aircraft for five to 10 seconds and see if anything obvious was missed on the preflight, such as pitot tube covers, tiedowns, control locks, wheel chocks, et cetera. The Sanity Check works for certificated pilots too, and I promote this check during flight reviews.
Dick Solar
Punta Gorda, Florida
Career Advisor
Please focus on flight training and discontinue shilling for the Regional Airline Association. Wayne Phillips, from his byline, has a personal stake in encouraging pilot training/hiring and should be barred from commenting in areas where his interests conflict with those of aspiring professional pilots.
I am not offended by the facts he included in his article, but by this quote in particular: “In order to pay brand-new first officers at the regionals a starting wage of $40,000 per year, imagine the cost of tickets and the hit to the airlines' profit margins.” I would ask Mr. Phillips this: Do you charge for your services? If so, do you reduce your fees just so your clients—regardless of their financial status—are able to pay you less? That line is obviously biased toward the business of passenger service and against the interests of aspiring pilots. It doesn’t belong in a publication supported by pilots and aircraft owners.
Matthew Nowell
Temple, Texas
How it Works
I disagree with Ian Twombly’s carburetor icing explanation and depiction (“How It Works,” July 2014 Flight Training). The biggest risk from carb ice occurs when you retard the throttle. That is because of the large pressure difference between the outside air and the intake manifold across the throttle plate (PV = nRT). The drawing and explanation would lead you to believe that carb ice is most likely when the throttle is wide open.
Garry Felker
Irvine, California
Erratum
The last comment in “Career Advisor: One More Hurdle” is incorrect. Once the ATP knowledge test is passed after July 31, the knowledge test is good for 60 months. Flight Training regrets the error.
We appreciate your comments. Please email letters to [email protected]. Letters will be edited for style and space.
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