Since You Asked: A question of trust

I no longer trust this instructor and feel extremely uncomfortable at the thought of continuing my training with him. Should I continue flying with this instructor? And should the flight school still keep him as an employee?

Will

Greetings Will:
Given that this instructor bent his airplane in flight, it’s perfectly reasonable for you to consider training with another instructor. Unless you acquire knowledge indicating that this instructor is competent and safe, and has a satisfactory explanation for his impromptu wing and engine mount modifications, then it’s wise to consider a different instructor at this point. If you’re going to progress properly during training, you must be able to trust your instructor. Clearly, you’ve lost trust in this individual. My general rule in these instances is to avoid flying with someone you don’t trust. Remember, it’s your money and you are the customer. As to whether the school should keep him on staff, that’s a serious question I can’t comment on without more information.

Dear Rod:
Do I have to file a flight plan to obtain flight following on my cross-country flight?

T.K.

Greetings T.K.:
Not at all. If you’d like flight following (otherwise known as basic radar service), all you need to do is contact the approach/departure or center controller on the appropriate frequency and ask for it. No VFR flight plan is necessary. Of course, I always recommend filing a VFR flight plan when appropriate.

Dear Rod:
My primary student seems to have great difficulty landing our club’s Piper Warrior without porpoising the airplane. I’ve tried many of the techniques you’ve written about but without success so far. Any other ideas?

Jack the CFI

Greetings Jack:
Here’s another idea to consider: Check the extension on the nosegear oleo strut. Over the years, I’ve seen airplanes (in particular Piper Warriors and Archers) with nose struts stuck in or near the fully extended position. This can be caused by improper inflation during maintenance, lack of lubrication, age of equipment, poor maintenance, et cetera. Attempting the landing flare with an overextended nose strut, even at the appropriate speed, might result in the nosewheel contacting the ground before the main gear.

Yes, a properly working nose strut compresses easily, but one that doesn’t is certainly conducive to porpoising. If the strut looks overextended, check with the mechanic for advice on the issue. Keep in mind that with full fuel, no baggage, and two 170-pound occupants in the front seat, the typical Piper Warrior II’s center of gravity is typically only one inch from exceeding its maximum forward center of gravity (CG) limit. Some airplanes become more difficult to flare when they approach their forward CG limit.

Rod Machado is a flight instructor, author, educator, and speaker. Check out his CFI affiliate program online.