Coms

Fear Factor

I read Dave Hirschman’s article “Fear Factor” in the March/April Flight Training. First of all, it is always good to know there are people out there like him to help those of us who have been suffering from checkride fear.

I, a 30-year-old international student, failed my very first checkride—private—due to nervousness and clearly stated in my logbook by the examiner. He was very kind and polite in the oral part (I studied and was ready like a machine gun), but as soon as we took off his smile went off and he started to put pressure on me. This was shocking and I have never blamed him. Long story short, he stated that I was good at performing the maneuvers but not satisfactory (steep turn).

This has changed a lot of things in my training. I started to question myself first, then my instructor, my school, and the way I train myself. I have been looking for some help to overcome my fear of failing again. The instrument checkride is on the way, but my feet are running backward.

Abdulcelil Erdogan
Waltham, Massachusetts

Sheriff’s Office

After reading Kollin Stagnito’s article “Always Learning: Sheriff’s Office” (March/April 2020 Flight Training), I just had to write and ask a couple questions. I want to say that I mean no disrespect or criticism in any way.

Why did you want to go on a VFR flight in marginal VFR conditions? Even if the forecast is for improving conditions, that is certainly no guarantee. Unless it was an emergency or an evacuation for some reason, I can’t see the reasoning behind it. I know you have a lot of experience and have gone to a lot of places, but I just wonder why, if you don’t have to go? I too have a lot of experience; I spent five years in the U.S. Air Force flying RC–130s all over the world and then 32 years with Delta Air Lines, all the while still flying GA aircraft wherever I was stationed or based. There were lots of times that I “had” to go, but they were IFR flights in very adequately equipped aircraft.

As I said before, I mean no disrespect or criticism and I truly do wish you “blue skies and tailwinds” in all your flying.

Dan Jenkins
Naples, Florida

Kollin Stagnito responds: Thanks for the question, Dan. While remaining on the ground whenever the weather is marginal VFR is the safest option, flying in MVFR is legal and can be done safely with proper risk mitigation. I wasn’t in a hurry on that flight. I waited, and when the weather started to improve rapidly (as forecast) I thought the risk was fairly low that the ceiling would lower again. I was wrong. My intent was to illustrate that conditions can definitely be worse than forecast, so pilots must have a solid “out” in mind before they even take off. This is particularly important if the pilot is not instrument rated or is flying an airplane that is not certified to fly in the clouds.

Erratum

“Multiengine Training: Identify, Verify, Feather?” (May 2020 Flight Training) incorrectly stated that diesel-powered Diamond DA42NG twins will automatically feather the correct propeller in the event of an engine failure. In fact, a genuine engine failure still requires the pilot to feather the prop by shutting off the engine master switch after identifying the affected engine and verifying it by moving its single power lever. Securing the engine requires shutting off the fuel selector and alternator. However, simulating an engine failure during training is done by turning off the engine master switch, which immediately shuts down the engine and feathers the propeller. Flight Training regerets the error.

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