Posts Tagged ‘Since You Asked’

The March “Since You Asked” poll: Two at a time?

Tuesday, April 9th, 2013

In the March issue, we asked digital subscribers whether they have ever tried to train with two instructors at the same time. The question was sparked by a situation in Rod’s column that involved a student pilot who was getting frustrated with the pace of his training. His instructor didn’t want to work weekends, which meant between his own work schedule and weather, he wound up flying only a few times a month. While he enjoyed working with the CFI, he wanted to keep moving forward. The CFI had promised him that he would more time to devote to the student’s training in a month.

It’s generally not a good idea to work with more than one CFI at a time, but I get the sentiment behind the student’s question. Rod said:

“It’s simply too easy for you to become confused when another instructor—one who has different training priorities and methods than your primary instructor—contradicts your previous learning (and yes, there’s a very good chance that this will happen).”

Our poll respondents generally had not flown with more than one CFI at a time, although not quite in the overwhelming numbers I’d predicted. Here are the results:

  • 56 percent had not.
  • 39 percent had.
  • 5 percent had not, but were considering doing just that.

What do you think? And if you’ve flown with more than one instructor (at the same time), I’d love to hear how that turned out for you.—Jill W. Tallman

The January “Since You Asked” poll: What element of landing an airplane is/was problematic for you?

Thursday, January 24th, 2013

No matter what we accomplish in flight training, nothing (it seems) quite eclipses the ability to nail a landing. Is it any wonder? Landing the airplane is probably the toughest part of flying it. (If you disagree, feel free to do so in the Comments section.)

So it was that our January digital poll asked the question in the title of this blog. The idea for the poll was sparked by the student pilot who wrote Rod Machado to ask for guidance on how to control the airplane during rollout. Rod was puzzled, and so he contacted the student to ask for some additional details. It turns out the guy had a shoe size  13-1/2. Aha! Rod theorized that the student was having difficulty properly placing his feet on the cockpit floorboard so as not to accidentally touch a brake pedal.

Mystery solved, I wondered what other types of problems with landing plague us. I could’ve guessed the outcome,  but here are the unofficial poll results to bear it out: It’s the flare.

  • 71 percent of respondents chose the flare as their problem area.
  • 14 percent of respondents said it was the sight picture.
  • 7 percent said the rollout.
  • 7 percent said other. (I’m curious to know what that might be–perhaps gauging your airplane’s height above ground?)

“Since You Asked” polls appear monthly in the digital edition of Flight Training. If you’d like to switch your magazine from paper to digital at no additional charge, go here or call Member Services 800-USA-AOPA weekdays from 8:30 a.m. to 6 p.m. Eastern.

November “Since You Asked” poll: Would you have canceled the flight?

Friday, November 16th, 2012

The November “Since You Asked” poll was prompted by this question from “No Name, Please”:

I just started taking flying lessons to become a commercial pilot and currently I have about 15 hours logged. Recently on one of my dual circuit flights, I called off the flight based on the weather briefing from the FSS, and my instructor didn’t like that idea. Now he is refusing to fly with me.

We asked digital respondents what they would do if the weather looks threatening for an upcoming dual flight. Eleven percent said they would cancel the flight on their own initiative, much as Rod’s reader did.

Thirty-seven percent said they’d head to the airport anyway to consult with the flight instructor. (Who knows, maybe he or she would have a back-up plan in mind. Flight instructors are resourceful that way.)

Twenty-nine percent said they’d call the flight instructor in advance. And 1 percent chose “Other.”

We don’t know what type of weather prompted the student to cancel the flight, or whether he talked it over with the instructor first, but clearly there was a breakdown in communications on both sides of the fence. If I were that instructor, I’d want to know why the student canceled the flight. And if I were that student, I’d want the instructor to know exactly why I canceled it.—Jill W. Tallman

“Since You Asked” polls appear monthly in the digital edition of Flight Training. If you’d like to switch your magazine from paper to digital at no additional charge, go here or call Member Services 800-USA-AOPA weekdays from 8:30 a.m. to 6 p.m. Eastern.

The August “Since You Asked” poll: Where’s your hand?

Monday, September 10th, 2012

Many student pilots are mystified when something their flight instructor has taught them is overruled by another flight instructor or a designated pilot examiner.

Such was the case in the August 2012 edition of Rod Machado’s “Since You Asked?” No Name Please (there are a lot of people with that monicker who write in to Rod, it seems) recounted that another CFI at his airport insists that a pilot flying have his hand on the throttle pretty much at all times and “goes bonkers” if he catches someone removing a hand from the throttle during final approach–no matter if a trim or flap adjustment is needed. He’s even been known not to sign off a pilot for a checkout if that hand comes off the throttle.

We asked digital readers to finish this sentence: “On takeoff or on final approach, the hand that’s not on the yoke is…”

The vast majority (94 percent of you) said their hand is on the throttle, but “I will take it off to adjust flaps or trim.”

The remainder (6 percent) said they keep that hand on the the throttle, “and it stays there.” Nobody admitted to keeping that hand in their lap.

Rod’s position is that while it’s reasonable to instruct student pilots to keep their hand on the throttle during takeoff or landing, but there’s no good reason whatsoever that a student pilot–or any other pilot–not be permitted to take his or her hand off the throttle to “do his cockpit business.” Those of us who fly airplanes with non-electric trim are thankful.–Jill W. Tallman

“Since You Asked” polls appear monthly in the digital edition of Flight Training. If you’d like to switch your magazine from paper to digital at no additional charge, go here or call Member Services 800-USA-AOPA weekdays from 8:30 a.m. to 6 p.m. Eastern.

The June “Since You Asked” poll: How many instructors?

Tuesday, July 17th, 2012

June’s “Since You Asked” digital poll dealt with a subject that’s been of particular interest to those of us who monitor the flight training industry. We asked, “How many flight instructors have you had/did you have in primary training?”

For years we’ve heard horror stories of people dealing with multiple instructors. I wrote about how to cope when you have to change CFIs in the September 2008 Flight Training article, “Same Dance, Different Partner.” When the airlines are hiring, flight instructors leave flight schools—sometimes very abruptly—because they’ve racked up enough time to become attractive hires. Sometimes people wind up with multiple flight instructors because of personality issues. Sometimes it’s a run of bad luck—nobody’s fault, really. But the end result can be disruptive to your training progress. Just ask Brook Heyel, who told me that it took her a whopping 23 flight instructors to finish her private pilot certificate. (Her story is its own sidebar in “Same Dance, Different Partner.” She shocked the normally unflappable Rod Machado at an aviation event when she told him the number.)

Accelerated flight schools like Tailwheels Etc. in Florida see a lot of frustrated students who can’t handle yet another change in instructors and they just want to push ahead and cross the finish line without having to start all over. American Flyers (which has several locations in the United States) has a private pilot “finish-up” program.

I was gratified–and a little surprised–that our small and unscientific sample turned out as well as it did. Forty-two percent of those who responded said they had just one flight instructor. Just over half–53 percent–said they’d had two to five CFIs. And just 5 percent reported learning to fly with more than five flight instructors. (Those respondents deserve a medal, in my book.) If I’m drawing conclusions, I’d say that the relatively stagnant state of airline hiring had something to do with this. Flight instructors tend to stay put when the airlines aren’t hiring; hence you’re more likely to start and finish with the same person. That could change, given that we’re starting to see hiring ramp up again.

I was lucky to have just two flight instructors over the course of 18 months (this was back in 2000-2001, to give you an idea). My first CFI left for the airlines, but she was thoughtful enough to hand me off to an instructor she believed would be a good match for me. Turns out, she was right. And even though he also left full-time instructing at the flight school to go to another aviation job, he stayed on as an independent instructor so that he could see me to the checkride. For that, I’m eternally grateful to John Sherman.

How many flight instructors did you have? Please let us know in the Comments section.—Jill W. Tallman

Since You Asked” polls appear monthly in the digital edition of Flight Training. If you’d like to switch your magazine from paper to digital at no additional charge, go here or call Member Services 800-USA-AOPA weekdays from 8:30 a.m. to 6 p.m. Eastern.

The May “Since You Asked” poll: Preflighting

Thursday, May 17th, 2012

In the May issue of Flight Training, we asked digital subscribers a very particular question: “If you preflight an airplane the night before a planned flight, do you:

a. Conduct a thorough preflight the next morning as well. You never know what could have happened over night.

b. Conduct a streamlined version of the preflight, focusing on only certain things.

c. Kick the tires and light the fires; I’m good to go.”

The question was pretty directed because it was inspired by a particular set of circumstances put to Rod Machado in the May “Since You Asked” column. Specifically, K.L. wanted to know what Rod thought of this situation:

“I met someone who was preflighting his airplane the night before he was to take a trip. He was the sole owner, and the airplane was hangared. He indicated he would do a quick walkaround in the morning, but he felt taking his time the night before would result in a more thorough preflight and nothing significant would happen overnight. So the question must be asked: Do preflights have an expiration date (time)? How long is a preflight good for?”

First, let’s look at our responses to the digital poll. A whopping 87 percent of respondents said they’d conduct a thorough preflight the next morning. Just 13 percent said they’d conduct a streamlined version of the preflight, and no one–not one person–confessed to the notion of kicking the tires and lighting the fires.

When you consider that our readership is aimed at primary student pilots, many of whom rent aircraft that sits outside and unattended, it stands to reason that they would prefer to do a preflight both the night before and the morning of the planned flight. This is your last chance to check everything before you go hurtling into the air, so why waste the opportunity?

Then again, 13 percent said they’d be comfortable with conducting a streamlined version of the preflight on the morning of the flight. This could represent our readers who own aircraft and are reasonably confident that nothing will have happened to their aircraft over the eight, 10, or 12 hours preceding the flight.

And here’s what Rod told K.L.: Preflights do have an unofficial expiration time that’s based more on common sense than a timepiece. “If the airplane is secured in a hangar,  then it’s entirely reasonable to do a thorough and detailed preflight the night before departure and a less-detailed inspection the morning of the flight. This is based on the assumption that the hangar is completely secure.

“On the other hand, if the airplane is out in the open, it is unreasonable to assume that something or someone can’t adversely affeected the airplane’s airworthiness overnight. Therefore, the next morning’s flight should be preflighted by an equally thorough preflight.”

In the year I had access to a hangar for my 1964 Piper Cherokee 140, I never preflighted the airplane the night before a flight with the intention of saving time and doing a quickie the next morning. It never even occurred to me to do something like that. I know myself too well. Any tasks that take place after 6 p.m. aren’t going to be ones that involve operating an aircraft or checking its airworthiness. I prefer to leave enough time in the morning to do a thorough, unhurried preflight, when my brain is sharpest.–Jill W. Tallman

“Since You Asked” polls appear monthly in the digital edition of Flight Training. If you’d like to switch your magazine from paper to digital at no additional charge, go here or call Member Services 800-USA-AOPA weekdays from 8:30 a.m. to 6 p.m. Eastern.

The April “Since You Asked” poll: Talking on the radio

Thursday, March 29th, 2012

Rod Machado’s discussion of listening to ATC and ATIS reminded us that we get many, many questions from student pilots about talking on the radio. So that’s why we posed the following question in the April Flight Training: How comfortable are you when communicating with ATC?

If our poll results can be extrapolated, many of us are comfortable in the ATC environment–but only because we train or fly in the system regularly. A good many of us are still struggling to sound like Joe Cool, and some of us won’t talk to ATC at all. Here’s how things stacked up:

  • 50 percent of respondents to the poll said they train at a towered field, so they’re OK.
  • 25 percent said they stumble on the radio.
  • 19 percent said they fly out of a nontowered field, but their communication skills are OK.
  • And 6 percent said they don’t talk to ATC.
It bears repeating, so we’ll pass along several tips we’ve collected over the years.
  • Listen to the pros. Use LiveATC to listen in to any number of airports big and small. (A feed for our own homedrome, KFDK, was just added!) Alternatively, a sunny afternoon and a bench at the airport with a handheld transceiver can be a great way to spend your afternoon and pick up communications tips. If you can, ride along with a pilot friend. Don’t do anything in the right seat except focus on how he or she talks on the radio.
  • Understand what you’re trying to communicate, and why. Bob Gardner’s Say Again, Please, is one of the best books available to help you with this. It’s available at many aviation retailers. ASA also sells a companion tutorial that can be played on a computer or MP3 player. The Air Safety Institute’s Say It Right: Mastering Radio Communication is a FREE interactive online course. (It does use Flash.)
  • Practice, practice, practice. You can go whole-hog with something like Comm1′s VFR Radio Simulator, which lets you practice dialogue using a headset and your computer (and is a very neat program that’s been on the market quite a few years). Or you can keep it simple by practicing your radio calls in the car or in the shower. I’m told that you might accidentally tell your spouse that you’re turning base when you crank the steering wheel in the car toward the driveway.

What did we leave out? Share your best tips for improving your radio technique in the Comments section.

“Since You Asked” polls appear monthly in the digital edition of Flight Training. If you’d like to switch your magazine from paper to digital at no additional charge, go here or call Member Services 800-USA-AOPA weekdays from 8:30 a.m. to 6 p.m. Eastern.—Jill W. Tallman