Poll Archives - Golf Hotel Whiskey

How should a CFI behave with a student pilot?

Someone named Ghostrider has posted an interesting query on Ask a CFI about how a CFI should interact with a student pilot:

Hi guys, I’m a student pilot struggling to understand how a CFI should interact with his/her student. How strict should he be? In general, is there a certain amount of “abrasiveness” common to all CFI? I would like to hear all opinions on this.

John D. Collins responded by writing that each instructor has a different teaching style, but abrasiveness is not normally “effective” and it hinders learning. For that reason, he concluded that if the personality of the instructor clashes with your expectations as a student pilot, then you need to find a new instructor.

However, Bill Trussell commented that “abrasiveness can sometimes be misinterpreted” (e.g. CFIs can get frustrated with students who do not do what they are asked to do, like coming prepared), but he was just as quick to add that “there is no room in a cockpit for truly abrasive behavior.” He also pointed out that being abrasive to assert one’s dominance is “plain dumb” and ultimately will lead to few students.

Finally, Jonathan Seitz added a comment to remind readers just who is paying the CFI and that they are “just like any other employee.” And if things are “not meshing well,” then its time to find a new CFI.

With that in mind, we would like to ask you our readers: How should a CFI behave with a student pilot both inside and outside the aircraft or airport? Tell us what you think or of any personal experiences, either good or bad, that you may have had with a CFI or if you are a CFI, then with a student pilot.

British Chief Constable: UAVs are cheaper and more efficient than manned aircraft

Both the Daily Mail and the Independent have both reported that Chief Constable Alex Marshall has stated that it would be a cheaper and more efficient to use unmanned aerial vehicles (UAVs) or so-called drones rather than manned aircraft to police British skies. Specifically, the Chief Constable stated:

We don’t use them in mainstream policing at the moment but they may well offer something for the future. They can stay up longer, they’re cheaper, they can do things that you can’t do having people in the air.

However, he was quick to add that:

The debate that still needs to be had – it might be cost- effective, you might be able to keep it up longer, but is it acceptable to the citizens of the UK to have them in the air?

Of course, its not acceptable to privacy advocates who worry about “Big Brother” watching them (then again, “Big Brother” is already watching you if you are in Central London…) and currently the only UAVs or drones approved for use are small radio-controlled devices that are only allowed to go up to 400 ft in the air and up to 1,600 ft away from the on-ground “pilot” who must maintain visual contact with them at all times. There are also potential issues with operating UAVs or drones when civilian aircraft are around.

Hence, we want to know what any UK based pilot reader thinks about the use of police UAVs or drones in British airspace: Should they be allowed and if so, what restrictions (if any) should be place on their usage? Feel free to tell us in the comments section.

Are pilots addicted to the autopilot?

Recently, Air Facts magazine has posted another great question to online readers concerning whether or not the autopilot is overused. Specifically, Air Facts asked readers:

Question: The loss of control of an Airbus A330 over the Atlantic has led to calls for more hands on (as opposed to autopilot) training for airline crews. This subject has recently gotten a lot of attention in the press. Much ado about nothing or a real problem?

Reader John Zimmerman commented that he believes its unrealistic to expect pilots to not use the autopilot as much as modern aircraft need the autopilot to fly. He then added that you should “just try to hand-fly an airplane at 35,000 ft” and that the issue not being discussed was the way in which the autopilot failed:

It seemed to pretty much throw up its hands and say “you got it!” You would think there might be a safer way to alert the autopilot monitors (pilots) that there was an airspeed problem. Or maybe a 5 second warning before disconnecting.

Regional jet pilot Craig Beaty then commented that while he is completely comfortable with hand flying, he would still be reluctant to fly a jet with a broken autopilot for more than 2 to 3 of the 4 to 6 flights he typically does daily because its demanding to hand fly a high performance jet with passengers.

Finally, commenter Timothy Ettridge wrote that given a choice between a 2500 hour Alaskan bush pilot and a 20,000 hour airline pilot, he thinks the bush pilot would more likely have the “better touch” on the controls. He then added the more provocative thought that:

Airline pilots seem to be becoming more like computer graphics artists like me; more a manager of elaborate systems than a skilled artisan. Put a pen or paintbrush in my hand, and I’m not better than a child. Stick an airline pilot in a mountain valley on a windy day, and would he become like a child at the controls?

Hence, we want to ask you our readers what you think: Are pilots becoming to dependent on the autopilot and autopilot flying or perhaps the problem is the way in which the autopilot itself is designed?

Just what kind of pilot are you?

Dan Johnson, the pilot blogger behind ByDanJohnsons.com, a sport pilot and LSA website, has recently written an interesting essay for General Aviation News where he observed that there are two types of pilots: Those who fly to “get up” and those who fly to “go long.”

The pilots who “go long”

Dan wrote that so-called “go long” pilots are those who want to go some distance in their aircraft. These are the cross country flyers, or if they are pilots based in a small country like the UK, they fly to destinations outside the country.

In Dan’s case, he has logged hundreds of hours of cross country flying all over the USA and beyond for a variety of reasons. He also noted that by his rough calculation comparing flying with driving, flying was up to three times as fast for about twice the cost in fuel.

The pilots who “get up”

On the other hand, Dan then wrote that he is also a “get up” type of pilot. In other words, he gets bored and uncomfortable just flying for hours at a time in a straight line. He also added that he does not need to fly particularly fast either as he enjoys actually having the opportunity to “see the planet from above.”

Moreover and based on conversations that he has had with other pilots at airshows over the years, it would seem that many pilots are actually “get up” pilots as many flights take off and then land back at the same airport.

So what kind of pilot are you?

Dan ended his essay by writing that if you are the type of pilot who wants to go places, fast is good because speeds of 200 mph will “gobble” up the miles for regional travel. However:

The trouble is that when going national in our great big country, 200 mph still isn’t that fast. Even in a jetliner at 500 mph, America is a vast expanse that takes hours to cross.

Hence, we want to ask our pilot readers one simple question: What kind of pilot are you?

Readers’ poll: Are you flying less? If so, why?

Alton K. Marsh, the Senior Editor of AOPA Pilot, has written a short post for the AOPA pilot blog where he noted that pilots seem to be flying less now. Specifically, he recalled seeing a Kansas newspaper article that mentioned a Cessna 152 owner who was quoted as saying that the high cost of fuel is really limiting his flying. Alton also noted an article from a Seattle paper that mentioned a flight school that is “hanging on by its fingernails” thanks to the recession. Finally, Alton mentioned a recent trip to Tennessee where a Cessna 182 pilot from Connecticut told him that he may not even keep his airplane thanks to high fuel prices. He also told Alton:

“None of my friends [airplane owners] are flying much.”

Commenter Mike then posted:

4 years ago i was flying 40 hours a year. 3 years ago prices started going up, only did 25 hours. 2 years ago 12. Last year 6 hours. So far this year, 2.

He also added that prices to rent an aircraft are up considerably while clubs aren’t as available anymore. Moreover, its not just AV gas prices that have risen – its everything (e.g. groceries).

Commenter Dan MacDonald then wrote that he has tried everything he can think of to reduce fuel costs (e.g. GAMI injectors, lean of peak, Mogas, Airnav.com and reduced speed). All that is left is to fly less.

On the other hand, Kurt Thams commented that he just had a 3.5 hour flight that only cost $22. The reason? He flies gliders.

Hence, we want to survey our UK and European readers about their flying activities. In other words, are you flying less now because of high fuel prices or the sour economy? If so, what other measures have you tried (other than to fly gliders) to keep the costs of flying down and to keep flying.

What is on your personal aviation wish list?

Vincent, the blogger behind the Plastic Pilot blog, has recently posted his personal aviation wish list or to do list. He first began by noting that his aviation activities are on hold for the time being as he did not renew his ratings or his medical certificate because he did not need any of them to fly across the USA last year. Moreover, he has no idea when he will be able to resume flying.

Nevertheless, his personal aviation wish list includes the following:

Fly a Mooney.
Log time in a Cirrus.
Try gliders.
Fly aerobatics with an instructor.
Fly a very light jet.
Fly a turboprop aircraft.
Fly an airliner (even if its just a simulator!)

(Vincent also has a wish list for the destinations he wants to fly to)

Hence, we want to ask you our readers just what is on your aviation wishlist. In other words, what are your aviation related dreams? Feel free to tell us in the comments section below.