Professional Documents
Culture Documents
02.14
SPECIAL ISSUE
flighttraining.aopa.org
FLIGHT TRAINING
EXCELLENCE AWARDS
2013
BEST SCHOOL • BEST INSTRUCTOR
HONOR ROLL
FEATURING
Best Flight School p. 34
Best Flight Instructor p. 40
Full List of Winners p. 32
CONTENTS flighttraining.aopa.org
VOLUME.26 / NUMBER. 2 02.14
32
FEATURES AWARDS RECIPIENTS
AOPA's Flight Training
Excellence Awards winners.
The good, the best, and the very best.
29
COVER STORY »
FLIGHT TRAINING
34
ALL FOR YOU
'Community' is this flight school's
middle name.
San Carlos Flight Center is the
winner of the "Best" flight school
award—here are some reasons why.
EXCELLENCE By Jill W. Tallman
AWARDS
Celebrating the best
in the industry. 40
AOPA asked student pilots to rate their flight DREAM MAKER
training experience in the Flight Training
Excellence Poll. Here are the results. Why Conor Dancy is flight
instructor of the year.
By Ian J. Twombly Can a top flight instructor help a
harried student pilot? He can if
he's Conor Dancy of Aviation
Adventures.
By Julie Summers Walker
"THE ANSWERS
YOU GAVE WERE AT
TIMES WONDERFUL
AND INSPIRING,
AND OCCASIONALLY
CRINGE-WORTHY AND
DISAPPOINTING."
—IAN J. TWOMBLY
special issue
flighttraining.aopa.org
ABOUT THE
COVER » FLIGHT TRAINING
EXCELLENCE AWA
RDS
The Flight Training
Excellence Awards. 2013
best scHool • best
Honor roll
instructor
Featuring
Best Flight School p.
34
Best Flight Instructor
p. 40
Full List of Winners p.
32
DEPARTMENTS
4M
ember Benefits 44 Weather
Protect yourself as an Seeing beyond fog
aircraft renter By Jack Williams
22 Flight Lesson 53 A
dvertiser Index
An odd cloud Aviation marketplace
By Terry Akins
56 D
ebrief
23 Accident Report Col. Adrian Spain
Cold and calculating
By Dan Namowitz
22
COMMENTARY
6R
ight Seat 24 A
round the Patch
The very best Go large, go long
"IF THE By Ian J. Twombly By Heather Baldwin
TEMPERATURE
AND DEW POINT 8 Letters 26 F
lying Carpet
ARE WITHIN 5 Let's be honest Easy IFR
DEGREES F OF EACH By Greg Brown
44 56
49 I nstructor Report
—JACK WILLIAMS 13 How it Works Training female students
By Rod Machado
14 After the Checkride
15 News 50 C
FI to CFI
Abeam the Numbers Don't be the Big Bad Wolf
By Natalie Bingham Hoover
16 Training Products
51 Career Advisor
17 News
By Wayne Phillips
Final Exam
47
FLIGHT TRAINING (ISSN 1047-6415), FEBRUARY 2014 (VOL. 26 NO. 2), is a monthly magazine produced and distributed by the Aircraft Owners and Pilots Association. Flight Training membership dues are $45 per year. Current FAA student pilot cer-
tificate holders can receive a complimentary six-month Introductory Membership by completely filling out a request form or by sending their name, address, student-pilot certificate number, and the name and address of their flight instructor and school
to P.O. Box 471, Frederick, MD 21705-0471. Periodicals postage paid at Frederick, Maryland, and additional mailing offices. POSTMASTER: Send address changes to Flight Training, P.O. Box 471, Frederick, MD 21705-0471. No material may be used or reprinted
without written permission. Printed in the USA. For change of address: Call 800-USA-AOPA or e-mail flighttraining@aopa.org
2/ FLIGHTTRAINING.AOPA.ORG
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the airplane, these businesses are protecting themselves, not you. provide comprehensive coverage for both
Often an aircraft renter is told he or she doesn’t need liability coverage—only $5,000 professional and personal use (www.
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MEMBERSHIP. Modify your student trial NEWSLETTERS. Customizable weekly information; and aviation weather for your
membership or take the next step and email newsletters offer aviation industry smartphone, iPad, or computer (www.
become an official member of AOPA. You’ll news, information, and tips. Sign up online aopa.org/flyq).
continue receiving all of the following (www.aopa.org/news-and-video/ WEATHER. Online graphical real-time
great benefits, services, and discounts newsletters.aspx). aviation weather information (www.aopa.
while supporting the organization protect- AOPA AIR SAFETY INSTITUTE. A wide org/weather).
ing your right to fly. Plus, student members array of interactive online courses, safety AIRPORT INFORMATION. Online
can join AOPA at a special reduced rate quizzes, webinars, and seminars to help directory with vital preflight information,
of just $25 (www.aopa.org/membership/ you increase your knowledge and become updated daily (www.aopa.org/airports).
membership-options.aspx). a safer pilot (www.airsafetyinstitute.org). LEGAL AND MEDICAL HELP. AOPA Legal
FLIGHT TRAINING HELPLINE. Dedicated AOPA LIVE. Weekly webcast show Services Plan/Pilot Protection Services
toll-free number (888-232-7456) for recaps the week’s news and showcases safeguards pilot and medical certificates
student pilot members to call for support, aviation feature stories (www.aopa.org/ from FAA action (www.aopa.org/pps).
aadvice, and answers to help you reach aopalive). AOPA FOUNDATION. Your tax-deductible
your flight training goals. CAR RENTAL DISCOUNTS. AOPA mem- donation provides funding for important
ADVOCACY. Taking on regulatory and leg- bers save on car rentals with our strategic work that membership dues alone cannot
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primary focus for almost 75 years (www. AOPA LIFESTYLES COLLECTION. Save providing support for good work being
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continue to receive Flight Training maga- and nonaviation companies (www.aopa. AOPA AVIATION FINANCE COMPANY.
zine (print or digital). When you renew org/lifestyles). Whether you’re purchasing one for
your membership, you’ll have the option of RENTER’S INSURANCE. A renter’s policy personal travel or your business, we can
selecting AOPA Pilot magazine to keep you with AOPA Insurance Services provides help you find the right financing for new
in touch with the ever-changing world of comprehensive coverage (www.aopa and used general aviation aircraft (www.
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T
Editor at Large | Thomas A. Horne
his special issue of Flight Training is dedicated to the best Managing Editor | Julie Summers Walker
flight schools and flight instructors in the nation. It honors Technical Editors | Mike Collins, Jill W. Tallman
those training professionals who, according to their students, Senior Editors | Dave Hirschman, Alton K. Marsh
are the absolute best at what they do. Media Production Specialist | Sylvia Horne
Administrative Assistant | Miriam E. Stoner
Contributors | Pete Bedell, Greg Brown, LeRoy Cook,
The training providers featured in this big surprise that some basic themes come Budd Davisson, Rod Machado, Dan Namowitz, Wayne
issue are the winners of AOPA’s Flight through: An instructor who is interested Phillips, Bob Schmelzer, Jack Williams
Training Excellence Awards. Those and involved, a school that is upfront
awards were given as a direct result from about costs and time to train; access to
feedback of current and recent students simulation; a perception of value; intro-
Design Director | Michael E. Kline
through an unscientific poll AOPA duction to an aviation community; the use Art Directors | Elizabeth Z. Jones, Jill C. Benton
conducted throughout last year. In it, of a syllabus, and so on. Whether or not Senior Photographer | Mike Fizer
the association asked respondents about your school or instructor was a winner, Photographer | Chris Rose
more than 30 factors regarding their having these traits will greatly enhance
flight training experience. Those results your success. eMedia Managing Editor | Alyssa J. Miller
were added on to a panel-scored verbatim It was no question that winning flight eMedia Editor | Sarah Deener
section to come up with three tiers of win- school San Carlos Flight Center has these eMedia Associate Editors | Jim Moore, Benet Wilson
ners—Best, Outstanding, and Honor Roll. traits. Owner Dan Dyer is relentless in
OK, so what, you may be thinking. I go pursuing the idea of the perfect school.
VP Advertising | Carol L. Dodds
to a different flight school. The purpose of It comes through in everything a student Advertising Director | Brenda D. Ridgley
the awards is twofold. From an industry sees and does during flight training. Tech- Online Advertising Manager | Michael Wilcox
perspective they are meant to raise aware- nical Editor Jill Tallman visited Dyer’s Advertising Marketing Manager | Eryn Willard
ness of the methods and tactics of great California-based school for her story, Advertising Coordinator | Donna Stoner
Advertising Representative |
flight training providers, in the hopes that which begins on page 34.
The Orison B. Curpier Co., Inc.
other schools and instructors will learn To profile Conor Dancy, the best flight East, Central, International | 607-547-2591
what’s successful. But for you, the student, instructor, we took a bit of a different tack South Central, West | 214-789-6094
the awards are equally important. That’s and sent Managing Editor Julie Summers
because schools and instructors that score Walker up for a lesson. Walker has been
Editorial and Advertising Offices
well against the criteria provide a superior around aviation for more than a decade, 421 Aviation Way, Frederick, MD 21701
product. Knowing this should empower but her nervous flying habits would be 301-695-2350 / FAX 301-695-2180
email: flighttraining@aopa.org
you to bring up at your own school. some sure to put Dancy to the test. You can read
of the tactics used by the winners. It may all about it, beginning on page 40.
Copyright © 2013, Aircraft Owners and Pilots
prompt you to go elsewhere for a better Finally, don’t miss the full list of win- Association. All rights reserved. No part of this monthly
magazine may be reproduced or translated, stored in a
experience. And it provides an avenue to ners, beginning on page 32. These schools database or retrieval system, or transmitted in any form
rate your current experience. and instructors are the best at what they by electronic, mechanical, photocopying, recording, or
other means, except as expressly permitted by the pub-
We say it a number of times in this do, as judged by the toughest panel—their lisher; requests should be directed to the editor.
This publication is presented with the understanding
issue, but it bears repeating: Schools that customers. that the information it contains comes from many sources
for which there can be no warranty or responsibility by
are shown to meet the poll criteria pro- the publisher as to accuracy, originality, or completeness.
vide a better flight training product. We Email Editor Ian J. Twombly at ian.twombly@aopa. It is presented with the understanding that the publisher
is not engaged in rendering product endorsements or
know this from independent research into org; Twitter: ijtwombly; and visit Flight Training on providing instruction as a substitute for appropriate
training by qualified sources.
the ideal flight training experience. It’s no Facebook.
Flight Training will consider unsolicited submissions.
All manuscripts and contributions should be sent to
flighttraining@aopa.org. Reasonable care will be taken
in handling manuscripts, but the magazine assumes no
Check online (http://flighttraining.aopa.org/awards) for the next responsibility for material submitted.
poll to be held later this year. Your responses are critical for the
program—and your school and instructor.
6/ FLIGHTTRAINING.AOPA.ORG
n s o r ed
n e - S po
i
A i r l r Tr a c k
Car e e lution w
i t h a career
red by
so so
i r l i n e career 0 hours spon
your a to 150
ATP is om zero time s.
track fr irline alliance
ATP’s a
Airline Career
Pi l ot Program
Demand for airline pilots and ATP graduates is soaring, month
with the “1500 hour rule” and retirements at the majors. FAST TRACK
Airlines have selected ATP as a preferred training
AIRLINES
LET’S BE HONEST
REALITY CHECK, TIMES THREE
I
read Ian Twombly’s “Right Seat: Plan A” in the December issue.
I enjoyed what he had to say. I know AOPA is here to support
aviation, but I feel we owe it to our fellow pilots who are seeking
a career in aviation to be honest to them about the pros and cons
about the first steps into the regionals. A lot of regional pilots are
8/ FLIGHTTRAINING.AOPA.ORG
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ERRATA
Several colleges and universities in the
2014 Flight Training College Aviation 2 DAY FAA TEST PREP and FLIGHT INSTRUCTOR REFRESHER CLINICS
Directory (December 2013 Flight Training)
should have been designated as accred-
AVIATION SEMINARS
ited by the Aviation Accreditation Board • PRIVATE, COMMERCIAL, INSTRUMENT AND CFII
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College, University of Central Missouri, Over 35 Years
University of North Dakota, University of • 800-257-9444 • http://www.aviationseminars.com/aopa •
Oklahoma, and Western Michigan Uni-
versity. Additionally, the listing for Kent
State University should have included a
degree in air traffic control. Iowa Central
Community College (www.iowacentral.
edu), which offers an associate's degree
in aviation science/professional pilot, was
inadvertently omitted from the directory.
An updated College Directory is available
online (http://flighttraining.aopa.org/
magazine/2013/December/1312f_col-
lege%20directory2.pdf ).
Flight Training regrets the errors.
10 / FLIGHTTRAINING.AOPA.ORG
DOWNLOAD THIS PHOTO » http://flighttraining.aopa.org
HELICOPTER FLIGHT INSTRUCTORS often have to get by with standard flight instructor MUCH OF
refresher courses that focus on airplanes. Now they have another option with THE COURSE
King Schools’ new helicopter-specific FIRC (www.kingschools.com/courses/ CONTENT WAS
flight-instructor/refresher-course.asp). DEVELOPED
The FIRC is a variation of the company’s main refresher course that launched in IN PARTNERSHIP
2012. Many of the overall themes remain, such as teaching risk management and
WITH HELICOPTER
conducting flight reviews, but each has been optimized for the rotorcraft environ-
ASSOCIATION
ment. Much of the course content was developed in partnership with Helicopter
Association International, including some new videos that present the topics in a
INTERNATIONAL.
scenario-based approach.
King Schools’ helicopter FIRC is available for $99, or $129 with paperwork process-
ing. That processing is done entirely online, with no paperwork to send in or notary
visit required.
12 / FLIGHTTRAINING.AOPA.ORG
HOW IT WORKS BY IAN J. TWOMBLY
Airspeed indicator
Aviation’s speedometer
THE AIRSPEED INDICATOR is an indispensable cockpit instru- a closed disc or diaphragm that sits inside the back case.
ment. It’s one of the few required by the regulations to be That case is sealed, except for a small hole that is directly
operational on all types of flights, which demonstrates its connected to the static port. As a result, the pressure
significant role in keeping us safely flying. A quick glance at that enters the pitot tube is compared to the static air
aviation’s speedometer can tell us much about the current state pressure.
of the aircraft. The differential pressure is the key to the instrument’s
The airspeed indicator is the only flight instrument that operation. A gear or series of gears is attached to the dia-
uses the pitot tube. It takes the air pressure that enters phragm, which is then connected to a needle that indicates on
the front of the pitot tube (more speed means more pressure) the face of the instrument. What comes out on the calibrated
and directs it to the back of the instrument. There, it meets face is the speed of the airplane through the air.
TYPES OF AIRSPEED
Indicated—Read on the face of the airspeed indicator.
AIRSPEED ERRORS
The airspeed indicator is prone to certain errors, usually as a result of problems with debris or ice on the pitot tube or static
source. A blocked pitot tube will cause the airspeed to go to zero. A blocked drain hole and pitot tube opening generally will
cause the airspeed indicator to read its last setting, but then act like an altimeter on any climbs or descents. A blocked static
STEVE KARP
port will cause the airspeed indicator to falsely display an increase in a descent and decrease in a climb.
THE ENTIRE TIME you were learning to fly, you And you’ll become an expert at instrument
were told to stay clear of clouds. Take your flying approach procedures.
to the next level by learning how to fly safely The instrument rating is a rigorous exercise,
within them. requiring many hours of dual instruction, a knowl-
Instrument flying is intensive and often physi- edge test, and a checkride. But it will offer far more
cally exhausting as you learn to handle an airplane utility than any other rating or certificate you’re
while interpreting what’s going on by scanning likely to pursue. The first time you use the rating to
the instruments. You’ll work within the air traffic safely navigate instrument meteorological condi-
control system in a whole new way. tions, you’ll be glad you put in the effort.
CHECKLIST...
To take an instrument rating checkride, a pilot must: • Pass the required knowledge test;
• Hold at least a private pilot certificate; • Receive and log appropriate flight and ground training from
• Be able to read, speak, write, and understand English; an authorized instructor, and obtain a logbook or training
• Log 50 hours of cross-country flight time as pilot in command record endorsement to take the practical test. The specifics are
MIKE FIZER
14 / FLIGHTTRAINING.AOPA.ORG
NEWS
AFTER NEARLY TWO years of issue and look forward to see- tive and therefore unnecessary 2012 petition filed by AOPA
FAA inaction on the AOPA/ ing this bill move forward." medical certification regula- and EAA. That petition asked
EAA third class medical The General Aviation Pilot tion that drives up costs for the FAA to expand the driver's
petition, Congress has taken Protection Act would allow pilots and prevents the general license medical standard used
matters into its own hands, pilots to use the driver's aviation industry from fulfill- by sport pilots for nearly a
offering up legislation that license medical standard for ing its economic potential." decade. Under the petition,
would vastly expand the noncommercial VFR flights in "For many recreational pilots would be able to operate
number of pilots who could aircraft weighing up to 6,000 pilots, the FAA's third class noncommercial VFR flights
fly without going through pounds with no more than six medical certification pro- in single-engine aircraft with
the expensive and time- seats. That includes virtually cess is nothing more than a 180 horsepower or less, four
consuming third class medical all single-engine airplanes bureaucratic hoop to jump or fewer seats, fixed gear, and
certification process. Reps. with six or fewer seats, includ- through," said Graves. "It a maximum of one passenger.
Todd Rokita (R-Ind.), a ing Beech Bonanzas, as well as discourages new pilots and To participate, pilots would
member of the House General many light twins like the Piper does not truly improve safety. need a valid driver's license
Aviation Caucus, and GA Aztec, Beech Baron 55 and As a pilot, I have gone through and would be required to take
Caucus Co-Chair Sam Graves 58, and Cessna 310. By way of this process several times. recurrent safety training to
(R-Mo.) on December 11 comparison, most large SUVs However, like all pilots, I am help them accurately assess
introduced the General Avia- on the roads today weigh more responsible for determining their fitness to fly.
tion Pilot Protection Act. The than 6,000 pounds and can whether I am medically fit to More than 16,000 over-
legislation would dramatically carry six to seven passengers, fly during the time between whelmingly favorable
expand the parameters for fly- making them larger than the my mandated medical cer- comments were filed during
ing under the driver's license aircraft that would be operated tifications. Expanding the the public comment period
medical standard. Rokita and with proof of a valid driver's current exemption makes on the petition. But despite
Graves are both AOPA mem- license under the new bill. sense and will promote strong support from the
bers and active pilots. Pilots would be allowed to greater recreational aviation aviation community and solid
"We have waited far too carry up to five passengers, activity across the U.S. with- evidence that the exemption
long for the FAA to expand the fly at altitudes below 14,000 out an impact on safety." would maintain or improve
third-class medical exemp- feet msl, and fly no faster than The bill was co-spon- safety, the FAA failed to act, so
tion to more pilots and more 250 knots. The bill also would sored by Reps. Collin AOPA turned to supporters in
aircraft," said AOPA President require the FAA to report on Peterson (D-Minn.), Bill Flores Congress for help.
Mark Baker. "Congressmen the safety consequences of the (R-Texas), Richard Hanna Building support for the
Rokita and Graves stepped new rule after five years. (R-N.Y.), and Mike Pompeo General Aviation Pilot Protec-
forward to take decisive action "As a pilot, I am pleased (R-Kan.). They are members of tion Act will be critical to
in the best interests of general to introduce this important the GA Caucus. its passage, and AOPA will
aviation when the FAA refused legislation with my colleagues The legislative action comes be calling on its members
to act. We appreciate their and fellow pilots," said Rokita. after the FAA has repeatedly to show their support at the
outstanding leadership on this "This bill eliminates a duplica- declined to rule on a March appropriate time.
TRAINING PRODUCTS
Time to study
A variety of test prep options
16 / FLIGHTTRAINING.AOPA.ORG
NEWS
Final Exam
'Flight Training' Think you know your stuff? Quiz yourself
contributor with some of these FAA test questions
ASI NEWS
New ASI Winter/Spring Seminar: Accident Case Study: Live Visit the website
(www.airsafetyinstitute.org/seminars) for dates and locations near you.
NEWS
SHELL AVIATION, a subsidiary of the multinational oil giant Royal Dutch Shell,
announced that its 10-year effort in the laboratory has produced a fuel that may put a
long-sought goal—once thought to be unattainable—within reach: a lead-free “perfor-
mance drop-in” replacement for 100LL that could power any aircraft in the piston fleet.
“That’s our definite goal,” said Michael Sargeant, avgas commercial aviation manager
for Shell Aviation. “We’ve tested it and had some exciting and successful tests.”
The lead-free formulation has a motor octane number (MON) above 100, a criti-
cal factor in formulating a fleetwide fuel that could power high-compression engines.
(Octane prevents premature ignition known as detonation, and is measured by more
than one scale.) Shell’s new lead-free formula has passed preliminary tests in Lycom-
ing engines on the ground, and a Piper Saratoga recently flew for about an hour on the
fuel—the first of many tests that will be required for certification.
The FAA has a goal of deploying a lead-free piston aviation fuel by 2018, although
Sargeant said the company may be able to achieve required approvals and start distribu-
tion sooner. “We believe two to three years might be possible,” Sargeant said. “That’s the
timeframe that we would love to work towards. The details need to be developed.”
Sargeant said another design goal is to keep the retail price similar to avgas, although
it is too early to know exactly what the new fuel would sell for. Shell has only just begun
conversations with the various regulatory agencies involved. The fuel will be submitted
for approval from the FAA, ASTM, and the European Aviation Safety Agency.
Shell is now among three companies that have announced unleaded formulations that
could replace avgas in piston aircraft in a matter of just a few years, pending additional
testing and regulatory approval. Shell is by far the largest of the companies known to be
developing unleaded aviation gasoline. Shell’s research team has been focused on find-
ing a single fuel that can work for all, rather than a multi-fuel approach with different
formulations to meet varying engine requirements.
“The industry doesn’t need bifurcation,” Sargeant said, noting that the company envi-
sions making it possible by licensing or other means for other petroleum producers to
manufacture and distribute the formula, which is made from existing components and
will not require major changes to the production and distribution infrastructure.
“We think the secret going forward is really working with as many experts as pos-
sible,” Sargeant said.
T
wenty-five hundred feet mean sea level (msl), 1,500 feet in preparation for zero visibility, sure that
above ground level (agl), smooth air, 130 indicated at 65 this thing was going to eat me for lunch,
percent power, and my GPS is showing 146 knots over the when—as I passed under the cloud—the
ground because of a tailwind. I’m heading north into Mis- climb stopped. I skimmed the bottom
souri from a visit with my dad in Fort Smith, Arkansas. I left in clear of the cloud, keeping the airplane level
skies and cool morning air on the day after a summer scorcher. The by releasing forward pressure. Then the
humidity was 98 percent and last night’s thunderstorms were still thought hit me: Oh, no, this thing must
lurking to the north. For the past 30 minutes I had been watching the have a back side.
Nexrad as a blotch of bright red crossed the magenta line between Oh, yes—yes, it did. Just as I shoved
me and home. “No problem,” I said to myself, “these things run out of the throttle forward, the other side of
steam and fall apart this time of day.” It isn't always good to be right. this thing found me. Full throttle, nose in
climb attitude, and headed for the ground
Just 24 hours earlier, I was following Visibilities were greater than 10 miles, at 1,500 fpm. The sensation was just like
the same magenta line heading south. the air was smooth, and ceilings were so doing an autorotation in a rotary-wing,
That previous day I climbed to 8,500 feet far above me that I didn’t even bother to but this was my first autorotation-style
msl to catch the northerly winds up high check what they were. No clouds at my descent in a fixed-wing. The downdraft
and get out of the hot, humid air below. altitude, except—what is that odd cloud relented at roughly 500 feet agl, and I
The air at 8,500 was cool, cloudless, and up ahead? was able to resume normal flight, but the
smooth, but it was rough with thermals Wow, that’s an odd cloud. It’s all by itself, outflow from the storm had reduced my
below. I thought, This is going to kick halfway between the surface and the over- groundspeed from 146 knots to 109.
something up later. cast above, stretched across my path several This cold, dissipating storm outflow
Sure enough, by evening some nasty miles each direction. I wonder what kind of had a rolling wave at its leading edge as it
storms had built up to the northwest and weather anomaly would cause that? cut under the warm air blowing at it from
were headed southeast overnight. I kept I was about to find out. I was admiring the south. It’s similar to the dust cloud
a wary eye on them, but by the time I was what looked like a gray garden hose until you see rolling across the ground when
ready to leave on Sunday morning, red was I got close enough to see that this thing they implode a building with explosives.
mostly giving way to orange, which was was rolling backward as it moved forward. The cell that caused it had already moved
in turn changing to yellow. I decided to I was set to cross under this skinny little many miles off to the east, but it left this
launch at 8 a.m., as it looked like the path cloud (it was only about 600 to 800 feet in nasty little offspring in its wake. If not for
would clear ahead of me. diameter and four to five miles long) with my XM satellite weather, I wouldn’t even
An hour into the flight, the air was adequate VFR clearance. I could see that know what had caused it.
SARAH HANSON
smooth and the last red blotch on the there were no other clouds behind it. Clear In the future, I’ll stay well clear of odd
radar lay 20 miles east of my course from air. No big deal, right? Until I noticed the clouds near dissipating thunderstorms.
where it had crossed 10 miles ahead. backward roll of the cloud. They bite.
22 / FLIGHTTRAINING.AOPA.ORG
ACCIDENT REPORT Dan Namowitz
THE AVERAGE snowflake falls at a
speed of 3.1 miles per hour.
T
he sun is dazzling, and a brisk breeze is snapping the wind- accident report. “Unable to circle to land
sock as you head for the airport the day after a winter storm into the wind, the pilot elected to land on
moved through the area. It’s been a few weeks since the holi- Runway 12 with a gusting quartering right
day interval created any opportunities for a cross-country or tailwind. During the landing roll, a wind
even just some simple practice sessions. So now, you’re headed to the gust pushed the nose of the airplane to
airport to fulfill that annual resolution to fly more. the right, and the airplane began to slide
momentarily on an icy patch on the run-
A certain fine edge of your flying skills slight crab during touchdown is too much. way. While sliding sideways, the left main
has been dulled by your sporadic fly- Ah, well, it was only technical impreci- landing gear contacted bare pavement,
ing opportunities. Landings inevitably sion, not a true safety concern…right? which resulted in the collapse of the left
unmask a slippage of skill more blatantly Not this time of year. main landing gear.”
than other elements of piloting. Passen- Snow melts rapidly on pavement under Winds were reported from “339 degrees
gers—who may not have been aware that this bright sun—and the crew does a great at 26 knots, with gusts to 35 knots.” The
your zigzagging track down the localizer job of scraping the surface bare—but NTSB added that “according to the pilot
course, or your one-dot-low positioning here and there an icy patch remains. And operating handbook for the accident
on the glideslope, wasn’t a great per- although daylight is increasing, the sun airplane, the maximum demonstrated
formance—are certain to notice if your need not be beneath the horizon before crosswind component for the airplane is
touchdown seems unduly interesting. temperatures plummet, the midday melt- 20 knots, and a plot of the current wind
You know that a slightly clunky arrival ing ceases, and wet patches harden into conditions at the time of the accident
is acceptable if the wind is high and traps for a sliding wheel. Under such sce- showed that the crosswind component
gusting. But don’t confuse making a firm narios, the adverse effects of drift or crab for the accident landing was 30 knots, 10
landing under lively conditions with a errors are greatly magnified. Throw in knots above the maximum demonstrated
failure to exercise precise control. Lapses some lingering post-frontal snow squalls component.”
you can get by with in warm-weather and variable wind directions and you Perhaps you have heard it pointed out
flying can put you on a very slippery slope have a tricky but common set of winter during hangar-flying sessions that a dem-
in winter. conditions. onstrated crosswind velocity is developed
Suppose you recall that the last time It’s not always the icy patch that gets in flight testing but does not constitute a
you landed in a gusty left crosswind, you you; sometimes it’s the bare spot waiting limiting value. That fine distinction did
had given yourself good marks for aggres- just beyond—especially if other condi- not stop the NTSB from assigning as prob-
sive rudder work to keep the aircraft’s tions have already teamed up to elevate able accident cause “the pilot’s decision to
nose (longitudinal axis) aligned with its the risk factor. A pilot landing a twin- land in wind conditions that exceeded the
direction of motion, but you were disap- engine Piper PA-31-350 in Dutch Harbor, airplane’s demonstrated crosswind capa-
pointed to find that your aircraft had Alaska, on February 16, 2013, “reported bility, which resulted in a loss of airplane
drifted half a wingspan downwind of the that during the flight the weather began control during the landing roll.”
runway centerline during the flare. Were changing and he arrived at the destina- Even if you have landed on slippery
you so fixated on tracking straight ahead tion airport in unforecast deteriorating surfaces many times without mishaps, and
that you failed to control bank angle to weather conditions,” said an online have tackled crosswinds near published
compensate for downwind drift? National Transportation Safety Board (if not limiting) values with ease, think of
Unsatisfied with that outcome, you gave the combined effect of those two win-
it the gun and flew another pattern. This Safety Quiz: Ice Flight ter hazards on an aircraft as if the wind
time during the landing you kept the air- were higher, the aircraft’s responsiveness
craft perfectly positioned over the runway Take a flight up the East Coast in an IFR- diminished, and the time available to
centerline, but a squeak of pique from the equipped Cessna 172RG and consider what make the save almost nil.
landing gear served to remind that even a you would do when faced with the icing Then go out and practice.
conditions on this flight in this Air Safety
Institute online Safety Quiz (www.aopa. Dan Namowitz is an aviation writer and flight
PLUS Hone your aeronautical
decision-making skills in this org/Education/Safety-Quizzes). instructor. He has been a pilot since 1985 and an
Air Safety Institute course. instructor since 1990.
GO LARGE, GO LONG
BREAKING THE COMFORT ZONE BARRIER
M
any of us are drawn to aviation for its promise of adventure, The return trip was no less uneventful.
but how many of us seek that adventure once the coveted Taking off out of Jefferson City to return
private pilot certificate is in hand? Adventure demands home, Kaiser entered clouds about 700
stretching the bounds of what is comfortable and famil- feet off the ground—more than 1,000 feet
iar, but so often as new pilots we are reluctant to stray too close to the lower than the METARs had reported.
edge of our comfort zones. Instead we fly well-worn paths to familiar He called ATC to request an immediate
airports, content in our mastery of these routes and the skills required return and, with winds calm and the air-
to navigate them. port deserted, accepted the controller’s
offer of a turn to land back on his depar-
And then there are folks like Greg Kai- scud run to Grove and instead sought the ture runway. When the ceiling finally
ser. In August 2013, with a mere 7.5 hours advice of a flight instructor at the FBO. inched up, enabling him to take off again,
of private pilot experience in his logbook, “It was 9 a.m. and he said things were he was forced to cruise at around 1,800
Kaiser loaded his wife and two children supposed to clear up by two or three feet for the first half hour or more until
into a rented Cessna 172P to attend a o’clock, so I had to make the decision,” the skies cleared. “It was lower than I
family reunion five hours and three states says Kaiser. “Do I wait until 2 p.m. or 3 was comfortable with,” he admits, “but
away. The trip—465 nm from Westosha p.m. and try to launch? Or just drive and the charts said I was safe and after about
Airport in Wilmot, Wisconsin, to Grove be there by 1 p.m.?” 20 minutes, it was no longer a big deal.”
Municipal Airport, Grove, Oklahoma, They drove. And that’s when he learned It was his final lesson of the trip—that
where scattered thunderstorms were fore- that sometimes foiled plans are the best redefining the bounds of comfort is one
cast—was one few novices would consider, possible outcome. “It worked out better of aviation’s great rewards.
let alone undertake. “My logic was that than if we had flown,” raves the unflappa- Kaiser says he is now eager to work
I’d passed the tests,” says Kaiser, “and you ble Kaiser. “The reunion ended a day early on his instrument rating and embark on
only learn by doing.” and we thought [that] since we have a car, another trip. That’s the thing about these
kinds of adventures, they make pilots
THIS APPROACH TO FLYING—GO LARGE, hungry for more. At a time when many
GO LONG, LIVE THE ADVENTURE—IS ONE flight schools say one of their tough-
THAT CREATES PILOTS WHO CRAVE MORE est challenges is keeping new private
KNOWLEDGE AND EXPERIENCE, NOT LESS. pilots returning to the airport, we must
remember that this approach to flying—
He certainly learned. He learned let’s go exploring. We ended up discover- go large, go long, live the adventure—is
how to make a real-world emergency ing Lake of the Ozarks. We loved it and one that creates pilots who crave more
landing. Granted, it was for a bathroom want to fly back for another visit. It was a knowledge and experience, not less.
emergency for a 4-year-old and not a place we had always talked about going. We advocate caution and safety in our
mechanical malfunction, but the process Having the car let us finally get there.” industry and that is crucial, but could we
of quickly finding a nearby airport and perhaps do more to encourage venturing
slipping through 6,000 feet in two miles PLANNING AN ADVENTURE into the unknown and pushing outside
to get there felt, he says, like a very real- comfort zones within those bounds of
istic application of the procedure. Making a successful trip like the Kaisers safety?
He learned about tough decision requires a bit more planning than flying Kaiser thinks so. And he is now more
making under stress. As weather along to the next airport for breakfast. But even ready than ever to continue exploring
the route began to deteriorate, Kaiser the longest cross-country trip is simply a and stretching his limits, because wait-
diverted to Jefferson City, Missouri, bunch of waypoints strung together. There ing for him when he returned from his
about an hour from his final destination. are a bounty of resources available for trip was an envelope from the FAA: his
Low clouds and scattered storms per- flights of any length. Check out AOPA's official pilot certificate. A ticket to many
free flight planning resources, including
sisted and, although anxious to reach his more adventures.
an online planner and mobile application
reunion, he decided they’d stay the night
online (www.aopa.org/flight-planning).
in Jefferson City. The next morning, with Heather Baldwin is a Phoenix-based writer and
ceilings still low, he fought the urge to (somewhat rusty) commercial pilot.
24 / FLIGHTTRAINING.AOPA.ORG
CELEBRATING 20 YEARS
Let us protect all that’s important to you. Call: 800-622-AOPA [2672] Click: aopainsurance.org
FLYING CARPET By Greg Brown
W
e awoke in San Antonio, Texas, to low ceilings and steady “The heavier precip ends just west of
rain. At bedtime last night, a massive stalled cold front San Antonio,” said the briefer to my relief.
curved eastward from El Paso in a great northerly arc to Even so, Jean and I cached rags within
Canada. Today’s forecast called for inches of regional rain, reach, draped a blanket and plastic under
thunderstorms, and flooding. the rear window, and pledged to land at
any sign of leaks. Then we launched into
Following a week touring Texas, Jean to Flagstaff. If not, a long westerly detour clouds and headwinds for El Paso. Sure
and I were eager to return home to Ari- would circumvent them IFR. Either way, enough, within minutes after takeoff we
zona; instead, it appeared we’d be stuck we had an instrument ticket home! exited the rain, and soon found ourselves
here for days. Futilely, we’d hoped the Where I live in sunny Arizona, pilots skimming cloud tops in and out of sun-
front would accelerate past during the spend far more time practicing instru- shine at 6,000 feet. Flying instruments
night, leaving clear skies and tailwinds ments than cloud flying, all to prepare rarely requires endless hours in solid
behind it. Now, resisting the urge to for occasions like this. Instrument sorties clouds; more often you transit to warm sun
roll over and sleep, I fumbled through a earlier this trip had confirmed my skills on top, coast between layers, or glimpse
weather briefing. Considering the gloom and equipment were up to snuff. Providing the ground through stunning cloudscapes.
outside, the news was surprisingly good. the weather remained near forecast, we When rain rematerialized on our data-
Yes, the front remained stationary as should make El Paso without difficulty. link weather display, I compared notes
forecast, but thunderstorms no longer In cold rain at San Antonio’s Stinson with Flight Watch radar and, collaborating
threatened. And while a few stations along Municipal Airport, we fueled the Fly- with air traffic control, detoured south
our route reported ceilings below 500 ing Carpet, stowed our drenched cockpit toward Del Rio to avoid it. That put us
feet, most were “easy IFR” at 800 to 1,500 cover, and loaded our soaked bags. My one back “in the soup” for a while, but with a
feet. Finally, the freezing level was high concern about facing hours of rain was smooth and uneventful ride.
enough to relegate any icing threat above that the Flying Carpet had once sustained “What’s that whining noise?” asked
our planned altitudes. While it meant bat- window leaks. The windshield had long Jean. I laughed. There’s nothing like
tling 500 miles of clouds and rain, it was ago been replaced and the rear window the whistle of wet Cessna wing struts to
entirely feasible to fly to El Paso on instru- resealed, but following years in bone- renew your relationship with clouds. No
ments. Beyond there, New Mexico was dry Arizona, new leaks seemed entirely longer threatened by weather or leaks, I
forecast to clear by afternoon. If so, we’d possible in a continuous downpour. Any found myself tremendously enjoying this
proceed visually through the mountains thought of water dripping on radios while extended instrument journey—I rarely
26 / FLIGHTTRAINING.AOPA.ORG
employ such skills anymore beyond pierc-
ing shallow coastal California marine
layers. Moreover, Jean and I could now
relax and talk. Upon arriving in San Anto-
nio two days ago, we’d enjoyed a pleasant
few hours sightseeing the Alamo and
historic San Fernando Cathedral. Yester-
day during Jean’s meetings, I’d toured
La Villita, San Antonio’s original Spanish
settlement, and the renowned River Walk.
But most memorable for both of us was
dining at 73-year-old Mi Tierra Tex-Mex
restaurant with compadres Joe and Gloria
Llanes. Along with great company and cui-
sine, the decor was unforgettable. Tinsel
and foil piñatas shimmered colorfully from
the ceilings. Toreador costumes decorated
the walls. Mariachis serenaded diners, and
patrons queued for treats in the bakery.
Best of all were fabulous wall murals pop-
ulated by famous Spaniards, Mexicans, and
Mexican-Americans through history. Just
as our previous destination of Fort Worth
reveres cowboys, San Antonio celebrates
its Hispanic heritage. That’s delightfully
apparent at Mi Tierra.
We’d now journeyed halfway to
El Paso at 6,000 feet, but continuing
westward toward the mountains neces- KEEPING PILOTS SAFE.
sitated carefully monitoring our charts
and eventually climbing to clear rising SAFEGUARDING THE
terrain. From here we’d need 10,000 feet FUTURE OF GA.
to proceed direct. To avoid ascending
unnecessarily into increasing headwinds,
I investigated minimum en route alti-
tudes along nearby airways. Sure enough,
a worthy alternative paralleled our route.
I negotiated direct Fort Stockton, then
Victor 222 to El Paso, at 8,000 feet.
Nearly four hours after takeoff, we
descended through clearing skies on an
instrument approach to El Paso Inter-
national Airport. We’d hardly landed
when Jean noted lingering mountaintop
clouds to the west. But by the time we had
topped our fuel tanks and coffee thermos,
they’d dissipated. Three long flight hours
remained, but from here the way was clear DONATE TODAY!
to Flagstaff and home. Call Toll Free 800-955-9115 or Donate
Online www.aopafoundation.org
Let AOPA Aviation Finance help you navigate through the aircraft finance process.
Our staff is available to walk you Our goal is to help all AOPA members find an easier
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2013
CELEBRATING THE BEST IN THE INDUSTRY
» By Ian J. Twombly
TRAINING.”
—SURVEY RESPONDENT Neutral 19% 28% 53%
30 / FLIGHTTRAINING.AOPA.ORG
“THEY BUILD DID YOU BELIEVE YOUR TIME WAS PUT TO THE BEST USE?
A GREAT
ENVIRONMENT Yes 3%
THAT MAKES YOU 96%
ALWAYS WANT
Neutral 21% 53%
TO BE AT THE 26%
BEST BEST
FLIGHT SCHOOL FLIGHT INSTRUCTOR
2013 2013
OUTSTANDING OUTSTANDING
FLIGHT SCHOOL FLIGHT INSTRUCTOR
2013 2013
32 / FLIGHTTRAINING.AOPA.ORG
FLIGHT TRAINING
EXCELLENCE AWARDS
HONOR ROLL
2013
FLIGHT SCHOOL HONOR ROLL Orlandi Flight Center (1N7) Kenneth Fukayama (PRC)
Peak Aviation Center (COS) Jon Fussle (ASW)
Above All Aviation (SBA) Premier Flight Academy (BKL) Paul Georgelas (JYO)
Advanced Helicopter Concepts Inc. (FDK) Rainier Flight Service (RNT) Andy Geosits (SQL)
Aero Atlanta Flight Center (RYY) Redbird Skyport (HYI) David Hall (CSG)
Aero-Tech Inc. (LEX) Regal Air (PAE) Rich Harowitz (WBW)
AIA Flight center (CNO) Seminole Lakes (6FL0) Hal Harris (PWA)
Air Associates of Missouri (SUS) Sheble Aviation (A20) Dana Holladay (CRG)
Airborne Systems (FXE) Skill Aviation (UGN) Dave Hooper (3CK)
Airwolf (GMU) Skybound Aviation (PDK) Tom Horton (5K6)
All American Aviation Services (FAY) Skyline Columbus (CSG) Mitch Inmann (UTS)
American Flyers Atlanta, GA (PDK) Slipstream Aviation (RBD) Bob Kintner (RYY)
Andover Flight Academy (12N) Southern Maine Aviation (SFM) Darryl Knoop (RVS)
Angel City Flyers (LGB) Spencer Aviation (DLZ) Carson Lee (SFB)
Arizona Aviation Flight Services (FFZ) Sterling Flight Training (CRG) Adam Lockamy (SPA)
Aspen Flying Club (APA) Sunrise Aviation (SNA) Mark Makee (LNN)
Blue Line Aviation LLC (RDU) Sunstate Aviation (ISM) Danny Malcarne (SBA)
Blue Skies Flying Services (3CK) Superior Flying Services (SUW) Gary McBurney (APV)
Brazos Valley Flight Services (CLL) Superior Flight School Inc. (RYY) Barry Morris (SAC)
Brett Aviation (MTN) Tailwheels Etc. (LAL) Aaron Norris (JYO)
Cardinal Air (HBI) Takeflight Professional (FXE) Janine Nunes (BZN)
Century Air (CDW) Texas Taildraggers (AXH) John Nutt (BED)
Chandler Air Service (CHD) The Worcester Regional Flight Academy (ORH) Geoffery Orlandi (N17)
Chesapeake Sport Pilot (W29) TNT Air (N47) Kyle Pack (X04)
CP Aviation (SZP) United Flight Systems (DWH) John Panton (COS)
Dean International Inc. (TMB) University of Dubuque (DBQ) James Payne (AHN)
Destinations Executive Flight Center (RVS) University of North Dakota Aerospace (GFK) Bill Peterson (SBA)
Diamond Flight Center (U77) University of Oklahoma (OUN) Lynn Postel (BKV)
Dream Flight School (DMW) Utah Valley University Aviation (PVU) Taylor Price (HEF)
Eagle Aircraft (VPZ) Ventura Flight Training (FRG) Sophie Repolt (MSL)
Eagle Flyers Inc./Montgomery Aviation (TYQ) Waco Flying Service (ACT) William Rose (7B3)
East Coast Aeroclub (BED) Wayman Flight Training (OPF) Jason Schappert (X35)
East Hill Flying Club (ITH) Wings of Carolina Flying Club (TTA) Mary Schott (HYI)
Executive Flyers (SAC) Bill Schwabenton (HBI)
First Landings Aviation (X04) Michael Schwahn (BZN)
FL Aviation Center (TLH) Mike Schwartz (JYO)
Fleming Aviation (GAI) Ted Scott (RYY)
Flight Training Professionals (ORL) Todd Shellnutt (CSG)
Frederick Flight Center (FDK) FLIGHT INSTRUCTOR HONOR ROLL Robert Shepanek (JYO)
GIFT Academy (F05) Asher Sherburner (RAL)
Glass Cockpit Aviation (BOI) William Allen (ORH) Bryce Siegel (CVO)
Hampton Ground School (7B3) Joel Anderson (HEF) Paul Smythe (LOU)
Heritage Aviation (SEG) Marc Ashton (O69) David St. George (ITH)
Horizon Flight Center (CPK) Sue Ballew (PAO) Kurt Stiefel (DBQ)
Hortman Aviation Services Inc. (PNE) Michal Bangert (W29) Mike Thomas (ITH)
Houston Flight Training (EYQ) Franklin Burbank (X04) Adam Valencic (X04)
Hub City Aviation (LBB) Kevin Carmody (HEF) Jack Vandeventer (TYQ)
Inflight Pilot Training (FCM) Ken Colston (RYY) John VanPasschen (EYQ)
Lanier Flight School (GVL) Kevin Cox (RDU) Steve Walker (F95)
Louisville Aviation (LOU) Damian DelGaizo (12N) Ryan Wangerin (DAW)
Lunken Flight Training Center (LUK) Andrew Dilworth (RHV) Fred Webster (BFL)
Maui Aviators (PHOG) Dan Dyer (SQL) David Werntz (EMT)
Montgomery Aviation (TYQ) John Ekhoff (HYI) Charles Wright (BED)
New Horizons Aviation (RDG) Brian Eliot (SQL)
Ocean Helicopters Inc. (F45) John Fadok (0A7)
Oklahoma Aviation (PWA) Art Fritzson (HEF)
» By Jill W. Tallman
PHOTOGRAPHY BY RICHARD MORGANSTEIN
SAN CARLOS FLIGHT CENTER’S slogan is “Safety—Com- “If somebody comes by the office, it should be like stopping
munity—Adventure.” While it strives to place equal emphasis on by your buddy’s house,” says Dan Dyer, owner and chief flight
all three of those standards, SCFC might as well trademark the instructor. He founded SCFC at California’s San Carlos Airport
“community” part. Offering everything from fly-outs to barbe- in 2012, starting with one airplane, one staff flight instructor, and
cues to support groups for student pilots, the flight school puts a half-dozen clients. Twenty months later, SCFC has 14 aircraft;
out the welcome mat in innovative ways. That emphasis on com- three simulators; three staff instructors and another 23 indepen-
munity is one of many reasons why SCFC was named Best Flight dent CFIs on call; four line employees; and a receptionist. The
School in the 2013 Flight Training Excellence Awards. six or so clients mushroomed to about 175.
34 / FLIGHTTRAINING.AOPA.ORG
PLUS Learn more about San Carlos Flight Center in this video.
36 / FLIGHTTRAINING.AOPA.ORG
SCFC Facts
Launch date:
March 2012
Number of
members: 175
Aircraft: 14
Instructors: 23
(20 independent;
three staff)
Line personnel: Four
FRONT DESK/LOBBY
Expect to be greeted immediately.
ALL HANDS ON DECK. That energy member who joined SCFC after earning ship and, because he loves teaching, has
extends throughout the organization. his private pilot certificate at another begun to assist Dyer with ground school
SCFC’s schedule is bursting with events— flight school. “He’s got such an attitude classes. He appreciates the camarade-
safety seminars, fly-outs, support groups, of ‘Let’s just do this!’ Every day he would rie, too. “I like walking into a flight club
and more (see “Seminars Like Nobody eat, think, and dream how to be the best where either I feel like I know everyone,
Else,” page 36). And, in true club fashion, flight school, offer the best flight-line or if I don’t know someone, I feel like I
Dyer and his staff invite all to become experience, and the best ground-school can strike up a conversation with them. It
BRYON THOMPSON
involved in SCFC’s many programs in experience.” seems like it’s encouraged here.”
whatever capacity they choose. Now working on a flight instructor Lisa Dyball joined SCFC’s roster of inde-
“What drew me initially was [Dyer’s] certificate, Patten belongs to a committee pendent flight instructors in 2012. While
enthusiasm,” says Herb Patten, a club that administers a flight training scholar- she has teaching privileges at other flight
schools, she estimates that she spends There’s never a hard sell of products or want things to be: professional, respectful,
about 95 percent of her time at SCFC. services—in fact, SCFC doesn’t even have but let’s not forget how fun this is,” Fiala
“The big thing is the community of a pilot shop because there’s already one at says.
flying [that] is one of the core values that the main airport terminal. SCFC had a marketing intern in 2013,
Dan has brought into aviation,” Dyball Dyer says he is a fan of Disney and its and Dyers says he’ll look for another one
says. “Other flight schools might just be ability to manage the customer experi- this year. He invests in things like branded
rental centers or have some kind of social ence at its theme parks. He flew his staff merchandise and aerial tour advertise-
events here and there, but Dan tries to to Disneyland for two days of customer ments placed in hotel lobby kiosks.
make aviation an opportunity for other service training. “We spent a lot of time “It took a long time before the first
people to build on their skills and explore talking about what is good customer referral came off those cards,” Dyer says.
the world.” service and what’s not,” he says, and they “We could have pulled the plug on it after
brought back ideas that they could incor- six months, but awareness building is a
THE MEMBER EXPERIENCE. Beyond the porate at SCFC. long-term game and you just have to stick
friendly atmosphere at SCFC is a level it out.” He equates marketing to mining
of customer service that Dyer and his MARKETING FOR THE LONG HAUL. for gold: “It’s nothing, nothing, nothing,
staff refine continuously. As an example, Dyer believes in marketing and brand and then you hit a nugget. If we build the
line service workers coordinate mainte- awareness. He works with Terry Fiala, a brand and the culture, it will be easier for
nance, fuel, and reposition aircraft—as marketing and events manager, to ensure people to find us, since it’s hard for us to
well as keep them spotless for the next that SCFC’s website, advertising materi- find them.”
person on the schedule—and shuttle als, and newsletter perpetuate the school’s
pilots to their airplanes in a golf cart image in a consistent fashion. “We see that Jill W. Tallman is technical editor of Flight Training
named Flighty. as a way of communicating the way we magazine.
38 / FLIGHTTRAINING.AOPA.ORG
WHEN YOU ENTER
San Carlos Flight
Center, the first things
you see are photos
and T-shirts that give a
sense of what it's like
to fly in the Bay Area,
including the lengthy
departure clearance.
Clockwise from top
right: Kyle Smathers
checks the aircraft
schedule. Flight instruc-
tor Lisa Dyball and
Matthew Herbert
debrief a flight.
Herb Patten (left) flies
an approach in the
multiscreen G1000
simulator with Dan
Dyer. The back wall of
the main classroom is
decorated with photos
from solos, checkrides,
flyouts, and other
events.
2013
DREAM MAKER WHY CONOR DANCY IS FLIGHT INSTRUCTOR OF THE YEAR » By Julie Summers Walker PHOTOGRAPHY BY CHRIS ROSE
40 / FLIGHTTRAINING.AOPA.ORG
PLUS Learn more about Conor Dancy in this video.
42 / FLIGHTTRAINING.AOPA.ORG
ANDY PEARSON,
a 26-year-old from
Hamilton, Virginia,
(above on left) met
Dancy when he signed
up for CFI lessons.
They've become good
friends, and Pearson
says the friendship is
almost more important
to him than what he's
learning from Dancy.
camaraderie, friendships, and the feel- of the community. He wants me to meet nity, because of his passion for teaching
ing of being part of a group are high on more pilots and network. He has done so and the manner with which he carries
the list of reasons why students seek many positive things for me,” said another himself,” said a respondent.
out aviation—and then choose to stay. survey respondent. Dancy says he has been working with a
“Conor ensured that I was invited to many student who turned out to be very fright-
planned trips, classes, and seminars. He MORE LIKE HIM. When asked what it is ened when he got in the air—a surprise to
has also introduced me to many other about Dancy that makes him stand out, both the student and Dancy (the student
members at the school (senior aviators, one word came to many: passion. It is flies in helicopters regularly because of
FAA instructors) who have included very clear that Dancy is passionate about his job but has no fear there). It’s become
me in various trips, seminars, and other aviation. It makes one wonder how his Dancy’s personal mission to help him. So
events in the aviation community,” said a wife feels about her husband’s avocation. far the student is spending a lot of time
respondent. After all, he flew off to Texas to accept his in the simulator, a place where Dancy
Instructing is more than a paycheck to award just two days before their wedding. says one can experience all those things a
Dancy. The airport is his home. Although “She said she was OK with it as long as I student fears, work them out, and see the
he has no ownership interest in Aviation got back on time,” Dancy smiles. “I did. It consequences and the solutions. “Simula-
Adventures, the flight school he helps was quite a month for me.” tor training has so much promise; it’s a
run, he speaks of it as if it is his own. He “Conor has invested a significant great addition to instruction,” he says.
and the owners, Bob and Ronnie Hepp, amount of time in my success as a flight His student is coming along.
are “we” in his conversation, and any student. He absolutely cares about each As a respondent said of Dancy, “He
plans or changes at the school are equally and every one of his students. Conor is wants me to accomplish my dreams.”
his responsibility. very approachable and personable and
“He has included me in activities that he is the type of individual who provides Julie Summers Walker is managing editor of Flight
he does with other pilots and members unmatched value to the aviation commu- Training magazine.
A
s student pilots learn the first time they fly under a hood, retaining
control of an airplane—much less finding your way—is impossible
without being able to see the horizon and the ground. Impossible,
that is, without the equipment and training needed for what we call
instrument flying.
An instructor teaches a student the very Times headline announced: “Blind Plane Flies 15
basics of instrument flying in a simulator and by Miles and Lands; Fog Peril Overcome.”
sitting next to the student in the airplane as the The story described how Army Lt. James
student wears the visibility-restricting hood. An H. Doolittle had taken off, flown 15 miles, and
instrument rating is well worth earning since landed “without seeing the ground or any part of
it will increase your flying opportunities and his plane but the illuminated instrument board.”
safety. Even so, an instrument rating will not During the flight the safety pilot, Lt. Ben Kelsey,
make it safe to fly in all kinds of weather, such showed observers that he never took control by
as the obvious example of thunderstorms. And, keeping both hands on the cowling of the front
PLUS Try this Air no matter how skilled you become at flying on cockpit of the Consolidated NY-2 Husky biplane.
Safety Institute instruments, fog could still ground you or pre- A canvas cover prevented Doolittle from seeing
interactive course to
help minimize risks vent you from safely landing or taking off. anything outside the rear cockpit.
associated with low We can trace instrument flying and training Doolittle used a sensitive altimeter, gyro-
ceilings and restricted
visibility. back to September 15, 1929, when a New York scopic instruments, and radio navigation—the
44 / FLIGHTTRAINING.AOPA.ORG
basics of today’s instrument flying—for in the air. High above the ground these pressure aloft. You sometimes see streaks
what was called “blind” flying in the 1920s. drops create clouds. At ground level, tiny of upslope fog on hills or mountains.
While Doolittle demonstrated that with water drops floating in the air are called Thicker, heavier upslope fog forms when
the proper instruments and training, pilots fog. In other words, fog is a stratus cloud humid Gulf of Mexico air gains eleva-
could fly through clouds, he did not “over- that’s touching the ground. tion and cools as it flows across the Great
come the fog peril.” Thick fog produces The most common kind of fog forms Plains from close to sea level to roughly
zero ceiling and visibility. That is, a pilot try- when humid air cools to the dew point. 5,000 feet elevation on the eastern side of
ing to land in such conditions can see little This occurs in various ways, but one of the Rocky Mountains.
outside the airplane except fog. Ordinary the most common is when heat radiates Water that evaporates from falling rain
flight instruments don’t make this possible. away from the ground overnight, which or drizzle can increase the air’s dew point
Until late in the twentieth century cools the air right above the ground to to match the temperature of the sur-
pilots had no safe way to land with zero the dew point. This forms radiation fog, rounding air to form precipitation fog.
or near-zero ceiling and visibility. Today, which is also called ground fog. Forecasting when and where fog will
to legally and safely land in thick fog you Radiation fog is most likely to form form and how long it will last requires
have to be qualified to make Category when the sky is clear, which allows the detailed information about the atmo-
III C instrument landings, be flying an Earth’s heat to freely radiate away to sphere—especially how much water vapor
airplane that meets stringent equipment space. For fog to form, winds have to be is where. You should be ready for fog
requirements, and land at an airport relatively calm. Brisk winds stir up the when the temperature and dew point are
equipped and approved for such landings. air, mixing cold air next to the ground close together, the air is cooling off—or
with warmer air higher up and prevent- having more water vapor added, such as
THE AMOUNT OF water vapor the air can ing the air from cooling to the dew point. from evaporating drizzle—and the winds
hold before the vapor begins condensing If the sky stays clear and the winds are calm or nearly calm. If the expected
into water depends on the air’s tempera- light, radiation fog continues forming fog doesn’t form, take it as another
ture. The colder the air, the less water it until a little after sunrise when sunlight example of how tricky forecasting can
can hold. Ordinary reports of weather con- begins warming the ground. This is why be. This is the reason for the general rule
ditions include the dew point temperature, the fog is often thickest around sunrise, pilots often hear: “If the temperature and
which is the air temperature at which the before sunlight begins burning it off. dew point are within 5 degrees Fahrenheit
water vapor in the air at the observation’s Advection fog forms when light wind of each other, and it’s getting colder, such
time and place will begin condensing. pushes humid air across cold or snow- as it usually does overnight into the early
When the air chills to the dew point covered ground, which chills the air to morning, watch out for fog.”
temperature, water begins condens- the dew point. Widespread, dense advec- You’re flying at night to land around
ing onto objects near the ground, such tion fog can form when warm air moves dawn. The temperature at your arrival air-
as grass, to create the tiny water drops north following a storm that has covered port is now 59 degrees F and the dew point
called dew—thus the term “dew point.” the ground with snow. (Meteorologists there is 55. You should be ready to find fog,
Meteorologists say that air is “saturated” use “advection” to describe the horizontal possibly reducing the visibility to less than
when it reaches the dew point tempera- movement of air or meteorological prop- a quarter-mile when you arrive.
ture. When air becomes saturated above erties such as temperature or humidity.)
the ground, water vapor begins condens- Upslope fog forms as air that’s mov- Jack Williams is an instrument-rated private pilot.
ing on tiny, invisible aerosols in the air ing uphill cools to the dew point as the His latest book is The AMS Weather Book: The Ultimate
such as dust to form water drops floating air’s pressure decreases to match lower Guide to America’s Weather.
Mist is a visible aggregate of Fog is a visible aggregate of min- Freezing fog consists of super- Dense fog reduces visibility to
minute water particles sus- ute water particles that are based cooled water drops that one-eighth mile or less over a
pended in the atmosphere that at the Earth’s surface, which instantly turn to ice when they widespread area. This term is used
reduces visibility to less than reduces horizontal visibility to hit something, such as an in public forecasts but not in
seven statute miles but greater less than five-eighths of a statute airplane. METAR code: FZFG METARs and TAFs, which charac-
than or equal to five-eighths of a mile. METAR code: FG terize all obstructions to visibility
statute mile. METAR code: BR such as fog in terms of how far
you can see—“visibility.”
CAREER PILOT
IT’S NOT UNUSUAL for the news media and the an 8,000-foot midfield downwind to a smooth
public to hyperventilate over an incident such landing in the touchdown zone is a great exer-
as last November’s Atlas Air Boeing 747 Dream- cise in energy management for us jet pilots. And
lifter landing at the wrong airport in Wichita. for controllers, the visual approach takes the
But some pilots also were incredulous trying burden of vectoring and clearing aircraft for an
WITH GPS AND ALL to understand how a crew of two professional instrument approach off the table. It’s a win-
THE WIZARDRY IN pilots could screw up so royally. win for both groups—most of the time.
THE COCKPIT, Non-airline-pilot friends of mine were At night, it’s easy to get trapped by a beauti-
HOW DID THESE wondering why a giant airplane like this was ful set of approach lights on display in front
GUYS END UP on a visual approach. Many of them didn’t of you, especially in an area such as Wichita,
believe that we airline types ever fly visual where there are many runways running north
LANDING AT THE
approaches. I can’t speak for all professional and south in the vicinity. McConnell Air Force
WRONG AIRPORT?
pilots, but many of us do accept and fly visual Base, Beech Factory Airport, and Col. James
approaches. In fact, I prefer them when flying Jabara Airport all have north-south runways
into a familiar airport. It’s still a thrill to click and are located within eight nautical miles
AP IMAGES
off all the automation and simply fly using the of each other. Beech lies between Jabara and
seat of your pants and your eyeballs. Going from McConnell and the pilots initially thought they
48 / FLIGHTTRAINING.AOPA.ORG
INSTRUCTOR REPORT
HE NEVER LETS me preflight the air- engine stops working and a fellow women tend to follow directions
plane. He always assumes that I need lifts the hood to fix it, he’s hoping better than men. They’ll do exactly
more help than I actually do during to see a gigantic circuit breaker what you tell them to do. Men are
my flight lessons. down there that simply needs reset- inclined to improvise and test the
These are just a few of the com- ting. Then there’s this thing called limits of the behavioral envelope.
ments I’ve received over the years chivalry, where men are inclined to That’s why a good instructor might
from female students regarding perform manual duties for others, begin the training of male students
male flight instructors. Clearly, females in particular. It is best, how- by placing special emphasis on the
some male instructors aren’t sure ever, that male instructors not take need to listen carefully and follow
how to behave around or train their their suit of armor onto the flight directions precisely during the early
female students. Having taught line. Don’t do for a female student stages of training, while promising
quite a few women to fly over the what you wouldn’t do for a male them improv opportunities later.
years, here are a few things I’ve student. That means you shouldn’t This is why women become
learned along the way. help her with the difficult parts of proficient at what they practice,
In the mid-1970s I made the preflighting unless she needs help. but generally only at what they
acquaintance of Cindy Rucker—one If she’s not tall enough to check the practice. Men tend to interpret
of the first women airline pilots
with Western Airlines. To say that GENERALLY SPEAKING, WOMEN TEND TO FOLLOW DIRECTIONS
Cindy was a competent pilot and BETTER THAN MEN.
flight instructor was a galaxy-sized
understatement. One day I asked fuel, then get her a ladder. If she directions liberally, often resulting
her about the difference between doesn’t have enough upper body in the exploration and acquisition
teaching men and women. She strength to perform certain maneu- of a larger range of behaviors. Your
replied that I should never assume vers, don’t avoid or dumb down male students might mischievously
that there was a difference unless the maneuver. Instead, find a way stumble onto the idea of combining
one became apparent. With a to compensate. I’ve taught several a crab and sideslip for crosswind
single sentence she neutralized women who didn’t have the upper correction; your female students
any preconceptions I had about body strength to hold the elevator will certainly acquire the technique
teaching female students. Over aft in a Cessna 210 during a steep if and when you teach it to them. If
the years, I learned that there are turn. So I let them use trim, whose you need proof of this assertion, just
biological, cultural, personality, and purpose is to reduce pilot workload. take a look at who’s doing the drag
experiential differences between Then there was my female student racing on your local street.
men and women. For instance, 30 who couldn’t continually depress Of course, these differences
years ago you could almost always the rudder pedal with one leg dur- between men and women are
count on male students having ing single-engine flight in a twin generalizations, which is a good
more mechanical experience (think Cessna. She asked if she could use thing. There can be no such thing as
automobile repair, Lincoln Logs, two feet on the rudder pedal for wisdom without them. So become
and fort building) than females. single-engine operations. No regu- wise. Don’t assume a female student
Today, this is a distinction with- lation prevents this, nor was her needs to be taught differently than
out much of a difference. We live behavior unsafe (as decided by me her male counterpart. But do recog-
in a computerized, digital world. and the FAA inspector who signed nize and utilize any difference that
We’re more likely to replace things her multi rating). Of course, if your might exist to train all your students
(or hit them with a shoe) than students—male or female—can’t properly.
repair them because repair often meet your minimum standards for
is not a do-it-yourself task. Think safe flight, they shouldn’t fly. Period. Rod Machado is a flight instructor, author,
about it. How many men do you There is, however, one very dis- educator, and speaker. He has been a pilot
know in their 20s or 30s who have tinct difference between female and since 1970 and a CFI since 1973. Visit his blog
ever worked on a car? Today, if an male students: Generally speaking, (www.rodmachado.com).
CFI TO CFI
50 / FLIGHTTRAINING.AOPA.ORG
CAREER ADVISOR
experience would it be if you let » Q: Why should I consider becom- So, why do they do it? Ask them.
them pass that airport, and maybe ing an airline pilot? Please tell me Here’s what they will say, guaran-
even get a little lost, before you some real facts. —Russ teed: “I just want to fly.” It’s that
guide them through the process internalized emotion that causes
of finding their way again? That » A: I recall a feature I wrote titled, airmen to subdue rational financial
way, you don’t have to harp on the “Three Wise Men” (Career Pilot, thinking and press on with a plan
importance of a well-prepared July 2007 Flight Training). Three to satisfy the flying urge, while
flight plan; they can come to that retired airline veterans, who each hoping that—in about seven to 10
conclusion from seeing it firsthand. spent more than two decades at a years—a $125,000 or higher annual
When the flight is over, the real major airline, provided their own paycheck and a goodly amount of
learning can begin. Start by asking sentiments about their careers. One days off will materialize.
your students open-ended ques- common thread bound them all Frankly, it is the unattractive
tions to facilitate the discussion: together: the love of flight. financial realities of aviation that
How do you think the flight went? Not one single aviator stated have contributed to the present
What things did you do well? What that their primary career goal had state of affairs in the industry: the
areas need improvement? been to put food on the table for pilot shortage. Fewer people will
Listen to your student, and pay their families, acquire an upper- think through and embrace the
special attention to the areas where class lifestyle, or secure a six-figure thought of even learning to fly on
his or her perceptions differ from paycheck. They simply had a the private pilot level. To a financial
your own. If your student thinks passion for flying, and an airline realist, it is absurd to blow two
he’s ready to solo, but you still have career allowed them to satisfy that. weeks’ worth of grocery money
concerns about his safety, you may Getting a paycheck was important, or a car payment to blast around
have to ask more specific ques- but secondary. the traffic pattern for a couple of
tions relating to the performance As any student of commercial hours or truck on down to the $300
standards in order to guide your aviation knows, there is a tremen- hamburger, yet alone fork over
student to the appropriate conclu- dous entry fee to join the exclusive $375,000 for a new single-engine
sions. Remember that the sign of club of paid flyers. A quality airplane when that will buy you a
any great teacher is a self-sufficient aviation college or academy will beachfront condo.
student, who no longer has to rely siphon anywhere from $50,000 to So, again, it boils down to an
on the instructor in order to com- $150,000 from one’s bank account. affair with flying. Thankfully, there
plete the task. Once graduating with a wallet are more than 70,000 airline pilots
Helping your students to full of FAA certificates and rat- and probably twice that in other
become more self-aware by rec- ings, look for a first-year salary of forms of commercial flying who
ognizing their own weaknesses about $22,000. By year five, that have managed to quench their
and deficiencies may be the most might increase to $50,000 annu- flying thirst first and still make a
important skill you can teach them, ally, whether flying a regional jet living. Otherwise, we’d all be tak-
far more important than nailing or corporate aircraft. All the while, ing the bus.
that short-field landing or perfectly imagine trying to retire the debt
maintaining altitude during a steep at a monthly payment of $700 to Send your career questions to careers@
turn. And what’s more, you’ll never $1,000. aopa.org and we’ll publish the best ones here.
have to hear your student say,
“Why flight instructor, what big CAREER RESOURCES: Get Your Answer Here
teeth you have!”
A compilation of previously published and recently submitted career
Natalie Bingham Hoover, ATP/CFII/ questions for Wayne Phillips, Flight Training's careers columnist and a
MEI, has given more than 3,000 hours of Boeing 737 instructor, is available online (flighttraining.aopa.org/
dual instruction. She lives in Germantown, careerpilot).
Tennessee.
ACCIDENT REPORT
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8. The correct answer is C. Flight opera-
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also be equipped with a transponder and
altitude reporting equipment. (FARs 91.135 55 Schweiss Doors www.schweissdoors.com 800-746-8273
and 91.215[b])[1])
TO RESERVE CLASSIFIED ADVERTISING SPACE, CONTACT: Minimum length 10 words. $2.64 per word
Donna Stoner, Flight Training, (Name, Address, P.O. Box, Phone Number,
421 Aviation Way, Frederick, MD 21701, State/Zip Code = 3 words).
EMAIL: donna.stoner@aopa.org
PHONE: 301-695-2336, or fax: 301-695-2396.
54 / FLIGHTTRAINING.AOPA.ORG
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ESSENTIAL INFORMATION FOR FLIGHT SCHOOLS
AND THE FLIGHT TRAINING COMMUNITY
A GOOD INSTRUCTOR… We
inspire instructors to reach their
potential. We say they have to be
humble, approachable, credible.
Being humble and approachable
means they can reach the broadest
audience possible.
56 / FLIGHTTRAINING.AOPA.ORG
JULY 22,
2012
APRIL 10,
2004
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