I'm a survivor

[daveover]

I'm 49 years old. It is a miracle. I have lived at least 29 years past what I deserved.
This is going to sound like venting and perhaps it is, but I hope there is a point, a point about what is required to obtain a private pilots license in the US. I decided to do this because I got tired of hearing about how JFK Jr. had the best possible training and with less than one hundred hours flight in a high performance aircraft he headed into a weather situation that could kill any really experienced pilot.
The point is that I do not believe the requirements for obtaining a private ticket are even nearly tough enough. I'll illustrate with my story. I know it has been many moons, but I don't think things have changed much.

When I was 19 I got lured into an airport by one of the $5 Learn to Fly Cessna ads. I got my first taste of an under-achieving airline pilot wanna-be instructor. We went up. He was obviously bored to tears and hated being there. He showed me how to do a turn around a point around a barn. While I was dutifully focused on keeping that wingtip on the barn I noticed the cows were getting bigger and bigger and I could see chickens in the yard. I looked over and my "instructor" was sound asleep next to me. I punched him at about 200 feet altitude. He woke up, screamed an obscenity at me and grabbed the wheel.

I was undeterred and went to another airport, a controlled field near Chicago and actually had sense enough to interview instructors. I found a guy I really liked and paid the full price for my first hour of instruction. After that day I had a total of 1.5 hours of instruction.

On the next visit we went up and did a few touch and gos. After about the third landing we were at the end of the runway waiting our turn and he got out of the airplane. He told me to take it up and make three full stop landings and closed the door and walked away. Meanwhile the tower was encouraging me to get moving and before I had time to think I was in the air solo, with a total of 2.0 hours of instruction. Somehow, someway I managed to make it down alive on the first landing. On the second trip around I came in WAY too high. Keep in mind, I had never even heard the term "go around". I had no clue what kept an airplane in the air and the tower had told me I was cleared to land. In my mind, that meant I had to land. I came over the threshold way too high, so I pointed the nose at the numbers (I'll never forget those big white 2's coming up at me)
Pretty quickly, I figured out that wasn't going to work and pulled all the way back on the stick. Naturally, the little 150 responded by doing what any self-respecting aircraft would do in a nose up position fifty feet above the ground. It stalled and fell off on the left wing and I plowed straight into the runway.

As God was my co-pilot that day, I was not killed. Wasn't even injured. My embarrased instructor told me to tell the investigators that I was a student pilot, that if you were a student pilot you would get away with anything. He was right. I actually continued my training after considerable second thoughts.

A few months later when it came time for my last cross country I went to the airport. I checked the weather reports for the trip between Chicago and Champaign and it was problematic. But, I only had a week left before I had to leave for college and wanted to get finished so I found some line mechanic to sign off on the trip. I took off and headed south.

About thirty miles south of Chicago I entered heavy fog. I had no clue what to do. I was trying to follow my VOR, but my training on that had only been cursory as had been my "instrument" training. I new I was heading the right direction and kept plugging along. Suddenly, with no warning a huge black thing roared past me less than a hundred or so feet away. The little 150 practically rolled over from the wake. I was shaken and began checking radio frequencies. I tuned into a frequency which featured a screaming controller at Rantoul Air Force base demanding the identity of the fool that just cross into their airspace. Remembering what my instructor told me, I identified the aircraft and followed that with "student pilot." There was pause in the threats and the controller said, "OK, where are you going?" I told him Champaign. He gave me a heading and that was it.

I managed to land in Champaign (in the wake turbulence of a DC-9) I was running late and found another mechanic to sign off and took off into the sky again, without even thinking about gas. By now the day had turned sunny and bright and all was right with the world, except for one small problem. I was encountering fifty knot headwinds and as anyone who has flown one of those litle devils knows, they don't move very fast.
To shorten the story, I finally noticed the tanks were almost empty over the south side of Chicago. I was again lost and had no idea where I was. Panic prevented me from being able to navigate. I was about to declare an emergency when I looked down and saw my airport. I landed, paid the bill and left. The next day my instructor called me and asked if I knew I had a gallon of gas in each tank. I never let on.
The bottom line is that the next week I passed my checkride and received my ticket at the minimum 35 hours.

I learned more about aviation in those critical moments than most people ever do in a lifetime. I learned about what makes an airplane fly, weather, common sense, etc.

But as I read the NTSB final reports on the fatal accidents involving student pilots I think how lucky I was to have dodged the bullet so many times. Many of them parallel exactly the same things that happened to me. The only difference is that I lived through it.

I guess I don't know what the point of this is exactly. I know it isn't going to change. If anything there will be continued pressure to make it easier to get tickets. It's just like education in America today, self-esteem is all that matters.

I wish my instructor had been tougher. I wish he had made me do spins and other maneuvers that aren't required. I wish he had really hammered me on real instrument training in real situations instead of the occasional hood work. It wasn't his fault. He was only doing what was required. I guess I'm asking whether or not the requirements are enough. Maybe the requirements were enough and I wasn't a good enough pilot. I don't know. Just curious if anyone else has had similair experiences.

[Borrego]

I have been an instructor for alost 5 years now and agree with you almost 100%. I have never signed anyone off in the minimum time required. I also show every primary student what a spin entry looks like and let them recover. I also train them above and beyond the requirements for VOR use. These things i believe help make the students much safer and better flying pilots than the average person.

Some of them think and say I am to tough. I tell them when it saves your life one day you come back and tell me the same thing!

borrego

[wrogers]

Dave: Your comments re' the quality (or lack of) training you rcvd for ab initio to student pilot are worthy of preparing as a hand out for the CFI Refresher Clinics. The responsibility of the instructor to provide a solid training base from which to generate as safe and compentent pilot is enormous. If they arent, cannot or won't do it right-then don't do it. BTW you are one lucky guy! I have never placed a student up for his ride at anywhere near the min FAA requirement and don't envision ever seeing such an aviation paragon show up. Fly Safe!

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[Stall]

Daveover,

I appreciate your story as it has help me to solidify in my mind ideas which I had already formulated with regards to pilot training. I have recently begun work on my private pilot's license and prior to my first flight I remember saying that I was certain that I would obtain the license in the minimum of 40 hours. However, after my first flight, and in the ones subsequent to that, my good judgment has taken over and convinced me that I will not complete my license until I feel ready and until my instructor feels that I am ready. My safety and life are important--and they both rest upon the judgment of myself and my CFI. It is poor judgment that kills people. In your case it seems that you were the victim of other individuals cavalier attitudes with your life--at 19 I would not anticipate that you knew a whole lot better. Those people who jeopardized your safety should have had their privileges revoked for reckless endangerment. The job of the CFI is not only to train but to protect. I feel that I am fortunate with my CFI. I know that he would not do any of those things that you have outlined. We have already, in the first few hours of my training, covered emergency landings, stalls, spins, and other saftety information. He also believes in instrument training from the inception of the lessons. Thus far my experience has been exceptional and I hope that it stays that way. Once again, I appreciate your insight. JFK Jr. died because he was reckless. Most people do.

[sideslip]

Stall: I think using the term reckless is not correct in the JFK Jr. accident. A better term would be poor judgement. The reason I say this is that I'm sure he thought that he was flying safely. In most accidents there is as series of events that lead to the accident. At many points along the way good judgement can make a bad situation come out better.

The saying " good judgement comes from experience and experience comes from bad judgement" says alot. Every pilot, if they are honest with you, has made some bad calls. I know I sure have. But I have tried to learn from both my bad calls and those of other pilots. I have also tried to learn from the good calls I and others have made.

Most pilots survive their bad judgements and, hopefully, become a little smarter next time. Unfortunately JFK Jr. didn't survive. So I don't think it is fair to call his flight reckless. Reckless implies that he knowingly did something risky and at the limits of his ability. The real lesson to be learned is that we have to examine our decisions carefully and make sure that we are not just rationalizing our way into trouble.

Mike S.

[wxwatcher]

There is a video floating around called "Break The Chain" It looks at a fatal aircraft accident, flight into icing conditions, and how, at any number of points, the pilot, controllers, and FSS specialists could have prevented the accident by changing one decision, one judgement call, and thus "Break The Chain" of events and bad judgement calls that led to the accident. Check with your friendly FSDO folk and see if they can show it at an upcoming pilot's meeting in your area. It would be worth it.

Jerry

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Comments and opinions are my own and do not reflect those of my employer.

[BW]

A little bit of advice to students and "experts". Attend as many FAA safety seminars as you can. My experience from these seminars has helped me become a better pilot. Remember a pilot license is a certificate that enables you to learn more.

[Sappie]

I was fortunate enough to be taugh to fly by an ex combat pilot, When looking for a instructor, start by talking to his students in private. and get their opinion on his/her teaching abilities, I have found a vast difference between a commercially trained instructor and a millitary trained intructor. even the inflight conversations are interesting, rather than Point the nose to that mountain, it is aim for that hill, or Go and bomb that road.
Also inquire about the instructors flying experience and decide for yourself, Its your life in Their hands

[FlyinHeel]

Daveover-
My heart is still pounding from your story!!! I earned my PPL last May, and have accumulated about 60+ hrs. I am a college student at UNC, and money doesn't grow on trees to fly. I try to stay active in flying by going out once every 2 months or so, but it's hard as a beginner to remember everything.

Relating to your story- My CFI was fresh out of flight school, 22 years old. He taught me well, and I was ready for the test before the required minimums. I did stalls, spins, flying at night with all interior lights off (to simulate a power failure) and even got the chance to do a touch-and-go withought using the stick, just trim and pedals (which was a REAL challenge)! I know that by the book, I know all there is, but I'm sure I will just have to experience "flying" to learn everything. One of those things where you obviously never stop learning.

Happy flying, all!

[dverespey]

Amazing, 2 hours and someone let you out on your own?

There is one aspect of your story that you don't look at. Your own awarness and personal saftey. I could see more in your favor if the story stopped after the crash on your first solo, but it doesn't. The long cross country was all you. No one told you to go. There are always people who will sign you off as you say. It's up to every person to know their limits and stick to them. I hope you have learned that lesson as well.

As far as training, yes more training is always a good idea. Yet no training in the world is going to break bad internal habits. Sometimes somthing happens to change them for the better, which in your case is probably true.

It's easy to blame the system, but in every case you state, from the initial ride to your cross country, rules were broken, and standards ignored.

[skid]

Thank you, Dverespey. I've almost written the same response several times. I don't know how anyone can blame the instructor for not being able to instill common sense into a student. Why would a mechanic who was probably not a pilot,and more importantly had no idea of this guys competence, be considered a source for approval for a student? This guy is a loose cannon and blames the system for his own lack of judgement. If you know nothing about flying, that is all the more reason to choose your source of instruction very carefully, avoiding or at least questioning situations that seem suspect. If you have a difficult time deciding who is a valuable source of info, maybe you're not well suited to make decisions that could have dire consequences.

[STEVE .A]

When I was a 2-hour student I was lucky just to get it in the air and not over rotate.
I will be the first to admit that after 2 hours of instruction and I had to solo, I would Not be here right now. I remember my first attempt @ landing after hours of stalls And recovery just to get the fill. I had 5 hours in a 152 and the in instructor said I was ready For my first landing and I can remember the palms of my hands starting too sweat.Down wind was find and then turn base and thin finial, well this is were I learn a new Term, (PORPUIES) AND I WAS ON A ROLLER COASTER to the ground. I have seen
50 hours pilots do this right to the ground and never attempted a go-around, I have race
All my life and know the fine line not to cross and landing with only 2 hours even in a 152 Is no hill a climber? I’m glad you are here to talk about it.


Steve






[This message has been edited by STEVE .A (edited 11-16-2000).]

[1739T]

Interesting discussion...

I don't believe you can blame insturctors for poor decision making. You can teach a monkey to fly (reaching the rudder pedals might be a problem though) but you can't teach a monkey to make the right go/no go choice.

Each and every pilot, student to ATP is responsible for making the proper safety decisions. Making sure they have all the available information and honestly and prudently judging conditions to skills before even going to the airport.

I have driven and not flown when I considered conditions beyond my capabilities, I stayed an extra day and even grounded my airplane when the mag check differential was bit out of tolerances.

With that said, it is the instructer's responsibility to be the decsion making "training wheels" until the student has enough expierence to evaluate available information and make the right choice. When is that time, I don't know.

[Luis]

Their really is no substitution for good, dedicated instructors who pride themselves on teaching students the correct way to fly an aircraft. I really consider myself lucky to have had an instructor who did just that. The first words that came out of his mouth were, " I take flying serious, if you are not willing to do that then you need to find another instructor". My first flight with him he told me, "That you fly with your eyes outside of the cockpit, not looking at the controls!" And just so I would not make the mistake of looking at instruments that much he covered them up with a flat water stopper that had some suction. He would go over emergency procedures with me consistently, both on the ground and in flight. His way of saying hello was "Whats VNE on this plane" or "Tell me in sequence what to do if I have an engine out". It was constent drilling all the time. On my last dual cross country flight, I was comming back from Santa Barbara and heading to Brackett field in Pomona California. In the middle of my flight, I was over the coast of the Pacific Ocean, he put those suctions on all of my insturments and tells me that none of my instruments work. Then he pointed at the wet compass and said "That's the only instrument that works, take us home using your flight plan". I learned real quick that if I wanted to turn a certain degree, I had to turn in the opposite direction that I read on the wet compass. To make a long story short I flew all the way back to my home airport, using all my ground references. I called in about 5 miles out, was placed number 3 following a c152 and landed. When I got on the ground he quized me a couple of times about weather. It wasn't until I was pulling up to my driveway that I realized the only time he took any of the water stoppers off was when I got into slow flight and the only one he took off was the airspeed indicator. And to top it off we landed on 26R, which is not equipped with a VASI, so my landing was done with my eyes completly outside. I only looked at the airpeed indicator to add flaps.