Flying Instructor Stories

[Dave Homewood]

I thought I would start a thread for the pilots here to impart the knowledge and wisdom that they have learned over the years from their flying instructors.

What are the best pieces of advice your flying instructor/s gave you?

What little known techniques or methods did you pick up from your instructor?

What were the most interesting, humorous or scary things you did when learning to fly with your instructor? Here's a chance to spin a few yarns...

I thought about this thread after Larry Hill visited me last week and told some classic stories about the days when he was instructed by the well known pilot Bryan Cox. Some great tales to tell there, I wonder if Larry might share them here.

[baz62]

I let my licence lapse in 1986(before lifetime ones) and started flying again in 95. After passing my flight test with Bob Burns (who did my original one back in 1981!!) I decided to do a cross country with my instructor Bevan Dodds since that wasn't part of the Flight Test.
Bevan was a great Instructor. He made learning fun and on this cross country he taught me a very valuable lesson.
We had stopped in Greymouth for a quick lunch break(and say hi to my son Daniel aged around 5 at the time). We headed towards Nelson and were cruising along and I looked down at the map and decided to do an ETA calculation for the half hourly reporting time. I had the manual computer out working out ground speed and was looking for the time I had written down for leaving Greymouth when I decided to look up . My face must have been a sight as instead of a horizon just over the nose there was NO horizon but the ground filling the windscreen and also we were banking to the left. The airspeed was climbing past 110Kts and with a strangled Sh?t I closed the throttle and, leveled the wings and pulled the nose back to level flight.(pretty much a classic spiral dive!!)
After she was all settled down again I looked over at Bevan who hadn't said a word and had sat there watching all this take place. He then looked at me and said "Pretty important to keep your head out of the cockpit eh?"
Thank you Bevan, I've never forgotten THAT lesson.
It made me think of planes that have gone missing in the past. If I had been by myself and a few thousand feet lower than I could have gone into bush or the sea and noone may have seen me again.
I'm not current at present but hope to fly again once I have a few pennies again.
Baz ;D

[Peter Lewis]

Aviate - Navigate - Communicate.
In that order.
There is the story of the freighter somewhere over the Florida swamps. They had trouble getting the wheels down on landing approach, and flew away to sort out the problem.
A short while later there was a loud bang as they flew into the ground.
The analysis was that the whole crew were so busy with the undercarriage problem, nobody was attending to actually flying the aircraft.

[corsair67]

Peter, are you referring to this accident?



Status: Final
Date: 29 DEC 1972
Time: 23:42
Type: Lockheed L-1011-385-1 TriStar 1
Operator: Eastern Air Lines
Registration: N310EA
C/n / msn: 1011
First flight: 1972
Total airframe hrs: 986
Cycles: 502
Engines: 3 Rolls Royce RB211-22C
Crew: Fatalities: 5 / Occupants: 13
Passengers: Fatalities: 94 / Occupants: 163
Total: Fatalities: 99 / Occupants: 176
Airplane damage: Written off
Airplane fate: Written off (damaged beyond repair)
Location: Everglades, FL (United States of America)
Phase: Approach (APR)
Nature: Domestic Scheduled Passenger
Departure airport: New York-John F. Kennedy International Airport, NY (JFK/KJFK), United States of America
Destination airport: Miami International Airport, FL (MIA/KMIA), United States of America
Flightnumber: 401

Narrative:

Flight EA401 departed New York-JFK at 21:20 EST for a flight to Miami. The flight was uneventful until the approach to Miami. After selecting gear down, the nosegear light didn't indicate 'down and locked'. Even after recycling the gear, the light still didn't illuminate. At 23:34 the crew called Miami Tower and were advised to climb to 2000 feet and hold.

At 23:37 the captain instructed the second officer to enter the forward electronics bay, below the flight deck, to check visually the alignment of the nose gear indices. Meanwhile, the flight crew continued their attempts to free the nosegear position light lens from its retainer, without success. The second officer was directed to descend into the electronics bay again at 23:38 and the captain and first officer continued discussing the gear position light lens assembly and how it might have been reinserted incorrectly.

At 23:40:38 a half-second C-chord sounded in the cockpit, indicating a +/- 250 feet deviation from the selected altitude. None of the crewmembers commented on the warning and no action was taken. A little later the Eastern Airlines maintenance specialist, occupying the forward observer seat went into the electronics bay to assist the second officer with the operation of the nose wheel well light.

At 23:41:40 Miami approach contacted the flight and granted the crew's request to turn around by clearing him for a left turn heading 180 degrees. At 23:42:05 the first officer suddenly realized that the altitude had dropped. Just seven seconds afterwards, while in a left bank of 28deg, the TriStar's no. 1 engine struck the ground, followed by the left main gear. The aircraft disintegrated, scattering wreckage over an area of flat marshland, covering a 1600 feet x 300 feet area.

PROBABLE CAUSE: "The failure of the fight crew to monitor the flight instruments during the final 4 minutes of flight, and to detect an unexpected descent soon enough to prevent impact with the ground. Preoccupation with a malfunction of the nose landing gear position indicating system distracted the crew's attention from the instruments and allowed the descent to go unnoticed."

Sources:
» NTSB-AAR-73-14

From -

aviation-safety.net/database/record.php?id=19721229-0&lang=en

[baz62]

That accident was shown on Sky recently.

[kiwikid]

This is a bit off topic and some of you will probably have heard it before. I am not sure if its folk lore, just made up or actually happened. Anyway, a newspaper reporter was assigned to cover a forest fire near his home town. Driving out to the area he was stopped by police and told he couldn’t go any further. He called in to his editor to relay the news whereupon he was told that the paper would charter a light plane which would fly him over the area so he could see what was going on.
Following a mad dash out to the airport the reporter rounded the club house to find a Cessna sitting there with the pilot on board and the engine ticking over. He raced up with his clip board jumped in and said to the pilot “Right we’re off – quick as you can”. The pilot obliged and then asked for instructions on where they were going “Just circle that forest fire over there on the horizon” the reporter told him. So they did this for awhile with the reporter frantically scribbling on his clip board, finally the pilot asked “Um, should we go somewhere else?” “ No” said the reporter “this is all I want to see.” “Oh” said the pilot “I thought we were doing take offs and approaches today?” “No” said the reporter “I’ve got to report on this fire for the local paper” “Oh” said the pilot “do you do that full time?” “Yes” said the reporter. “Um” said the pilot “you don’t happen to do pilot instructing on the side do you?” “No” said the reporter. The pilot was silent for a bit, then said “I think we should head back to the field now”. “Why?”, asked the reporter. The pilot replied “Well I think my instructor is going to be wondering where I’ve got to with his aircraft!!”

[Dave Homewood]

I'd like to think that was true, it's very funny, but I really cannot see it happening in reality.

[Peter Lewis]

Corsair, the accident you describe may have been the one, I don't know.
AJ, my instructor, related the story to me to reinforce the Aviate - Navigate - Communicate rule to ensure that I could avoid incidents such as the one Baz describes.

[Bruce]

Ive had some very good instructors over the years and some bad ones. As I'm not a natural Pilot, the quality of instruction is a big thing for me. when doing my PPL I eventually refused to fly with one particular instructor as his instruction amounted to a constant string of niggly criticisms, which just destroyed what little confidnce I was gaining. I was having trouble judging the flare during landing, and I just couldnt get it sorted enough to solo. Fortunately the CFI was a very wise and laid back character (some reckoned too laid back) and one session with him sorted it - he suggested we get out of the circuit for a while so I could have fun flying again. On return he quickly diagnosed the problem and provided a simple solution , and went solo shortly afterwards. an appropriate level of confidence is really important.
another instructor story is during a dual Cross country with a young C Cat in the RH seat. This was Hamilton - Auckland - Ruawai - Northshore - Hamilton by C152. This was a little further afield than we would normally go, but I have relatives near Ruawai and I thought it would be worthwhile trying a flight there. Northbound over the Kaipara Harbour the instructor started looking uncorfortable - he hadnt been to Ruawai before and was thinking we wre getting lost (Ruawai is that sort of place!) I knew where I was as I know the area quite well. The instructor had my chart (which I had carefully folded beforehand) and unfolds it almost completely to try and get his bearings (he didnt say he was concerned though - but I could tell what he was thinking!) a large unfolded chart just about fills a C152 cockpit!. Anyway we come to make joining calls at Ruawai and the radio is dead. Lights on etc, just cant hear anything. No big deal, standard overhead rejoin with eyes open for traffic and we are on the ground. Instructor hurries of to find a telephone as cell coverage isnt available - we have to get back through Auckland airspace and he doesnt want to do it with no radio. With time available I check the radio rack to see if the setting are right - turns out the chart had knocked the audio selector panel and turned the headphones off. one switch and we were back in business again. Lessons learned - Aviate, Navigate Communicate - in that order - dont panic if the radio goes out - just fly the plane. Instructors are not infallable. Final lesson - dont let anyone mess with your cockpit workflow and folded charts!

[conman]

Having instructed for a couple of years in Gliders, I came to realise that being a good instructer is a gift few people really have. balancing the need to let pupils go far enough to have a learning experience but not letting them go too far is a fine balance, holding ones breath to see if a pupil will flare in time is an anxious moment, and I was also consious of not wanting to be that kind of an instructor that grabs the control at every slight indiscretion.

I do remember one pupil a French girl who in the last 30 secs or so before landing would throw her hands up in the air and have a panic attack every time, the rest of the flight was fine, and she had good flying skills but could'nt quite come to the terms with the landing phase, despite much reassurance.

[Dave Homewood]

I'm glad I began this thread, there are some great stories and thoughts here. Keep them coming please.

[Dave.K]

IFR--I follow railroads, when a relieving agg pilot was at Taieri, they were out the back of Middlemarch way at it turned claggy, heading back to Taieri, Mike says to Alf the loader driver, there's the rail-line we'll just follow it home, Alf says no you won't there is a tunnel just around the corner---local Knowledge. Not an instructor story but!

[xbaggy]

While working for a helicopter company as an engineer in the 1975 to 86 era, most of the work was ag related and two machines on venison recovery. We were servicing between 10 to 12 machines scattered around the South Island with Hangars at Hokitika and Taieri.
Because it was cheaper to fly to the helicopter for a service, than the machine losing a days produduction, the company owned its own fixed wing.
A lot of our servicing was carried out in the field, Started off with Cessna 180 ZK-BMU, 180-BXV, hired pie chasers, sorry Tri Pacers, Cessna 206 Zk-WWH, as well as PA28 ZK-DCE and ZK-KPL.
WWH was our "Holden ute" for most days, and it was away probably four days out of seven, somewhere in the South Island.
The trick was to get the back seat, cos you would get anywhere from 40 minutes to 1 1/2 hours sleep depending on the destination. If you ended up in the front, the boss, Chief Engineer, CPL, Instrument Rated and Instructor rated, would make you steer the bloody thing. We became so pretty familiar with the routes, that they became second nature. The chief had the occasional doze off, but every now and then you could catch him out having a crafty glance at the instruments, and out the window.
On aproach to the destination, the boss would do the correct radio protocol, and over a period of time, do less of the physical aproach and landing. You would feel just a subtle adjustment of power, trim, or a bit more of an effort in the flare, and once the wheels were on the ground, you were not really sure who actually landed the A/C.
Never followed it up to get my PPL, but the chance was there. We clocked up a lot of hours in those days (either asleep or steering)
The boss was a very natural, smooth instructor, who just inspired confidence, and made flying fun.

[xbaggy]

davejodel, The story goes that the big place name signs that NZR had at railway stations, eg MIDDLEMARCH, MOSGIEL etc was so ag pilots could find their way home in crap weather.

[Dave Homewood]

I believe that was also the case in the UK in the olden days, till the signs were removed from the stations during the war. I have wondered if there was a protocol though, a certain height to be at above the lines if headed in a particular direction. You wouldn't want to meet another pilot flying the same height in the murk following the lines hom but going the other way.

[lumpy]

Interesting to read the comments about what makes a good instructor , and what doesnt . I have two very vivid memories of my instructor whilst doing the ATC flying camp at Omaka ( as it was back then ) . First one was whilst doing circuits at Woodbourne ( believe it or not , it was deemed too windy to be of benefit to new pilots , to be flying around Omaka ) . There was not a word said before , during , or after , but as my hand slapped the throttle full on , his hit mine as the fence started to look REAL close . I thought I had the Tomahawk set pretty good for a short landing , but high wind = high wind gradient . I still felt pretty good that I saved it ( but of course I also got us into it ) I felt he knew Id learnt something .
Second ( same instructor ) , was my first solo . The flight started off with a very average circuit by me . Instructor says " let me show you one " , so he proceeds to do exactly that ( without me even touching the controls ) , then he looks at me and says " do you think you can do that " . I said yes , but was thinking he was going to say " show me " . Instead he just opened the door and got out !

[Dave Homewood]

There's a great story in Bryan Young's book "Beckoning Skies" when he was learning to fly in the wartime RNZAF in Tiger Moths. There was a miscommunication between him and his instructor, and each thought the other had the controls but in essence the aircraft was flying itself. They were down low over paddocks and fast approaching a line of trees next to a road. The aircraft eventually lifted up just over over the trees, and Bryan thought his instructor was cutting it fine, till the instructor told him off for cutting it so fine. They then realised that neither pilot had been flying, and it was only the heatwaves from the road that had lifted them and saved them from a crash into the treetops!!

[shamus]

I remember way back in far off 1968 I was doing a Mooney rating with an Auckland Aero club instructor when the controller from Ardmore called and said R.... your wifes baby is on the way and
you need to take her immediatly to the hospital. I immediatly turned the mooney towards Ardmore
when he said hang on we're not finished. After a few more fully developed stalls he said OK lets go and we made a standard rejoin before landing. Very laid back. I learned later that this was not the
first baby so he was oviously not concerned as much as I was.

[FlyingKiwi]

Dave, I remember reading an accident report regarding either a C-46 or C-47 that crashed in China during WWII, and the cause of the accident was essentially that both pilots thought the other one was in control on takeoff. How that happens in an aircraft with side-by-side seating I have no idea!

[mgmike]

I think the most important message I got in PPL training was keeping your eyes outside the cockpit. Early in circuit sessions you end up with your eyes glued to the airspeed indicator, turn and slip, altimeter - and don't look at whats going on outside. Once I realised you can judge airspeed through nose attitude and rate of climb through engine note and feel, you realise you can keep a careful look out and don't need to keep your eyes glued to the panel. Same went for landing - if the power setting is right you don't need your eyes stuck to the ASI, just concentrate on the profile and keep looking down the runway. I've just finished a Cub rating (signed off in the last few hours in fact, a stunning day for circuits at Ardmore!!!) and the Cub has tought me more than anything that if power settings and nose attitude are right, you will generally be at the right speed. When I started flying the Cub, I thought having no VSI would be a bit tricky, and now I don't even notice that it isn't there!