My wife getting scared

I really don't understand your thoughts on this stance, Jay.

I know you have said you slowly apply power for takeoffs, but if you did
that at the end of the engine out emergency landing practice, how is that
different than takeoffs?

Whenever we practiced engine-out emergencies, as students, it seemed
we always jammed the throttle full forward when we figured we had the
field made. Of course, we also didn't lean the engine at all, and had
no compunction about running the engine at high RPMs immediately after
start-up.

I don't think there's any reason to NOT apply the throttle slowly
during an engine-out exercise, other than student "panic" as the
ground approached. I'll give it a whirl next time we go up.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

Shirl writes:

Yep. I've been teased that my preflights are like 100-hr inspections. I
do everything you listed above, and it didn't stop the oil cooler from
failing.

Was it your own aircraft?

Shirl:
Yep. I've been teased that my preflights are like 100-hr inspections. I
do everything you listed above, and it didn't stop the oil cooler from
failing.

Mxsmanic wrote:
Was it your own aircraft?

Yes. It's a rare occurrence. When something like this happens, you then
hear accounts from the few who knew of something similar. One such
account was of a NEW oil cooler that failed in its first 3 hours. No way
to predict it. Flushing/Pressure testing at suggested intervals may help
prevent it (I've heard a huge variance in what that suggested interval
should be -- there doesn't appear to be a black-and-white regulation).

Was it your own aircraft?

Yes. It's a rare occurrence. When something like this happens, you then
hear accounts from the few who knew of something similar. One such
account was of a NEW oil cooler that failed in its first 3 hours.

Our oil cooler failed last year, too. Luckily it was a relatively
slow leak, and we weren't even aware of it till we landed.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

Mxsmanic wrote in
:

Shirl writes:

Yep. I've been teased that my preflights are like 100-hr inspections. I
do everything you listed above, and it didn't stop the oil cooler from
failing.

Was it your own aircraft?


Why, you'll never have an airplane, wannabe boi

Bertie

----clip----

I'd be interested to know, of those who survive engine failures or
other occurrences that bring airplanes down, what percentage give up
flying.

Shirl

************************************************** ******

Shirl

I ejected from a fighter type aircraft, in the middle of winter, in
the middle of a snow storm, in the middle of Greenland and after being
picked up by a Danish chopper and my return to the 'Big PX', jumped in
another jet and started flying at regular intervals again.

Not even bad dreams.

Continued to fly GA and instruct, after retirement, until came down
with A-Fib which I felt it was not then safe for me to fly.

Now get my kicks from reading and posting to users groups )

Big John

"Big John" wrote

Continued to fly GA and instruct, after retirement, until came down
with A-Fib which I felt it was not then safe for me to fly.

Now get my kicks from reading and posting to users groups )

Do you ever get the chance (or have the desire) to go up with friends and
knock about a bit?
--
Jim in NC

Shirl wrote:

I'd be interested to know, of those who survive engine failures or other
occurrences that bring airplanes down, what percentage give up flying.


I had a low altitude engine failure in my first plane (it was totalled). I
never seriously contemplated quitting. Three days after I was released from
the hospital, I joined a flying club and got checked out in one of their
planes. That was 14 yrs. and about 1800 flying hours ago.

John Galban=====N4BQ (PA28-180)

--
Message posted via http://www.aviationkb.com

In a previous article, Jay Honeck said:
2. Mary and I could be killed driving on the highway any day of the
week.

Statistically, that's true. In human terms, though, my wife knows maybe
25 pilots, and 2 of them have died in airplanes in the last couple of
years. She knows hundreds of drivers, and none of them have died in car
crashes recently. (Ok, one of them was kidnapped, raped and killed by a
guy impersonating a police officer who stopped her driving, but that's
another fear of hers regarding our four teenage and early twenties
daughters.)



--
Paul Tomblin http://blog.xcski.com/
There are two ways to write error-free programs. Only the third one works.

Statistically, that's true. In human terms, though, my wife knows maybe
25 pilots, and 2 of them have died in airplanes in the last couple of
years. She knows hundreds of drivers, and none of them have died in car
crashes recently. (Ok, one of them was kidnapped, raped and killed by a
guy impersonating a police officer who stopped her driving, but that's
another fear of hers regarding our four teenage and early twenties
daughters.)

Fear can paralyze people. If you read the papers, you'd never leave
your home, for fear of catastrophe at every step.

We've lost 3 friends to two flying accidents this year. One was
probably fuel exhaustion, the other was probably flying VFR into
IMC. These are the kinds of accidents it is easy to explain away
("That will never happen to me!") but in both cases the pilots were
known to be meticulous, skilled operators. So what can you do?

The kinds of crashes that REALLY scare me are the ones where a control
surface fails, or a wing comes off in flight. There was a Cherokee
235 that crashed last year after the wings departed the fuselage, thus
far for reasons unknown. Did the pilot yank the yoke back in his lap
at redline? Or was it just metal fatigue in our old fleet, like the
Grumman seaplane in Florida?

Second scariest (to me) are mid-airs, but that's not too worrisome out
here in the wide-open spaces of Iowa. Still, it happens, and it's (of
course) the one you DON'T see is the one that gets ya.

We'd all like to believe that we are superior pilots, possessing
superior judgement and skills. In fact, as private "hobby" pilots,
we're probably at the bottom of the skill heap, simply because we
don't fly often enough to get/stay really good. Once I accepted this
fact, not long after obtaining my ticket, I found myself becoming a
much more conservative (some might say "boring") pilot.

Conservative seems to be the best approach to longevity. It's the
strategy I'm planning to use so that I'm still around to fly with my
grandkids...
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"