AOPA Pilot Magazine - February 2020 - 16

LETTERS
gently at 38 knots indicated,
and full-power cruise indicates
155 knots. I fly it lean of peak
and get 143 knots true using
only 9.5 gallons an hour. I don't
have to step in the seat to get
in, I don't have to walk around
the wings in the hangar, and I
have a roof over my head and
shade to sit under at airshows.
And it's certified.
Rankin Whittington
AOPA 1338514
Lenoir, North Carolina

Flying with purpose

HANGAR TALK

I just finished reading "A
Purpose to Be a Pilot" in the
December issue of AOPA Pilot,
and I want to commend Julie
Summers Walker for doing
such a great job telling the story.
I liked that she didn't
hold back on addressing the
political and economic issues
(which in reality are human
issues), particularly Rose's
quote that ended, "No wonder
these people risk fleeing to the
U.S. illegally." I don't know if
you've taken any flak for this,
but please know that I-and
I'm sure many others-appreciate her honest reporting.
I also appreciated the way
in which she made it clear
that the volunteers' faith was

an important motivation for
reaching out to those in need.
One doesn't have to be a person of faith in order to address
humanitarian concerns, but
for many people it is their faith
that underlies their desire to
help those in need, and I think
it's good to acknowledge that.
So thank you for telling the
story and for telling it so well.
Bill Menzel
AOPA 1564000
Wisconsin Rapids, Wisconsin

What strikes me most about this
article is the fact that these volunteers are basically supporting
large companies like Driscoll
and Berry Mex who continue
their appalling treatment and
abuse of workers. Of course
treating workers in this way is
common around the world. I try
to buy nothing from companies
like these, who make enormous
profits which they work ceaselessly to increase, while at the
same time paying the very least
and providing appalling living
conditions to those at the bottom, who actually do the hard
physical work. 
I applaud people who
strive to help others. I work
with Angel Flight, but hesitate to provide help to those ill

PROFICIENT PILOT

At the hearing

BARRY SCHIFF

recently flew his
28,000th logged
hour and is targeting 30,000.

WHEN TAKING OFF IN A TYPICAL LIGHTPLANE, a pilot
usually pushes the throttle to the firewall to obtain maximum power (within allowable limits).
It used to be routine to take off with maximum thrust
in a jetliner, too, but operating economics changed that
practice many years ago. Instead of using maximumallowable power for takeoff, airline pilots today are
encouraged to use a reduced thrust setting to save fuel
and reduce engine wear and tear. In effect, they pretend
that the ambient temperature is warmer than it really is
and reduce thrust to approximate the reduced performance that would be experienced on a hot day when
using maximum thrust.
There are times when using reduced thrust is not
permitted, such as when indications of wind shear
exist near the airport. Another such time is when
the runway is contaminated with rain, snow, or ice.
Using reduced thrust obviously increases takeoff distance, and the presence of runway contaminants would
increase stopping distance in the event of an aborted
takeoff. The combination of reduced thrust and a
contaminated runway could, therefore, require more
runway length than might be available.
I recall once when my first officer and I were taxiing at a snail's pace in a long procession of aircraft
toward Runway 30L at St. Louis. Number two was
making the calculations necessary to complete the
takeoff performance chart. (That was before computers did the work.) His attention alternated between
the chart and the damp runway to our left, uncertain
whether or not to use reduced thrust for takeoff.
Looking in my direction, he asked, "I can't figure out
if we should use reduced or maximum thrust. What do
you think?"
I answered with a question. "What would you say at
the hearing?"
He looked at me quizzically. "What are you talking
about? What hearing?"
We had worked our way up to number 12 in the takeoff queue, leaving plenty of time to discuss the problem
and arrive at the right decision.
"Let's assume," I began, "that we had an engine failure
just before V1 and had to abort. Assume also that we did
not stop within the confines of the runway and wound up
burying the nosewheel in the weeds. The NTSB would
conduct a hearing to investigate the incident, right?"
"Of course," he replied.

"One member of the Inquisition would ask why
we used reduced thrust when the runway was contaminated. We would reply by saying that the runway
was only damp, not really wet. He would then look at
us with the probing intensity of a prosecutor and ask,
'Do you mean to say that you thought that you could
stop just as quickly as when the runway is absolutely
dry?' If we were honest, we would have to concede
that any dampness on the runway adversely affects
braking, and that we probably should not have used
reduced thrust. The result could be a month or more
on the beach-without pay-and a sizeable contribution to the federal treasury.
Number two returned to his work sheet, deleted
the figures for reduced thrust, and replaced them with
figures needed for using maximum thrust.
This method of aeronautical decision making can be
applied to almost any operational decision about which
a pilot might be uncertain. If he wants to make the best-
safest-decision, all he has to do is ask himself how he
would explain what he was about to do to the FAA. Could
he retrospectively justify his actions under an investigative microscope? If not, the decision is likely wrong.
Such a conservative decision-making process applies
equally to the operation of light airplanes.
Assume that a pilot is flying into progressively
deteriorating weather. The decision to proceed is an
ongoing process. If he envisions having to justify his
decisions at the Inquisition, the pilot might decide
earlier that conditions do not warrant continuation.
Another way to assist in making the right decision is
to assume that an FAA inspector occupies your right
seat and is grading your decision-making performance.
Consider a pilot running low on fuel. He believes
that he has enough to reach his destination, but a gnawing doubt makes him wonder whether or not to make a
fuel stop short of his destination. Accident records are
replete with the results of those who ignored their gut
feelings and continued anyway. All such a pilot needs
to do is imagine the potential consequences and having to justify his actions at the hearing (and possibly
to his Maker).
Anticipating questions that might be asked at the
hearing is one of the best countermeasures to making
poor decisions, and can preclude the need to attend a
hearing in the first place.
AOPA
barryschiff.com

20 | AOPA PILOT December 2019

My fellow pilots at a
major airline and I
often joke that "one's
hearing gets
better at the hearing"
("Proficient Pilot: At
the Hearing"). Smart
pilots hear the little
voice in their head,
and take heed of its
warnings.

Whether southwestern Ohio strikes you as an epicenter of aviation and aerospace history or not, there's certainly a lot to see.
Just ask Technical Editor MIKE COLLINS. The Ohio native spent a
couple days last summer touring the area with a group of aviation writers hosted by the National Aviation Heritage Alliance
(see "AVIATION HISTORY FROM A TO W," p. 58), and still didn't have
time to see all the sites.
Visiting just before the fiftieth anniversary of Apollo 11 and Neil
Armstrong's historic first steps on the lunar surface, Collins especially appreciated the chance to have lunch in the dining room
of Armstrong's boyhood home in Wapakoneta, now the private
residence of homeowner Karen Tullis.
But other historic sites are open to the public, such as the
Wrights' bicycle shop; Orville Wright's later Hawthorn Hill home;
and the National Museum of the U.S. Air Force, among others-
but for those, you'll have to read his article.

16 | AOPA PILOT February 2020

BY BARRY SCHIFF

Could you defend your actions?

Erich Liermann
AOPA 1077401
Aldie, Virginia

treated by large corporations
until those charitable organizations at least publicize and
try to hold these companies
and people accountable for
their actions.
I would encourage people with the means, and that
includes everyone who flies,
to consider carefully which
companies they buy their
goods from. If you buy from
companies you know are mistreating their workers you are
just as guilty as them, just as
you would be if you knowingly
buy stolen goods-then you are
as guilty as the thief.
Again I applaud these volunteers for the wonderful help
and relief they provide, but
the fact is that this would not
be needed or at least largely
mitigated if these companies treated their workers in a
humane fashion.
Peter Fraser
AOPA 777744
Yamhill, Oregon

We welcome your comments.
Send letters by mail to Editor,
AOPA Pilot, 421 Aviation Way,
Frederick, Maryland 21701 or by
email (pilot@aopa.org). Letters
may be edited for length and
style before publication.



AOPA Pilot Magazine - February 2020

Table of Contents for the Digital Edition of AOPA Pilot Magazine - February 2020

Contents
AOPA Pilot Magazine - February 2020 - Intro
AOPA Pilot Magazine - February 2020 - Cover1
AOPA Pilot Magazine - February 2020 - Cover2
AOPA Pilot Magazine - February 2020 - Contents
AOPA Pilot Magazine - February 2020 - 2
AOPA Pilot Magazine - February 2020 - 3
AOPA Pilot Magazine - February 2020 - 4
AOPA Pilot Magazine - February 2020 - 5
AOPA Pilot Magazine - February 2020 - 6
AOPA Pilot Magazine - February 2020 - 7
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AOPA Pilot Magazine - February 2020 - Cover3
AOPA Pilot Magazine - February 2020 - Cover4
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