Emergency

Morgans wrote:

I have to disagree, on that one. A proficient pilot never puts himself in a
situation like that, in the first place, ideally.

If one flies a lot, one is bound to experience an unplanned mechanical
failure of some type that could be classified as a minor emergency.

Proficiency is not always about "avoiding" a situation, but rather
sometimes it is about "handling" an unavoidable situation.


--
Peter

"Peter R." wrote

If one flies a lot, one is bound to experience an unplanned mechanical
failure of some type that could be classified as a minor emergency.

Proficiency is not always about "avoiding" a situation, but rather
sometimes it is about "handling" an unavoidable situation.

True, and I hesitated to write that, because of situations not of the
pilot's doing, but examples given (carb heat, poor fuel planning, switching
to wrong tank at night, ect) "should" not ever happen.
--
Jim in NC

Morgans wrote:
I have long been convinced that becoming a truly proficient and competent
pilot is the result of the sum of a series of 'mini-emergencies' (not to
minimize yours - sounds like a REAL emergency). What I mean is that over
years of flying we all face small crises and we learn how to deal with them.
And each time we do, we become better crisis managers.

I have to disagree, on that one. A proficient pilot never puts himself in a
situation like that, in the first place, ideally.


That's an overly idealistic point of view. Some problems aren't easily avoided.
Ever flown into an embedded cell? I know how to avoid them... never fly when
there's a cloud in the sky.

However, since I intend to get some utility out of the airplane and my
instrument rating, I better know what to do when that cloud suddenly gets BUMPY.
Or when the manifold pressure starts slipping down a bit at a time when you're
solid IFR. These are problems; you better be able to deal with them. Simply
saying a proficient pilot doesn't get himself into these jams doesn't really cut
it.


--
Mortimer Schnerd, RN

VE

"Mortimer Schnerd, RN" wrote

That's an overly idealistic point of view.

Yep, you're right. I can't completely argue that point, but still, many
emergencies, especially those caused by the pilot, should be avoided. I
guess it was the examples given that rubbed me the wrong way. :-)
--
Jim in NC

"Morgans" wrote in message
...

Yep, you're right. I can't completely argue that point, but still, many
emergencies, especially those caused by the pilot, should be avoided. I
guess it was the examples given that rubbed me the wrong way. :-)
--
Jim in NC

Therefore the proficiency goal of all pilots should be to know both how to
avoid the situation and how to get out of it. This also has a built-in
verification check in that too much experience in one area means that the
other area probably needs more attention.

Marco



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have to disagree, on that one. A proficient pilot never puts himself in a
situation like that, in the first place, ideally.

Yeah, that sounds great - in theory.

The difference between theory and practice is much greater in practice
than it is in theory.

In theory, it may be possible to become a capable, experienced, and
proficient pilot by taking a cautious approach, not making boneheaded
mistakes, and not scaring oneself. But in practice, I've never seen it
happen. In practice, capable and proficient pilots are the ones who
survive their many little crises - usually of their own making, at
least in part.

Michael

Glad it worked out ok Dan. Thanks for posting the experience. Even
though I fly behind a fuel injected Lyc., it's a nice reminder that carb
ice (among other things) happens sometimes


--
Jack Allison
PP-ASEL-Instrument Airplane
Arrow N2104T

"When once you have tasted flight, you will forever walk the Earth
with your eyes turned skyward, for there you have been, and there
you will always long to return"
- Leonardo Da Vinci

(Remove the obvious from address to reply via e-mail)

On 2006-03-28, Dan Luke wrote:
A quick scan of the instruments showed the IAS at 100 and falling; normally
it would indicate 125 at that altitude.

As soon as I got this far in your story, I thought 'carb ice!' - I think
it comes from flying an old Apache IFR which would ice up on the slightest
hint of visible moisture...

--
Dylan Smith, Port St Mary, Isle of Man
Flying: http://www.dylansmith.net
Oolite-Linux: an Elite tribute: http://oolite-linux.berlios.de
Frontier Elite Universe: http://www.alioth.net

"Dylan Smith" wrote:

A quick scan of the instruments showed the IAS at 100 and falling;
normally
it would indicate 125 at that altitude.

As soon as I got this far in your story, I thought 'carb ice!' -


*Now* you tell me!

"Dan Luke" wrote in message
...

"Dylan Smith" wrote:

A quick scan of the instruments showed the IAS at 100 and falling;
normally
it would indicate 125 at that altitude.

As soon as I got this far in your story, I thought 'carb ice!' -


*Now* you tell me!

I was the same but then in the UK Carb icing happens all the time is the
first thing we look for.