“I’ve been to 36 county fairs, 24 hog killings, 12 goat ropings and a half dozen molly mule milkings and I thought I had seen it all.”
This is a quote that was common during my upbringing on the farm in northeastern Kentucky. It indicated a sequence of events from common (county fairs occur each year in rural America as a place for the community to gather to determine who made the tastiest pies and preserves) to rare (mules are a hybrid created by breeding a male donkey called a jack to a female horse called a mare).
As horses have 64 chromosomes and donkeys 62, the mule winds up with improperly paired 63 chromosomes and are usually infertile. The extremely rare female that has a developed reproductive system and therefore capable of producing milk is called a molly).
Falling somewhere between common and rare, during winter local families would gather to slaughter and process hogs when the temperature was low enough to cure the meat without refrigeration. And in the summer, kids might start developing their roping skills on smaller animals like sheep and goats. Certainly anyone who had witnessed all these things was considered to have had considerable experience.
A couple of years ago I learned about the total solar eclipse to take place in August, 2017. Although they occur regularly around the world, having one occur in North America is rare. Having one casting its totality shadow from coast to coast across the United States is even more special and this one was scheduled to have over two minutes of totality less than 200 nautical miles from me as the shadow moved across western Kentucky to central and eastern Tennessee.
Sporty’s President, Michael Wolf, and I decided that if we were both still alive and the weather would cooperate, we would fly Sporty’s famous Aztec to one of the nearby airports in the path of totality to experience something neither of us had – a total eclipse of the sun.
Along about mid-summer we began to finalize our plans. Originally we had considered viewing the eclipse in Hopkinsville, KY, where the eclipse was scheduled to last the longest – 2 minutes, 41.2 seconds. A call to the Hopkinsville – Christian County Airport revealed they had been flooded with inquiries and had opted to start taking reservations for aircraft parking and we would be pretty far down on that list.
Other airports we then considered along the path of totality included Sumner County Regional Airport (M33) in Gallatin, TN, located about 20 miles northeast of Nashville. A call to the airport revealed they would not only save us a parking space, but would not charge for parking. A win-win-win considering the number of airplanes that could be expected from across the United States, the fact the duration of the eclipse was only about a second shorter than in Hopkinsville, and the airport was about 10 miles closer to our home base at Sporty’s – Clermont County Airport.
The eclipse was scheduled to begin in Gallatin about 1:00 PM EDT, but wanting to ensure a good viewing spot Michael and I, along with our families, loaded into N702SP with our eclipse glasses in-hand early that morning for the hour and a half flight to Sumner County.
We arrived to see several aircraft already parked and we were third in line for landing in the pattern. The airport management had plenty of help to efficiently marshal us to our parking spot on the edge of the ramp as a steady stream of aircraft arrived. Some folks were camped out under the wing of their aircraft, but our early arrival paid off as we found some shade under an ornamental pear tree in the airport front lawn.
Waiting for the main event provided time to walk the flight line to see the various aircraft (from single seat homebuilts to Citation Sovereigns) and talk to the people who, like us, traveled in light airplanes to witness the event. About noon local, as advertised, everyone sporting their eclipse glasses began “oohing” and “aahing” like a Fourth of July fireworks display as the moon started its journey across the face of the sun.
We attached a Garmin 360 camera to an antenna atop the Aztec. You can view the event on YouTube. As you watch the video, turn the sound up to hear the reaction of the crowd. Start viewing towards the front of the airplane as that is the direction from which you will see the shadow of totality approach. Once the eclipse is total, look towards the tail and notice the runway lights have illuminated.
Another unusual sight occurs about the 2:50 mark on the video. If you tilt your view straight down you will see the shadow of the camera on the airplane. First, you will notice the “shadow snakes” dancing across the airplane’s skin caused by the sun shining between mountains on the moon and the instability of the atmosphere. This is the same phenomenon that makes stars appear to twinkle. At 3:07 the shadow disappears as the moon completely blocks out the sun. Pan the camera view around and see the 360 degrees of twilight as the orange glow on the horizon is caused by the sun still shining outside the shadow of totality. At the 5:50 mark the process is reversed as the shadow makes its way to the southeast.
Proving how pilot-controlled airports can be efficient, by the time we packed up our belongings and passengers into the airplane, started the engines and taxied off the ramp and onto the taxiway, we were about 30th in line.
One by one, airplanes taxied onto the runway and departed. The next airplane followed as soon as the previous one was at a safe altitude and within 20 minutes it was our turn. I was pilot for the return trip as Michael and our passengers kept watch for traffic conflicts – a very important job as this screen shot from the iPad connected to our Stratus indicates a “swarm” of aircraft leaving the area.
An hour and a half later we were back on the ground at Sporty’s. A friend who drove to see the eclipse spent more than 12 hours driving home as the interstates were clogged with traffic with little movement for the first few hours after the eclipse. Chock up another point for traveling in a general aviation airplane!
If you missed this opportunity, don’t worry, as the next eclipse in the United States will happen in April 8, 2024, whose shadow will move from Texas through Ohio. After that, most of us will have to wait until the year 2045.
I can now say “I’ve been to 36 County Fairs, 24 hog killings, 12 goat ropings, a half dozen molly mule milkings and one total eclipse of the sun!” I may have truly seen it all.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/11/05164714/eclipse-footage-1.png378673studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2017-12-04 10:00:212021-06-08 19:23:28Chasing the shadow
Aerobatics might bring to mind 8G turns and flat spins, but most aerobatic flying is much smoother and more fun than that. In this video, you’ll ride along with a new student pilot as she experiences loops and rolls in an RV, and even flies some herself. As she discovers, aerobatic flying doesn’t have to be scary – it can actually build confidence and skills that make you a better pilot when you’re straight and level.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/11/05174747/aerobatics-screen.jpg481900studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2017-12-01 16:01:182021-06-08 19:23:28Video: Building confidence with aerobatics
Despite an industry that has been plagued by bankruptcies, mergers and furloughs, the airline industry is in the midst of the biggest surge in pilot hiring in history. The future is bright and no matter your background, there is a path forward in professional aviation.
Boeing predicts that the world demand for professional pilots at more than 600,000 over the next 20 years. The Asia Pacific region will lead the worldwide demand for pilots followed by North America. For perspective, the entire US pilot population is only about 600,000.
Additionally, job opportunities will result from the need to replace workers transferring to other occupations or leaving the labor force which will include the baby-boomers reaching the mandatory retirement age of 65. The demand for pilots is so great the industry is already facing a shortage, sparking fierce competition among airlines across the globe vying for qualified candidates to fill the flight decks.
We’ve seen starting pay at the regional airline level rise sharply to nearly $60,000 annually at most regional air carriers. A stark contrast to the poverty wages of just 10 years ago. In the airline industry, where seniority is supreme and determines everything from pay to aircraft assignment to crew base and ultimately quality of life, the opportunity exists to land destination jobs much earlier in you career than has ever been possible.
Your first step toward an aviation career is to prepare academically. Outline your goals and mission by determining what values, benefits and rewards are important to you. And be diligent in your research to determine the training, education and skill requirements for aviation so that you can better understand the required commitment. Finally, you’ll need to establish priorities to move you closer to your goals and also master the art of effective time management to increase your likelihood of success.
To be competitive in professional aviation, a baccalaureate (four-year) degree is still a necessity, but your options for attaining this level of higher education are numerous. While an aviation-specific course of study is not a requirement, a number of institutions offer Bachelor of Science (BS) or Bachelor of Applied Science (BAS) degree options in professional aeronautics. The Bachelor of Science will consist of more general education requirements versus the BAS.
There are also a number of institutions offering Associate level (two-year) programs in aviation – typically an Associate of Applied Science degree that will serve as a stand-alone credential for a career in professional aviation. The Associate level programs will provide an opportunity to combine technical, aviation training with an additional course of study (engineering, business, etc.) demonstrating a multi-dimensional educational background and unique skill set to potential employers.
In most degree programs, your FAA certifications up through Commercial pilot and possibly beyond, will be included. If you currently possess a four-year college degree, our advice would be to focus on pursuing your Commercial pilot certificate as quickly as possible. Many stand-alone pilot training academies offer career training in an accelerated format. Competitive financing options are sure to follow.
Whether you choose a collegiate aviation program or non-aviation degree, a Bachelor’s degree demonstrates an advanced level of knowledge, understanding and an ability to learn. It also demonstrates success, motivation and self-discipline – all valuable qualities for future professional aviators.
Regardless of the path you choose, time is of the essence. Don’t delay as each year of inaction could literally be costing hundreds of thousands in wages and benefits.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/11/05174757/airplane-landing.jpg410615studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2017-11-28 10:36:592023-04-24 11:04:17Thinking about a collegiate aviation program? Consider this…
Not all airplanes need a runway to land, as this incredible video shows. Ride along with Trent Palmer in his experimental taildragger as he creates his own landing strip on a ridge in northern Nevada. While you shouldn’t try this in your Cherokee, it does show the freedom and excitement that comes with a Private Pilot certificate.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/11/05174801/Airplane-on-top-of-mountain.jpg5881100studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2017-11-24 09:22:592021-06-08 19:23:28Video: Landing where nobody has before
Flying to an airport restaurant for a “$100 hamburger” is a popular way for pilots to use their certificate and have some fun. This video shows one of the best spots in America for such a flight – Katama Airpark on Martha’s Vineyard. Fly along with Matt Guthmiller in a Beechcraft Bonanza as he tours the coastal scenery, lands on the 50 ft. wide grass runway, and parks next to the historic restaurant. Yet another trip that’s only possible in a light airplane.
“Lunken tower, this is Cessna Eight Eight Uniform, our windshield is covered with oil and we’re returning for an immediate landing.” I’ll never forget making that radio call 14 years ago, and today I can still visualize the oil-soaked windshield as vividly as the day it happened. Even more memorable is how one small, easily-preventable oversight led to this in-flight emergency.
I began my flight training 17 years ago in the fall of 2000 at Sporty’s Academy. Things were a bit different then – the primary trainer at the school was a Cessna 152 that rented for $47/hr. wet, my flight bag was filled with 50 pounds of books and paper charts, and I managed to stick with the same flight instructor from the first hour all the way through commercial and CFI.
Tony, my instructor, was meticulous at following checklists and procedures, a skill that transferred to me well during training. In addition to constantly harping on using the checklist for each phase of flight, he followed his own standard operating procedures as well. For example, he would always visually check the fuel level in both tanks and the oil in the engine after I had completed my own preflight.
During the first few lessons I really didn’t understand why he didn’t believe me after I had already checked everything – why did he need to do it again? I soon learned that was his routine, to check the fuel and oil before for every training flight. Given the importance of both fluids, I welcomed the double check.
Fast forward two years later and I was working in the same role as fresh CFI on the Sporty’s flight line, and naturally incorporated the same teaching methods and procedures I learned from Tony. I checked the fuel and oil before every flight after my student completed the preflight, regardless of their experience level. It took discipline, but as with all checklists and standard operating procedures (SOP), they’re only effective if you consistently use them, no matter how routine the process may feel.
As I gained experience I started working with students who owned their own airplanes at various airports in the Cincinnati area. One of my students recently joined a flying club and I was helping him with a checkout in a 1964 Cessna 206. On this particular afternoon. we had planned to practice landings at Cincinnati’s Lunken Airport – about as routine as it gets. As I walked out to the ramp I observed he had already finished the preflight and was ready to fire up.
I’m not sure why I didn’t follow my procedure of checking the fuel and oil, but for some reason that day I hopped up in the right seat of the airplane and we began briefing a plan for the flight lesson that was about to start. We were parked at the terminal ramp, and after startup, the ground controller issued us a short taxi to the hold short line for Runway Three Left.
After completing the runup and receiving a clearance for takeoff, we enjoyed a brisk acceleration down the runway and rotated at the normal speed. Shortly after liftoff, a dark brown film covered the left 3/4 of the front windshield. OIL! There wasn’t enough runway remaining to abort the takeoff, but fortunately, the airplane was in the proper nose-up pitch attitude and climbing well, and all the engine instruments were in the green.
With the airplane under control, my main concern was the cause of the oil leak – did something catastrophically fail on the engine, leaving us with only seconds of useful life from the engine? Or was it a minor leak from the oil lines leading to the constant-speed propeller causing a big mess? There was no way to know for sure.
I took over the controls from my student, reduced the power during the climb, and notified the tower we’d need to return for an immediate landing. There was a lot of traffic at the airport that day, but the tower controller cleared us to land on any runway and temporarily cleared out the inbound traffic. I flew a tight left pattern and circled back for our departure Runway Three Left.
Established on a close left downwind, all the engine instruments were still in the green and the engine sounded fine, so my confidence was rising that it would stick with us through the landing. I pushed up against the side window from the right seat trying to get a view out the front and found a small opening to help line up on base and final. After an uneventful landing, the controller asked if we needed additional assistance. We declined and taxied back to the ramp.
After shutdown, we stepped out to find the front cowl covered in oil. What the heck happened? My student and I were both thinking the same thing at that point, as we opened the oil door on top the engine to find the cap was not in place on the filler port. We both kicked ourselves for our actions – him for not securing the cap properly after adding oil before I showed up, and me for not following my standard preflight checks of the essential items.
What caused me to stray from my normal procedure? The best answer I can come up with was the variation in airplane and airport environment led me to overlook the basics and assume everything was good to go. The realization set in on the drive home from the airport that this one small oversight could have led to disastrous results if we had lost all forward visibility and couldn’t see out the front. Fortunately, we walked away from the incident with just a few bruised egos and a dirty airplane.
I learned a lot that day and gained a new respect for the importance of checklists and SOPs – use and follow them EVERY time, not just when it’s convenient.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/11/05174916/checking-oil.jpg10801620studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2017-11-13 18:30:072021-06-08 19:23:28The first and last time I skipped the preflight checklist
Chasing the shadow
/in Personal stories/by studentpltnews“I’ve been to 36 county fairs, 24 hog killings, 12 goat ropings and a half dozen molly mule milkings and I thought I had seen it all.”
This is a quote that was common during my upbringing on the farm in northeastern Kentucky. It indicated a sequence of events from common (county fairs occur each year in rural America as a place for the community to gather to determine who made the tastiest pies and preserves) to rare (mules are a hybrid created by breeding a male donkey called a jack to a female horse called a mare).
As horses have 64 chromosomes and donkeys 62, the mule winds up with improperly paired 63 chromosomes and are usually infertile. The extremely rare female that has a developed reproductive system and therefore capable of producing milk is called a molly).
Falling somewhere between common and rare, during winter local families would gather to slaughter and process hogs when the temperature was low enough to cure the meat without refrigeration. And in the summer, kids might start developing their roping skills on smaller animals like sheep and goats. Certainly anyone who had witnessed all these things was considered to have had considerable experience.
A couple of years ago I learned about the total solar eclipse to take place in August, 2017. Although they occur regularly around the world, having one occur in North America is rare. Having one casting its totality shadow from coast to coast across the United States is even more special and this one was scheduled to have over two minutes of totality less than 200 nautical miles from me as the shadow moved across western Kentucky to central and eastern Tennessee.
Sporty’s President, Michael Wolf, and I decided that if we were both still alive and the weather would cooperate, we would fly Sporty’s famous Aztec to one of the nearby airports in the path of totality to experience something neither of us had – a total eclipse of the sun.
Along about mid-summer we began to finalize our plans. Originally we had considered viewing the eclipse in Hopkinsville, KY, where the eclipse was scheduled to last the longest – 2 minutes, 41.2 seconds. A call to the Hopkinsville – Christian County Airport revealed they had been flooded with inquiries and had opted to start taking reservations for aircraft parking and we would be pretty far down on that list.
Other airports we then considered along the path of totality included Sumner County Regional Airport (M33) in Gallatin, TN, located about 20 miles northeast of Nashville. A call to the airport revealed they would not only save us a parking space, but would not charge for parking. A win-win-win considering the number of airplanes that could be expected from across the United States, the fact the duration of the eclipse was only about a second shorter than in Hopkinsville, and the airport was about 10 miles closer to our home base at Sporty’s – Clermont County Airport.
The eclipse was scheduled to begin in Gallatin about 1:00 PM EDT, but wanting to ensure a good viewing spot Michael and I, along with our families, loaded into N702SP with our eclipse glasses in-hand early that morning for the hour and a half flight to Sumner County.
We arrived to see several aircraft already parked and we were third in line for landing in the pattern. The airport management had plenty of help to efficiently marshal us to our parking spot on the edge of the ramp as a steady stream of aircraft arrived. Some folks were camped out under the wing of their aircraft, but our early arrival paid off as we found some shade under an ornamental pear tree in the airport front lawn.
Waiting for the main event provided time to walk the flight line to see the various aircraft (from single seat homebuilts to Citation Sovereigns) and talk to the people who, like us, traveled in light airplanes to witness the event. About noon local, as advertised, everyone sporting their eclipse glasses began “oohing” and “aahing” like a Fourth of July fireworks display as the moon started its journey across the face of the sun.
It’s helpful to view this amazing footage before continuing. Be sure to tilt your device or use your mouse to move the camera angle – Ed.
We attached a Garmin 360 camera to an antenna atop the Aztec. You can view the event on YouTube. As you watch the video, turn the sound up to hear the reaction of the crowd. Start viewing towards the front of the airplane as that is the direction from which you will see the shadow of totality approach. Once the eclipse is total, look towards the tail and notice the runway lights have illuminated.
Another unusual sight occurs about the 2:50 mark on the video. If you tilt your view straight down you will see the shadow of the camera on the airplane. First, you will notice the “shadow snakes” dancing across the airplane’s skin caused by the sun shining between mountains on the moon and the instability of the atmosphere. This is the same phenomenon that makes stars appear to twinkle. At 3:07 the shadow disappears as the moon completely blocks out the sun. Pan the camera view around and see the 360 degrees of twilight as the orange glow on the horizon is caused by the sun still shining outside the shadow of totality. At the 5:50 mark the process is reversed as the shadow makes its way to the southeast.
One by one, airplanes taxied onto the runway and departed. The next airplane followed as soon as the previous one was at a safe altitude and within 20 minutes it was our turn. I was pilot for the return trip as Michael and our passengers kept watch for traffic conflicts – a very important job as this screen shot from the iPad connected to our Stratus indicates a “swarm” of aircraft leaving the area.
An hour and a half later we were back on the ground at Sporty’s. A friend who drove to see the eclipse spent more than 12 hours driving home as the interstates were clogged with traffic with little movement for the first few hours after the eclipse. Chock up another point for traveling in a general aviation airplane!
I can now say “I’ve been to 36 County Fairs, 24 hog killings, 12 goat ropings, a half dozen molly mule milkings and one total eclipse of the sun!” I may have truly seen it all.
Video: Building confidence with aerobatics
/in Fun Flying Videos/by studentpltnewsAerobatics might bring to mind 8G turns and flat spins, but most aerobatic flying is much smoother and more fun than that. In this video, you’ll ride along with a new student pilot as she experiences loops and rolls in an RV, and even flies some herself. As she discovers, aerobatic flying doesn’t have to be scary – it can actually build confidence and skills that make you a better pilot when you’re straight and level.
Video from AOPA.
Thinking about a collegiate aviation program? Consider this…
/in Career, Tips and technique/by studentpltnewsBoeing predicts that the world demand for professional pilots at more than 600,000 over the next 20 years. The Asia Pacific region will lead the worldwide demand for pilots followed by North America. For perspective, the entire US pilot population is only about 600,000.
We’ve seen starting pay at the regional airline level rise sharply to nearly $60,000 annually at most regional air carriers. A stark contrast to the poverty wages of just 10 years ago. In the airline industry, where seniority is supreme and determines everything from pay to aircraft assignment to crew base and ultimately quality of life, the opportunity exists to land destination jobs much earlier in you career than has ever been possible.
Your first step toward an aviation career is to prepare academically. Outline your goals and mission by determining what values, benefits and rewards are important to you. And be diligent in your research to determine the training, education and skill requirements for aviation so that you can better understand the required commitment. Finally, you’ll need to establish priorities to move you closer to your goals and also master the art of effective time management to increase your likelihood of success.
There are also a number of institutions offering Associate level (two-year) programs in aviation – typically an Associate of Applied Science degree that will serve as a stand-alone credential for a career in professional aviation. The Associate level programs will provide an opportunity to combine technical, aviation training with an additional course of study (engineering, business, etc.) demonstrating a multi-dimensional educational background and unique skill set to potential employers.
In most degree programs, your FAA certifications up through Commercial pilot and possibly beyond, will be included. If you currently possess a four-year college degree, our advice would be to focus on pursuing your Commercial pilot certificate as quickly as possible. Many stand-alone pilot training academies offer career training in an accelerated format. Competitive financing options are sure to follow.
Whether you choose a collegiate aviation program or non-aviation degree, a Bachelor’s degree demonstrates an advanced level of knowledge, understanding and an ability to learn. It also demonstrates success, motivation and self-discipline – all valuable qualities for future professional aviators.
Regardless of the path you choose, time is of the essence. Don’t delay as each year of inaction could literally be costing hundreds of thousands in wages and benefits.
Video: Landing where nobody has before
/in Fun Flying Videos/by studentpltnewsNot all airplanes need a runway to land, as this incredible video shows. Ride along with Trent Palmer in his experimental taildragger as he creates his own landing strip on a ridge in northern Nevada. While you shouldn’t try this in your Cherokee, it does show the freedom and excitement that comes with a Private Pilot certificate.
Video from Trent Palmer.
Video: Grass runway on Martha’s Vineyard
/in Fun Flying Videos/by studentpltnewsFlying to an airport restaurant for a “$100 hamburger” is a popular way for pilots to use their certificate and have some fun. This video shows one of the best spots in America for such a flight – Katama Airpark on Martha’s Vineyard. Fly along with Matt Guthmiller in a Beechcraft Bonanza as he tours the coastal scenery, lands on the 50 ft. wide grass runway, and parks next to the historic restaurant. Yet another trip that’s only possible in a light airplane.
Video from Matt Guthmiller
The first and last time I skipped the preflight checklist
/in Personal stories, Tips and technique/by studentpltnews“Lunken tower, this is Cessna Eight Eight Uniform, our windshield is covered with oil and we’re returning for an immediate landing.” I’ll never forget making that radio call 14 years ago, and today I can still visualize the oil-soaked windshield as vividly as the day it happened. Even more memorable is how one small, easily-preventable oversight led to this in-flight emergency.
I began my flight training 17 years ago in the fall of 2000 at Sporty’s Academy. Things were a bit different then – the primary trainer at the school was a Cessna 152 that rented for $47/hr. wet, my flight bag was filled with 50 pounds of books and paper charts, and I managed to stick with the same flight instructor from the first hour all the way through commercial and CFI.
During the first few lessons I really didn’t understand why he didn’t believe me after I had already checked everything – why did he need to do it again? I soon learned that was his routine, to check the fuel and oil before for every training flight. Given the importance of both fluids, I welcomed the double check.
Fast forward two years later and I was working in the same role as fresh CFI on the Sporty’s flight line, and naturally incorporated the same teaching methods and procedures I learned from Tony. I checked the fuel and oil before every flight after my student completed the preflight, regardless of their experience level. It took discipline, but as with all checklists and standard operating procedures (SOP), they’re only effective if you consistently use them, no matter how routine the process may feel.
As I gained experience I started working with students who owned their own airplanes at various airports in the Cincinnati area. One of my students recently joined a flying club and I was helping him with a checkout in a 1964 Cessna 206. On this particular afternoon. we had planned to practice landings at Cincinnati’s Lunken Airport – about as routine as it gets. As I walked out to the ramp I observed he had already finished the preflight and was ready to fire up.
After completing the runup and receiving a clearance for takeoff, we enjoyed a brisk acceleration down the runway and rotated at the normal speed. Shortly after liftoff, a dark brown film covered the left 3/4 of the front windshield. OIL! There wasn’t enough runway remaining to abort the takeoff, but fortunately, the airplane was in the proper nose-up pitch attitude and climbing well, and all the engine instruments were in the green.
With the airplane under control, my main concern was the cause of the oil leak – did something catastrophically fail on the engine, leaving us with only seconds of useful life from the engine? Or was it a minor leak from the oil lines leading to the constant-speed propeller causing a big mess? There was no way to know for sure.
I took over the controls from my student, reduced the power during the climb, and notified the tower we’d need to return for an immediate landing. There was a lot of traffic at the airport that day, but the tower controller cleared us to land on any runway and temporarily cleared out the inbound traffic. I flew a tight left pattern and circled back for our departure Runway Three Left.
Established on a close left downwind, all the engine instruments were still in the green and the engine sounded fine, so my confidence was rising that it would stick with us through the landing. I pushed up against the side window from the right seat trying to get a view out the front and found a small opening to help line up on base and final. After an uneventful landing, the controller asked if we needed additional assistance. We declined and taxied back to the ramp.
What caused me to stray from my normal procedure? The best answer I can come up with was the variation in airplane and airport environment led me to overlook the basics and assume everything was good to go. The realization set in on the drive home from the airport that this one small oversight could have led to disastrous results if we had lost all forward visibility and couldn’t see out the front. Fortunately, we walked away from the incident with just a few bruised egos and a dirty airplane.
I learned a lot that day and gained a new respect for the importance of checklists and SOPs – use and follow them EVERY time, not just when it’s convenient.