Sammy Mason of the Hollywood Hawks
Flight Instruction—Part 3-
Our days at the Santa Paula airport, getting on the airport with our
bicycles, observing and asking questions to pilots and aircraft owners were a
direct result of the early days of aviation culture.
Let’s look at the origins of flight instruction.
Flight instruction started out for most people when they
learned to fly after they bought a plane. They would take instruction after
they saw barnstormers who crossed the country, took a ride and realized the
advantages of flying above the terrain.
Farmers, ranchers, and businessmen were all enchanted with
the idea of getting from point “A” to point “B” when they wanted, weather
permitting.
This led to flight instruction that consisted of getting
just enough flying time with an experienced pilot to know the controls and
learn how to get the aircraft aloft, and return to earth. Most of the time the
experienced pilots would jump out and solo a prospective pilot, not so much
when the newbies were ready, but for self-preservation.
Better flight instruction and aviation would have perhaps
progressed more rapidly during the period of 1910 to 1920 if there had not been
World War I.
Some might argue this point but German aviation records show
that the average pilot’s time aloft as a fighter pilot lasted only 14 days.
When they were shot down, or killed in action. This may have elevated the need
for flight instruction to make new replacement pilots every two weeks but did
not sufficiently explain aerodynamics in a manner whereby the pilot might experience
the result of aerodynamics.
Many of the maneuvers developed during the conflict were to
avoid being shot down, quick instincts appeared to be thwarted by jammed guns,
engine and structural failures, fires and so on.
World War II flight instruction was developed in a more
systematic manner developed with a pause in war between 1917 and the late 1930s
(in Europe).
Knowing that air
superiority was just as, and in some cases more important the that of ruling
the oceans the U.S. developed flight programs for every aspect of military
planning.
The regime of flight instruction was based on some solid
recognition of aeronautics, and a lot of interest in speed, weapons, and
delivery of explosives. So in a nutshell the military approach required some
expertise or at least some exposure to pushing the envelope both in speed and
payload.
In short American pilots were getting trained using a syllabus,
and practical experience with knowledgeable flight instructors who had flight experience
in less capable aircraft, thus the knowledge of how far to push the envelope,
and once busted how to return to manageable flying.
Cases in point are the test pilots of the Sammy Mason era,
who knew how to fly out of an aircraft’s negative characteristics by a thorough
understanding of aerodynamics (a lot of altitude and a bit of luck). They knew
what a good flying machine was, and what a bad machine with some flying
characteristics they should beware of.
History shows us that the first Civil Aeronautics
Administration leader came from the Army Air Corp, thus the strict regime of
pilot training and regulations directly after WWII.
Today there are few instructors that will routinely approach
spinning an aircraft without a lot of altitude, parachutes and a few Hale Mary’s
before the flight. The reason is that they are only biding their time to build flight
hours, move on and fly commercially by climbing the ladder from First Officer
to Pilot in Command (PIC). Besides the regulations now don’t require it…
Basically their cop out, or shall we say the system’s
ability to allow this cowardly approach to teaching physics has created FAA
certified flight baby sitters.
So the FAA had to create Practical Test Standards to
guideline certain areas and regulations necessitating demonstration to a
designated pilot examiner before achieving a new authorization or license.
Strangely spinning an aircraft has been left out of basic maneuvers
and not a requirement to become a flight instructor (unless you fail an oral
and practical test to identify the incipient stages of a stall spin). The PTS
has served only to create “Aviation Ego Gods” of Designated Pilot Examiners
beyond reproach not better pilots, but better rule followers.
This comes at a time when FAA and NTSB statistics show that
the increasing and overwhelming cause of accidents among Part 91 and General
Aviation accidents and incidents nationally on take-off and landing, are categorized
as a “loss of control” by the pilot.
What an embarrassment to those test pilots,
instructors and CFIs of the past who mentored, watched advised and policed
their apprentices until they earned wings of flight knowledge.
More soon in part 4-