It is not in my power to know the ultimate destinies of these new companions.
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Certainly I cannot perceive or even imagine that three of them will be totally abandoned by fortune, six will several times experience incredible fondling and protection by whatever fates dispense them, and even the indestructible Lester will one day succumb in such a prosaic affair that it would seem his doom had been merely postponed. Within a week it becomes obvious that our path to advancement will be strewn with thorns.
Lester proves to be a devil, with a genius for probing his pitchfork into our most tender regions. His remarks are scalding as he becomes better acquainted with our individual faults. They become the more wounding because they are so frequently true. I am a favorite target since I am an idiot at hydraulics.
I cannot seem to comprehend the innumerable relief valves or the exact function of each pump and line, much less draw the whole intricate labyrinth from memory as I am supposed to do. My private excuse is that the hydraulic system of an airplane is a mechanic's business and that if the landing gear or the flaps -- which the hydraulic system controls -- refuse to go up or down, then there is nothing I can do to effect repairs while actually flying. I am equally thickheaded in the matter of engine theory and maintenance, perhaps because those engines previously responsible for supporting me aloft were of extremely simple design.
They either ran or did not run; there was no compromise. In the latter situation you landed in the nearest corn patch. In spite of Lester's insistence that a pilot should be thoroughly acquainted with the complexity of a Wright engine, I have difficulty visualizing myself climbing out on the wing and performing any beneficial repairs while still in flight. There were to come certain times when I devoutly wished it were possible. Lester's caustic and brutally frank dictum becomes for us a standard flowing in the wind.
We need their business. Since once you are in the air there is no practical way of separating you from our customers, you will completely master the meaning of flight safety or you will never go near the line. When skillfully rolled, slipped, spun, and dived, a plane could provide endless delight if not a bountiful income. For us there was still enough glamour left in flying to relegate all monetary considerations far to the background. We did not begin to fly because we might make more money with an airplane than we might have if otherwise employed.
We are, almost without exception, in love. It is more than love at this stage; we are each bewitched, gripped solidly in a passion few other callings could generate. Unconsciously or consciously, depending upon our individual courage for acknowledgment, we are slaves to the art of flying. There is already ample proof that this love is not a passing infatuation or merely a steppingstone to be endured until time brings another opportunity. The wedding is permanent. Many of us are barely able to afford shelter and three full meals a day; indeed, some are existing on borrowed money, or have sold their planes or whatever they possessed in order to manage through this training period.
Yet we should each have been completely uninterested if the company had offered other employment. Separation of the dedicated from the merely hopeful has been a crafty affair performed mostly by the line's chief pilots. They are braced with a fixed set of standards from which, in self-protection, they rarely deviate. They are hard, suspicious men, navigating uncomfortably between what is a frankly commercial enterprise and a group of fractious, often temperamental zealots.
And since it is also their lot to be the first to inform a pilot's wife that she is now a widow, they do what they can to see within an applicant. They try to picture him a few years hence, when he may find himself beset with troubles aloft. How will he behave in sole command, when a quick decision or even a sudden movement can make the difference between safety and tragedy?
Yet the chief pilots do not look for heroes. They much prefer a certain intangible stability, which in moments of crisis is often found among the more irascible and reckless.
While Lester berates and McIntosh humiliates, we are separated into groups of three and allowed occasional relief from their porcupine society. Four times a week we are permitted to lie with our bride and actually fly an airplane. It is mostly a serious reunion, although when unobserved we still manage minor caprices such as vertical banks, sideslip approaches, and so-called cowboy take-offs.
These energetics are not accomplished in an airliner, for we have thus far only been allowed to stroll through one. Instead, we are provided with a single-engine cabin plane in which we are supposed to perform, in actuality, lessons learned in the classroom. As medical students work over a cadaver, we have assigned problems to complete, each pilot taking over in rotation. Though accompanied by others who impatiently await their turn, a student pilot striving to master the technique of instrument flight and radio orientation may well be the loneliest man in the world.
If his problem is ill performed the results are so painfully obvious that no combination of excuses can serve to forgive him.
All but the final sum is realized. Even so, the notion of disaster, what would or could have happened, lingers; and the chastened pilot will not be so lonely again until some dreadful time a few years hence when the scenery and the situation are real and he may learn to pray hurriedly. For weeks we follow the same routine.
In the mornings we struggle with hydraulics, weather analysis, and paper problems flown in the Link Trainer. To the uninitiated this machine can rival the Chinese water torture. It is a box set on a pedestal and cleverly designed to resemble a real airplane. On the inside the deception is quite complete, even to the sound of slip stream and engines. All of the usual controls and instruments are duplicated within the cockpit, and once under way the sensation of actual flight becomes so genuine that it is often a surprise to open the top of the box and discover you are in the same locality.
The device is master-minded by an instructor who sits at a special control table.
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He can make the student's flight an ordeal. Godlike, he can create head winds, tail winds, cross winds, rough air, fire, engine, and radio failure. He can, if he is feeling sadistic, combine several of these curses at the same time. McIntosh, our usual instructor, is ever partial to such fiendish manipulations.
When the flight is done and the student emerges sweating and utterly shaken in confidence, he will blandly point out that reality may one day treat him with even less consideration. Some of us soon learn to hate McIntosh. Only much later will we recognize that his persecution is well intended and thoughtfully designed to harden us for what is true and inevitable. While McIntosh appears easy enough with Lippincott and Watkins, who are more inclined toward engineering and mathematics, he is near despair with Gay, McGuire, and myself. His views on our potentialities as airline pilots are merciless and without subtlety.
We are charlatans, flying clods, vastly overreaching our native capabilities. We belong back in some converted pasture, our empty heads adorned with helmet and goggles, our thoughts untroubled with the complications of bisectors, time-turns, localizer beams, and power graphs. Our temperaments are better suited to pure barnstorming or the happy-go-lucky, pseudo-romantic existence of a flying circus. McIntosh does not know how he tempts us. For a return to such a familiar environment would now be so comforting. Still awkward and unconvinced when we cannot see, we reflect all too often upon the peculiarly sensual delight found only in open-cockpit flight.
We remember summer evenings when the air was smooth, the deep satisfaction in a steep sideslip down to a field of soft green grass, the wings of a biplane slow-rolling around the dawn horizon, the thrumming of flying wires in a dive through a break in the clouds, and the strangely pleasant odor of wood and shellacked fabric, of which our airplanes were made.
All that is gone now. Like sailing-ship men, what we have left has already begun to disappear forever. A shrewd observer would know that our troubles in the school are circumstantial and therefore meaningless. We are students, but not boys. We already know what it is like to be responsible for the lives of others; indeed, few men suffer and fret like an itinerant instructor watching a student make his first solo flight. We simply cannot, as yet, conceive of the heavy responsibility to which we pretend. He logged a prodigious number of hours as a professional pilot.
He flew many routes, including numerous trips across the Atlantic and Pacific oceans.
Fate is the Hunter Lesson Plans for Teachers
Ernie was uniquely qualified to write about flying experiences. The very simple lesson here is to remember that it is your life on the line when you leave the runway behind. A good example of this appears early on in Fate is the Hunter. Due to a misunderstanding, Ernie once departed on a scheduled airline flight with significantly less fuel on board than he thought he had. He became aware of this fact when both engines quit at cruise altitude while en route to his destination.
Luckily, he had sufficient altitude to glide to a landing on a nearby airport runway. Another interesting story to prove this point also almost cost Ernie his life. He was flying a DC-4 after the war for an airline. Ernie considered the DC-4 a very safe and reliable aircraft. After takeoff on a flight from San Francisco to Honolulu, as the aircraft ascended above 3, feet, all four big radials began acting up, with at least one of the engines quitting entirely.
Had the crew not taken immediate action to adjust throttles, mixtures, and prop pitch, all four engines likely would have stopped turning. The mystery of the reluctant engines was solved after they nursed the aircraft back to San Francisco. The plugs did not; at least not above 3, feet. Had Ernie viewed the engine log books or made some inquiries about the nature of the maintenance performed on the aircraft, he may have been in a better position to evaluate the real flight risk on the ramp rather than being forced to deal with it in-flight.
Ernie tells numerous stories about how good pre-flight planning saved the day and, conversely, how bad pre-flight planning resulted in taking on substantially more risk in the air. Every pilot who acts as PIC should understand the importance of pre-flight planning. The forecast weather, the winds aloft, altitudes that are likely to have ice, the possible routes and alternates — all help assure a comfortable and predictable flight and arriving safely at your intended destination.
I think there are two keys here. The first key is that planning is relative. A short local flight on a VFR day although it still requires some planning requires significantly less planning than a long cross-country flight through a couple of time zones and into weather or possible icing conditions. Even if you have done the basic planning for a VFR flight, you may still need to engage in additional planning.
If, unexpectedly, the ceilings and visibilities are coming down around you, do you know where to go? Do you have an exit plan? How close is the nearest airport? Is it in front of you, behind you, or off to one side? They pull questions from the multiple choice and short essay sections, the character and object descriptions, and the chapter abstracts to create worksheets that can be used for pop quizzes, in-class assignments and homework.
Periodic homework assignments and quizzes are a great way to encourage students to stay on top of their assigned reading. They can also help you determine which concepts and ideas your class grasps and which they need more guidance on. By pulling from the different sections of the lesson plan, quizzes and homework assignments offer a comprehensive review of Fate is the Hunter in manageable increments that are less substantial than a full blown test.
Use the Test Summary page to determine which pre-made test is most relevant to your students' learning styles. This lesson plan provides both full unit tests and mid-unit tests. You can choose from several tests that include differing combinations of multiple choice questions, short answer questions, short essay questions, full essay questions, character and object matching, etc.
Some of the tests are designed to be more difficult than others. Some have essay questions, while others are limited to short-response questions, like multiple choice, matching and short answer questions. If you don't find the combination of questions that best suits your class, you can also create your own test on Fate is the Hunter. If you want to integrate questions you've developed for your curriculum with the questions in this lesson plan, or you simply want to create a unique test or quiz from the questions this lesson plan offers, it's easy to do.
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Teaching Fate is the Hunter
Order our Fate is the Hunter Lesson Plans. Short Essay Questions Key. Short Answer Questions Key. Oral Reading Evaluation Sheet. One Week Quiz A. Two Week Quiz A. Four Week Quiz A. Four Week Quiz B. Eight Week Quiz A.
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Eight Week Quiz B. Eight Week Quiz C. Eight Week Quiz D. Eight Week Quiz E. Eight Week Quiz F. Eight Week Quiz G.
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