Originally Posted by
john_tullamarine
Maybe we don't need a new thread .. this looks like it might be cranking up nicely ..
.. then increase the 'sharpness' (not a good term but it'll suffice) just by changing flap, power &/or pitch/roll attitude - all while confining pitch & roll to within normal flight limits.
.. that's fine .. but it's not what the certification test program was required to do .. or did. ie you (and the very great majority of well-intentioned instructors) are venturing into experimental test flying territory .. but without an anti-spin chute or personal parachute.
Try that with a less benign Type and you might find yourself in an inverted spin in a few blinks of the eye .. just as a for instance ...
Indeed - and there are a few instances of instructors making aeroplanes less safe than flight test departments made sure that they are. Offering a few instances:
- Accelerated stall entry (say, 4kn/s) rather than the 1kn/s used in certification, to get a "proper" pitch break at the stall, which was never called for in the certification programme.
- Teaching low speed recoveries in aircraft with a low thrustline, which START with full throttle: thus pushing the nose up and creating yaw when the aircraft is already spin-prone by the incipient stall.
- Adding another 12 knots (I kid you not) onto the taught approach speed compared to the POH, thus completely invalidating the landing distance figures. (Amongst other likely effects.)
I'm not sure which is worst, experienced pilots such as this playing test pilot without the proper training and backup in how to do so, or doing it with a student on board.
G