Question for ab initio instructors.
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As it happens, I got this demonstrated to me a few days ago as part of the FIC. Just for interest purposes of course....
Aircraft C152
Carb Heat ON
Throttle IDLE
Full Flap
Trim Full up
Aircraft enters a stable 15degish left hand descent with minimimal pitch oscillation. Hand and feet of the controls we descended from 5500 to approx 2000ft in reasonably choppy VMC with the attitude never reaching anything excessive.
An interesting demonstration but I am not sure about the practical aspects as discussed already.
Aircraft C152
Carb Heat ON
Throttle IDLE
Full Flap
Trim Full up
Aircraft enters a stable 15degish left hand descent with minimimal pitch oscillation. Hand and feet of the controls we descended from 5500 to approx 2000ft in reasonably choppy VMC with the attitude never reaching anything excessive.
An interesting demonstration but I am not sure about the practical aspects as discussed already.
Join Date: Feb 2008
Location: The wx is here, I wish u were beautiful
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VFR Under the Bottom
Now that the IMC let-down is done, what kind of training do you give on VFR-under-the-bottom (aka scud-running) flight? Yes, I understand it's to be discouraged as a dangerous practice, etc. etc.
No SVFR/ATC allowed.
No SVFR/ATC allowed.
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Join Date: May 2002
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We all, without exception, do silly things from time to time. Students, PPL's, CPL's ATPL's etc., are no exception because we are human, therefore fallible. For the judges juries and executioners on the boards who want to hang the instructor, these incidents could also occur outside the supervising instructors control.
Why not do away with stall recovery training because they should not have got slow in the first instance?
I was just trying to remind some people a way to get out of possible trouble and avoid an incipient spin, or pulling the wings off in a spiral dive. It is called sharing information.
Safe flying.
Why not do away with stall recovery training because they should not have got slow in the first instance?
I was just trying to remind some people a way to get out of possible trouble and avoid an incipient spin, or pulling the wings off in a spiral dive. It is called sharing information.
Safe flying.
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Not having a go at you. Serious question. Have you ever taught someone how to safely complete a cross-country flight, no radar contact, at 500-800 AGL in precipitation and marginal visibility (say 3NM)?
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No, is the answer. Could have but refused. I would not have taught or encouraged a student, to do that. The time to turn back is when you first think about it, as there is always another day. That is what I tried to teach my students. Admittedly my time instructing was not in Europe.
Did teach low level navigation in good VMC at cruise speed and also with a stage of flap to slow things down somewhat. You can derive from that, what you want.
Many an experienced pilot has come to grief scud running.
Having retired from basic instruction, 33 years ago I am a little out of touch I guess.
Did teach low level navigation in good VMC at cruise speed and also with a stage of flap to slow things down somewhat. You can derive from that, what you want.
Many an experienced pilot has come to grief scud running.
Having retired from basic instruction, 33 years ago I am a little out of touch I guess.
Last edited by doubleu-anker; 2nd Dec 2008 at 03:17.
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Not to Be Encouraged, but
doubleu
I certainly don't encourage this as a SOP, but it can be valuable in an advanced training program. Definitely something I wouldn't try with a student or PPL, but not a bad awareness addition to CPL (assuming they already have an IR) or FI training. Something along the lines of upset recovery training.
The flight planning is intense and the inflight workload is exhausting. 150 NM of this and you'll feel like you've just flown 6 hours of hard IMC by hand. Real world, I'd rather go up, punch holes in the clouds, keep my eyes on the panel, and have those little voices on the radio telling me when and where to turn and when to go up or down.
A good lesson in why you don't want to do this, and also on how to do it safely and what to expect if you're forced into doing it.
I certainly don't encourage this as a SOP, but it can be valuable in an advanced training program. Definitely something I wouldn't try with a student or PPL, but not a bad awareness addition to CPL (assuming they already have an IR) or FI training. Something along the lines of upset recovery training.
The flight planning is intense and the inflight workload is exhausting. 150 NM of this and you'll feel like you've just flown 6 hours of hard IMC by hand. Real world, I'd rather go up, punch holes in the clouds, keep my eyes on the panel, and have those little voices on the radio telling me when and where to turn and when to go up or down.
A good lesson in why you don't want to do this, and also on how to do it safely and what to expect if you're forced into doing it.
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I thought low level navigation was part of the PPL syllabus myself.? Isn't it Exercise 18B - Operation at Minimum level. I always do one navigation detail with my student where we fly at 700ft agl, in the slow safe cruise configuration. If you can do it on a day when the cloudbase is about 1200ft and visibility is less than 10km then even better I say.
Then also there is Exercise 17 - Precautionary Landing with Power. One should also be teaching bad weather circuits, which I usualy do as part of Exercise 17.
Then also there is Exercise 17 - Precautionary Landing with Power. One should also be teaching bad weather circuits, which I usualy do as part of Exercise 17.
