here we go
 

Turboj

Thansk to flyingforfun I don't have to go through basic aircraft knowledge. Thanks fff. My post is quite clear about why i do it.

I also teach having the landing light on when climbing near cloud. That will give a really good indication if you are about to enter it. Thats not in the syllabus so maybe i will have to drop that.

Who are you.

Evilkitty.

What line thing? You may know something about me that i am not aware of. I will deny everything under question or caution!

flyingforfun
 

Sorry, forgot to add this.

Yes, you are absolutely right about stealth mode. I inform ATC of my exact location what i am doing. Usually its only for about 5-10 minutes and only if the visibilty is good or VMC on top.

Thankfully not one of your students being fleeced for dual instruction at probably £140 per hour doing general handling at night with no electrics, which is neither a requirement of the syllabus for the grant of a night qualification and IMHO not entirely safe.

The landing light near cloud sounds a great idea but then again why are you flying near cloud with a PPL holder who wants a night rating?

Hour building at the expense of the student ?

TJ

turboj
 

YOU PUT THE LANDING LIGHT ON SO THEY ARE WARNED IN ADVANCE AND DO NOT ENTER CLOUD. ITS CALLED BEING SAFE AND TO KEEP THEM O U T OF CLOUD
How would they know cloud is about at or near an altitude? I get them to read things caled tafs and metars.

Can you also explain the lack of knowledge you have on light aircraft systems that you think you lose the instruments if the elecrics go off. You seemed to forget to mention that. So i am glad that i am not one of your students as you seem to have a lack of knowledge and an inability to think laterally

The electrics. I can see that you have to be educated a bit:
If you lose electrics at night you have 30 minutes battery power. Most engineers will tell you that 30 mins is a maximum and depends on the age/condition of the battery. As previously posted, about 10% of airfields are open at night of those open due the day.

This means that it may take you far longer than 30 minutes to get to a destination. Which in turn means that you may have lost everything electrical. And they might have to turn the aircraft or descend so they can land; or am i being sensationalist there. It's an exderience thing for them so they don't get worried if that happened. Also, I hope you know the procedure for electrical failure so they tower can see you when joining the cicuit. Would it be fair to say that if you have lost your lights you probably have lost everything.

And where did you get the idea that a student would go off an do that for a laugh by him/herself. It's a ludicrous and idiotic statement to make.

And to finish. The most hours I have trained a students on a night rating is 5 hours 10 minutes. I think the minimum is 5 hours, so 10 minutes of hour building is not something that will fill the log book.

Please go and spend an hour in a float tank to ease whatever frustration you have. Or read up on some of the above. you seem to need to.

Captain Kirk

Thanks for the aircraft knowledge lesson - I believe I am suffering from the symptom known as reverting to type - by day I fly a business jet and switching the master off in flight would, not only panick the captain and passengers but would also switch off (all the electrics) the power to the PFD (primary flight display) and MFD (multi function display);

........the only flight instruments left would be the standby instruments which are directly fed off the no2 pitot static ports which bypass the air data computers and are about as much use as an ash tray on a bike.

Hence I read a post about switching a master off ...........

- so my lesson learnt would be to read the posts - preferably not after a six sector day -

Can you point out where I suggested a student should practise these exercises solo ?

I don't believe patronising, personal jibes is very constructive. As instructors we should always be open to different ideas, concepts and ultimately admit when we are incorrect. :D

Ok
 

Point taken about the biz jet.

You stated that a PPL would find themself in a spiral dive. Don't think that would happen with an instructor on board. But admittadly you were thinking that he/she had no instruments. To see the instruments, they have a 2 cell maglite welded between thier head and headset frame. Not as un-comfortable as it sounds.

Patronising jibes: you did imply that i was hour building at the expense of the student. So yes, your right, not very constructive.

I am open to all ideas, hence why i teach a few things that are not strictly worded around the syllabus so that in un-usual circumstances a pilot can stay calm and get on with the job. I absolutely insist that a night student/pilot goes off with full tanks, even round the circuit. That's not listed in the syllabus anywhere. I also teach that if they are going cross country to land away, they always file an IFR flight plan. Again, not in the syllabus but a good idea.

Spinning is not compulsory in the PPL syllabus, but i still insist they have stall spin awareness and can recover from one.

I am sure that as an FI you teach the same.

The other thing to consider about turning off the t/c is that strictly speaking you should let the gyro spin down and stop before spinning it up again.

It mightbe worthwhile speaking to your maintenance organisation about this

G-SPOT
 

Thanks. I will certainly do that.

In principle it's just a motor and flywheel so why would there be any restriction like this? ... and where is it documented?

HFD