Have two or three bottles of the nectar in the cabinet.

Honestly what does it bring to the final product. And what real life situation does it equip you for.

I've used the technique of pivoting the wingtip on a point on the ground during a search to get a better view of the object on the ground. It also demonstrates the pilot's ability to fly the aircraft while focusing his attention outside the aircraft. Its actually fun when done in a brisk wind, as altitude will change with a change in groundspeed. Depending on speed, initial entry altitude will be around 800' AGL.

More of the AFH description, below, is available online, if desired.

From the FAA Airplane Flying Handbook:

EIGHTS-ON-PYLONS (PYLON EIGHTS)
The pylon eight is the most advanced and most diffi-
cult of the low altitude flight training maneuvers.
Because of the various techniques involved, the pylon
eight is unsurpassed for teaching, developing, and test-
ing subconscious control of the airplane.
As the pylon eight is essentially an advanced
maneuver in which the pilot’s attention is directed
at maintaining a pivotal position on a selected pylon,
with a minimum of attention within the cockpit, it
should not be introduced until the instructor is assured
that the student has a complete grasp of the fundamentals.
Thus, the prerequisites are the ability to make a coordi-
nated turn without gain or loss of altitude, excellent feel of
the airplane, stall recognition, relaxation with low altitude
maneuvering, and an absence of the error of over
concentration.
Like eights around pylons, this training maneuver also
involves flying the airplane in circular paths, alter-
nately left and right, in the form of a figure 8 around
two selected points or pylons on the ground. Unlike
eights around pylons, however, no attempt is made to
maintain a uniform distance from the pylon. In eights-
on-pylons, the distance from the pylons varies if there
is any wind. Instead, the airplane is flown at such a
precise altitude and airspeed that a line parallel to the
airplane’s lateral axis, and extending from the pilot’s
eye, appears to pivot on each of the pylons. [Figure 6-
10] Also, unlike eights around pylons, in the perform-
ance of eights-on-pylons the degree of bank increases
as the distance from the pylon decreases.
The altitude that is appropriate for the airplane being
flown is called the pivotal altitude and is governed by
the groundspeed. While not truly a ground track
maneuver as were the preceding maneuvers, the objec-
tive is similar—to develop the ability to maneuver the
airplane accurately while dividing one’s attention
between the flightpath and the selected points on the
ground.

Don't be mad, Jock. Try it. You might like it. :cool:

Not mad more amused.

Nah your ok the punters in the back would wonder if I was drunk.

Doing that in The UK would in most places get your reported for low flying.

And the places where you could do it without annoying anyone there aren't any pylons.

Teknow - once you've refreshed, please consider a taildragger conversion. You'll be absolutely amazed at what a good instructor can teach you in Cub / Chippy / Tiger etc and you'll find your flying much more rewarding than the 'sand menage' stuff you've done to date. No offence intended of course!

Funny how taildragger flying can be so joyful and rewarding after the initial apprehension of hearing the horror stories, learning the basics and perfecting the handling and idiosyncrasies of the different types.

I havent flown anything but taildraggers since my endorsement.:ok:

I suppose at this point I must tell you of my first solo, whilst doing my PPL at Hawarden, North Wales.


Traditionally an Ex 14. is just a quick Take-Off, Circuit and Landing, having learnt enough to do all the climbs and turns by the numbers....


Well, I got as far as the downwind leg; 'G-DB downwind to land', when ATC said 'G-DB take up position at end of downwind leg and orbit right for the Baluga on a seven mile final.'


Orbits where a new thing to me, but how hard could it be....... So after the third orbit, I noticed the ditch-bridge that I had been orbiting was disappearing into the distance. So not wanting to make the flight a cross-country I started to alter the bank angle... Which worked...


I landed (after the wake turbulence delay, and about six orbits.) and clocked up 25 minutes flight time for Exercise 14.... Its all good fun...

I would have ensured the student had done orbits before getting sent out. I would have also asked if anything was due in the next 20 mins and delayed it until it was clear.

If I may be so bold as to drag the thread (kicking and screaming) back to the title "Stall warning and when to panic" - the answer is 'never'. You may have one engine out and another on fire, but panicking will not help.

35 years ago when flight instructing in Cessnas, etc I always had them do a power on stall in a right climbing turn. This frequently because of inadequate rudder put them over the top into a left spin. I wanted them to see how easy it was to get into but more importantly how easy to recover.

Fearing a spin is only because you never did one.