Roundsounds
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Everything posted by Roundsounds
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Smart pilots do RPL, basic aerobatics (which should include UA recoveries and spinning off various manoeuvres), then Nav training.
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I'm not suggesting no radios, just stick to the recommended broadcasts for routine calls. The verbal diarrhoea people go on with does nothing to increase safety.
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To quote your recovery technique: - opposite rudder - stick forward - wait - recover To be fair its commonly taught by poorly trained instructors, as their spin entry is often from straight and level flight with the power off. This entry is completely unrealistic and promotes incorrect recovery techniques. I find a shallow climbing turn with partial power is much more effective, I take control of the rudder whilst the student is directed to maintain a particular pitch attitude and bank angle whilst I'm gradually increasing bottom turn rudder. There are a few essential actions you must perform before opposite rudder etc: - close the throttle - neutralise the ailerons - identify the direction of rotation Also, you progressively apply elevator input to unstall the wings, this may require back stick if you're in an inverted spin. As soon as the rotation ceases you must centre the rudder, if you don't there's a chance of spinning in the opposite direction. These recovery actions are pretty much universal, but you must apply the recovery technique as described by the aircraft manufacturer. The Piper Tomohawk had a particular method of elevator input described in its AFM.
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Good luck with that, in some aircraft you'd find yourself in an inverted spin with control inputs you've described. A docile old C172 will behave very differently with 4 POB and some baggage (ie CofG nearer the aft limit) Like I've said earlier - proper training required, seems like you've got just enough knowledge to be dangerous.
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You don't pick up a wing with rudder, you simply prevent yaw with rudder and level the wings with coordinated use of aileron and rudder after the stall recovery. Picking up a wing with rudder can lead to a spin in the opposite direction.
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If you're referring to my comments, you've obviously missed my point and not read them in full.
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Don't get me started on circuit procedures!! I teach height, heading, spacing and speed as a work cycle in the circuit. If spacing from traffic ain't ok, adjust your speed or as a last resort widen the downwind or delay your base turn. Chucking a youie or orbiting in the circuit shows a complete disregard for regs and safety.
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I don't have an issue with spin training, I've issued many spin and aerobatic endorsements and it'd be in my financial interests to make it mandatory. As I've said earlier it's about appropriate abinitio training to recognise the control inputs that lead up to a spin in the first place and avoiding a spin developing that will save lives. If you've got the skills to recover from an inadvertent spin entry at low level your skills and knowledge wouldn't have allowed you to spin in the first place.
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Another poorly taught fact in training, stall speed increases with load factor. Increase in bank angle doesn't always mean increase in stall speed - don't pull (increase load factor) and stall speed won't increase, but your rate of descent will! Poorly trained pilots will use shallow bank angles turning final to avoid stalling (I see this a lot during glide approaches). Then they use a boot full of rudder to "help" it around the turn, the yaw creates a roll which is then held off with aileron, drag increases, speed decreases, the aircraft gets nose heavy, pilot holds nose up.... flick, spin, crash and burn. All of the symptoms are there if you're aware of and looking for them. Under some circumstances a steeper banked turn is appropriate - much higher turn rate can compensate for the increased rate of descent, just don't let it get slow or load it up too much. It's all about training and exploring the slow speed handling of each aircraft under safe conditions - safe height with an appropriately experienced person.
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I'm sorry you find my statement insulting, but it is based on many years of experience training pilots and reviewing accident investigations. I cannot recall an unintentional stall / spin accident from a height that would allow recovery by the average non aerobatic endorsed pilot. The hands off spin recovery technique is nothing more than a cool party trick, it has no practical application for the average pilot. The incidence involving stall / spin accidents can be reduced significantly by proper stall /spin recognition / recovery training, this does not need to include developed spins.
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Spin recovery training is only useful for pilots completing an aerobatic endorsement. Should a non aerobatic pilot inadvertently enter a spin, they will have little chance of recovering. Having said that, spin awareness training is a must - all pilots should learn the likely causes of inadvertent spin entry and taken to that point just prior to entry and taught to recover at that point. The most common stall / spin accidents occur in the circuit and usually below 1000' AGL, a competent aerobatic pilot would be doing well to recover from that height let alone a non aerobatic pilot. Slow flight / stall recovery training is generally very poorly taught in current flight training.
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I teach students to estimate a track bearing and distance before measuring it. This provides both a gross error check and develops the ability to estimate a diversion without using a plotter / protractor and rule. I also have them estimate time intervals for the same reasons.
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I hope your instructor will provide preflight guidance as to how they expect you to perform the diversion? Trying to learn one of the many methods in flight is a very poor instructional technique. I am not a fan of trying to measure a track airborne, diversions are often the result of adverse weather. The last thing you need to be doing is going head down - that's a sure way of inadvertently entering cloud. Estimating a track or holding your chart up to the DIrection Indicator are a couple of ways of establishing yourself on the diversion.
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So you work on the basis that flying creates potential for a collision rather than stick to the recommended broadcasts? Additional broadcasts would only be warranted should another aircraft make a routine broadcast and you determine their flight path could create a conflict. "It's not rocket science"
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Making inbound and joining circuit calls are recommended, what is a position call? I can't seem to "position calls" in CAAP 166, AIP or the CARs.
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The change in RT procedures and increased reliance on radio and other tech devices over the past 15 years scares me. The recommended calls haven't changed, but the number of unnecessary routine transmissions have. Situational awareness is reduced when too many calls are made, as an instructor it is my practice to cease patter to allow both me and my student to hear and react to the calls. There are occasions where I can fly an entire circuit without being able to provide a student with feedback / input. I have no issues with calls to avoid a conflict, but it's not uncommon to hear a pilot make the following routine broadcasts: - taxiing * - entering the runway * - rolling - turning downwind - turning base - turning final - short final - clear of runway In the above case only the first two are recommended, I personally make a base call with intentions but the others are completely unnecessary if no potential conflict exists. If you put say 4 or 5 in the circuit there's zero space for any other calls. I've just returned from the USA and am pleased to learn they understand and apply correct RT procedures.
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If the hourly rate determines who you train with, then go for the cheapest hourly rate and see how that works for you in the long term. -
Do you think all cars be required to be fitted with two way Comms and make calls approaching intersections or when changing lanes?
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Ah yes ICAO harmonisation, the road to the death of GA in Australia.
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So what are your thoughts on glider operations in controlled airspace? No CASA medical, no PPL or or flight review. My main beef involves ops in class D airspace, For example Camden isn't busy enough to justify a tower, particularly midweek!
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Trying to play the CASA game of hit the moving target, rather than levelling the playing field by insisting on the same rules as comparable RAAOs.
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Healthy debate is a good thing in aviation matters, it promotes thought and ultimately safety. It's a shame you've adopted that attitude.
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I stand by my statement.
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That's a maintenance requirement, not equipment.
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Yes they are, an aerodrome operating as both Class D and G have the same equipment requirements. Maybe you could educate me as to the specific differences?
