Are you saying that you should not ever just use a memory check list before flying, and you should refer to a written check list at all times or you will eventually have an accident?Moral of the story, however you decide to do the required tasks, always always always follow it up with the checklist. If not, you'll end up a statistic at some point.
fifty reasons to find a new instructor
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Re: fifty reasons to find a new instructor
Re: fifty reasons to find a new instructor
What's a better way to teach attitudes during initial training?seven-oh-nooo wrote: ↑Wed Oct 02, 2019 5:21 pm I myself would like to fight* anyone who puts a given number of fingers on the glare shield to use as some sort of reference. If you’d like a common trait of the weak aviator that might be the easiest to spot.
*Before I got out of flying I used to try and educate them. Note that this post doesn’t make me a bad instructor because I no longer instruct.
"Then from 1000 ft AGL until the final capture altitude, the A/C accelerates backwards up along the altitude profile with idle thrust"
Re: fifty reasons to find a new instructor
You're all wrecking my thread. Shame on you.
DId you hear the one about the jurisprudence fetishist? He got off on a technicality.
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Re: fifty reasons to find a new instructor
I’m not a big believer in set attitudes, at least not at that stage of the game. For ab initio an ‘attitude’ is simply a lack of movement on any axis. Yes there will be some distance to eyeball some reference in front of you below the horizon (the end of the cowl is better than the glare shield for a couple reasons) for any desired flight path then you decide if you’ve done the right thing. As with any input into anything I recommend you estimate what’s needed then evaluate the results, apply a correction, evaluate those results, apply a correction, and so on until you’re done. This is true of flying, seasoning a good beef stew, making love, and probably some other things in life. The three fingers approach is in my experience a very precise way to almost always get the wrong answer and in anyone with enough experience to teach usually signifies that they don’t pay enough attention to get any meaningful feedback to fine tune the aircraft’s flight path. Not to my satisfaction, anyways.
Re: fifty reasons to find a new instructor
Well, I used to teach attitudes and movements and climb, straight and level and descents using fingers, in my FTU those were two lesson plans. I would cover the entire instrument panel so student would focus only on the outside. Stright and level 4 fingers below horizon on a 172. Ill make the student maintain that attitude for a couple of minutes and then ill show the altimeter, normally ill be +- 200 feet of our altitude.seven-oh-nooo wrote: ↑Thu Oct 03, 2019 7:01 pmI’m not a big believer in set attitudes, at least not at that stage of the game. For ab initio an ‘attitude’ is simply a lack of movement on any axis. Yes there will be some distance to eyeball some reference in front of you below the horizon (the end of the cowl is better than the glare shield for a couple reasons) for any desired flight path then you decide if you’ve done the right thing. As with any input into anything I recommend you estimate what’s needed then evaluate the results, apply a correction, evaluate those results, apply a correction, and so on until you’re done. This is true of flying, seasoning a good beef stew, making love, and probably some other things in life. The three fingers approach is in my experience a very precise way to almost always get the wrong answer and in anyone with enough experience to teach usually signifies that they don’t pay enough attention to get any meaningful feedback to fine tune the aircraft’s flight path. Not to my satisfaction, anyways.
Re: fifty reasons to find a new instructor
This is a topic emergency
If you Hijack photos tread, we will never forgive you.
If you Hijack photos tread, we will never forgive you.
Accident speculation:
Those that post don’t know. Those that know don’t post
Those that post don’t know. Those that know don’t post
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Re: fifty reasons to find a new instructor
So for a student pilot, yes or no to the checklist....you must also be a part time politician...yes dont use it, sort of use it and then always use it to check yourself after not using it....sometimesFreelanceInstructor wrote: ↑Thu Oct 03, 2019 2:07 amI do actually agree with this approach....some what. I am a huge advocate for flow checks, coupled with using the checklist as a true check list. When you go to the grocery store, you pick out the crap you need, then go through the list to make sure everything was in the cart. Using this approach, there is an added level of safety that really only takes a few extra moments. However, until you fully understand why you are doing the items on the checklist while completing a flow check, you can't just put away the checklist and learn it from memory. Moral of the story, however you decide to do the required tasks, always always always follow it up with the checklist. If not, you'll end up a statistic at some point.Oldguystrtn2fly wrote: ↑Thu Oct 03, 2019 1:59 am My instructor told me after three or four lessons to put away the checklist so i could learn to do it from memory......
Re: fifty reasons to find a new instructor
My last instructor told me I can’t use two hands on the yoke for steep turns.
Re: fifty reasons to find a new instructor
Why not?My last instructor told me I can’t use two hands on the yoke for steep turns.
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Re: fifty reasons to find a new instructor
The answer is pretty simple actually, it’s a bit of both if you actually spent a little time reading through my post. To start, yes. The use of the checklist is important. However, once the student is familiar with the checklist and why they are doing what they are doing, then a flow check followed up with the checklist as an added safety margin is really, in my opinion, the safest way of doing things. Don’t overthink things too much. I’ve had a lot of success with teaching my students. If it works, it works. However it’s taught, as long as it works, there’s really no problem. And no, I’m not a politician. Just a dude who’s sick and tired of FTUisms who’s looking out for the best interest of my students. Have fun over analyzing my reply to your bullshit response. Just because I don’t agree with the way you think of things, doesn’t make my opinion of things incorrect.Oldguystrtn2fly wrote: ↑Fri Oct 04, 2019 7:11 amSo for a student pilot, yes or no to the checklist....you must also be a part time politician...yes dont use it, sort of use it and then always use it to check yourself after not using it....sometimesFreelanceInstructor wrote: ↑Thu Oct 03, 2019 2:07 amI do actually agree with this approach....some what. I am a huge advocate for flow checks, coupled with using the checklist as a true check list. When you go to the grocery store, you pick out the crap you need, then go through the list to make sure everything was in the cart. Using this approach, there is an added level of safety that really only takes a few extra moments. However, until you fully understand why you are doing the items on the checklist while completing a flow check, you can't just put away the checklist and learn it from memory. Moral of the story, however you decide to do the required tasks, always always always follow it up with the checklist. If not, you'll end up a statistic at some point.Oldguystrtn2fly wrote: ↑Thu Oct 03, 2019 1:59 am My instructor told me after three or four lessons to put away the checklist so i could learn to do it from memory......
Re: fifty reasons to find a new instructor
No real reason given, just "it's not allowed."
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Re: fifty reasons to find a new instructor
When your instructor doesn't know what flight following is (I heard that from a friend)
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Re: fifty reasons to find a new instructor
FWIW:
25 years military on pistons, jets, helicopters: all memory
15 years corporate: pre-flight, pre-start, start/post start checks all memory. Everything else checklist; taxi, take-off, etc.
6 years TC: checklist.
25 years military on pistons, jets, helicopters: all memory
15 years corporate: pre-flight, pre-start, start/post start checks all memory. Everything else checklist; taxi, take-off, etc.
6 years TC: checklist.
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Re: fifty reasons to find a new instructor
Headwind vs Tailwind.... Think about it for a minute.....digits_ wrote: ↑Wed Oct 02, 2019 1:57 pmI agree with the general idea of your post, but ehh... power settings differing with wind conditions and direction of wind?CanadianBird wrote: ↑Wed Oct 02, 2019 1:35 pmHe said "target a specific power setting and speed". Both will differ with wind conditions, altitude, direction of wind. You can't just "Pull it back to 1800 rpm and slow up". Plus, that's not what the reasoning is for slow flight. It's to understand what it feels like just before a stall. If you are looking at only airspeed and power settings to determine when you might stall, I suggest you fins a new instructor as well.
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Re: fifty reasons to find a new instructor
CanadianBird wrote: ↑Thu Oct 17, 2019 10:22 am
Headwind vs Tailwind.... Think about it for a minute.....
You are saying that the power setting and IAS (not GS, IAS...) required to enter and maintain slow flight depends on wind? Think about it for a minute...
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Re: fifty reasons to find a new instructor
I"m saying they will be different. They won't be identical. Attitude, GS won't be the same. You'll require different power settings to achieve IAS at different attitudes.the-minister31 wrote: ↑Thu Oct 17, 2019 10:27 amCanadianBird wrote: ↑Thu Oct 17, 2019 10:22 am
Headwind vs Tailwind.... Think about it for a minute.....
You are saying that the power setting and IAS (not GS, IAS...) required to enter and maintain slow flight depends on wind? Think about it for a minute...
You're telling me that you can fly into a 15 kt headwind, obtain slow flight... Then do a 180, and using the exact same power, and attitude and be back into a similar slow flight situation while maintaining altitude?
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Re: fifty reasons to find a new instructor
Yes, exactly. The ONLY thing that will change is GS. Lots of thing will affect slow flight parameters : weight, CG, air density, turbulence, etc. but wind is sure as hell not one of them !CanadianBird wrote: ↑Thu Oct 17, 2019 10:22 am
I"m saying they will be different. They won't be identical. Attitude, GS won't be the same. You'll require different power settings to achieve IAS at different attitudes.
You're telling me that you can fly into a 15 kt headwind, obtain slow flight... Then do a 180, and using the exact same power, and attitude and be back into a similar slow flight situation?
Exercice 11 in the well known purple Flight Training Manual...
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Re: fifty reasons to find a new instructor
Right... you don't obtain more lift in a headwind than a tailwind. There's going to be a difference. It may be minimal, but there will be a difference in power setting and attitude of the aircraft in opposite directions.the-minister31 wrote: ↑Thu Oct 17, 2019 10:44 amYes, exactly. The ONLY thing that will change is GS. Lots of thing will affect slow flight parameters : weight, CG, air density, turbulence, etc. but wind is sure as hell not one of them !CanadianBird wrote: ↑Thu Oct 17, 2019 10:22 am
I"m saying they will be different. They won't be identical. Attitude, GS won't be the same. You'll require different power settings to achieve IAS at different attitudes.
You're telling me that you can fly into a 15 kt headwind, obtain slow flight... Then do a 180, and using the exact same power, and attitude and be back into a similar slow flight situation?
Exercice 11 in the well known purple Flight Training Manual...
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Re: fifty reasons to find a new instructor
I'd like to see where you got that from, because HW or TW the IAS will be the same, relative wind is exactly the same... Lift and drag will be the same...CanadianBird wrote: ↑Thu Oct 17, 2019 10:56 am Right... you don't obtain more lift in a headwind than a tailwind. There's going to be a difference. It may be minimal, but there will be a difference in power setting and attitude of the aircraft in opposite directions.
Re: fifty reasons to find a new instructor
What would be the reason for a difference based on direction?CanadianBird wrote: ↑Thu Oct 17, 2019 10:56 am Right... you don't obtain more lift in a headwind than a tailwind. There's going to be a difference. It may be minimal, but there will be a difference in power setting and attitude of the aircraft in opposite directions.