I'm going to be doing my aerobatic instructor rating flight test in the next few weeks, does anyone have any advice or past experiences that might be helpful?
Any other tips for teaching aerobatics would be greatly appreciated!
(Headley I'm sure you've got some!)
Aerobatic Instructor Rating
Moderators: sky's the limit, sepia, Sulako, Right Seat Captain, lilfssister, North Shore
Re: Aerobatic Instructor Rating
I think I've mentioned two books you should get:
Basic Aerobatics and Advanced Aerobatics by Mikey Goulian
It's hard to give you good advice out of the blue, not knowing your level of experience, or what type of airplane you're going to be flying.
It goes without saying that you should be able to effortlessly and precisely fly all the maneuvers listed in the class 2 rating, in the airplane you're going to be doing the rating on.
You should know all the limitations and tricks and intricacies of your particular aircraft type. You should be a master of spin recovery, and be expert at recovering from blown maneuvers without hitting the ground, or overstressing the aircraft. You should have memorized the important parts of the POH.
You should develop PGI's for all of the maneuvers listed in the class 2 rating CAR. This may be easy or hard for you. If you already have a class 4/3/2/1 "normal" instructor rating, it should be pretty easy for you. If not, it may be more of a struggle.
Before you even start you class 2 instructor rating, if you don't hold a "normal" instructor rating, hire a class 1 instructor to teach you how to construct a PGI - he doesn't have to know squat about aerobatics.
Now onto the student. Remember, there's a student in all of this? It will likely be his very first time upside down. Time for some Human Factors training:
1) fear
2) nausea
3) positive G tolerance
4) negative G tolerance
Pretty much in order, these are the 4 human factors that any student is going to need to learn about and master to fly aerobatics. #4 is optional, depending upon aircraft systems (inverted fuel and oil).
You have to get the student over his fear - even if he macho-style won't admit it. This comes from confidence in you, and the airplane.
Nausea is a biggie. Tolerance builds over time. Fly right to the limit of his nausea, then it's straight and level, HIM FLYING, back to the airport. Bring ziplock bags, if you're good, he won't need to use them.
Learn the grunt for +ve G. It's easy and simple. Go lift some weights in the gym until you can pull 4G and talk normally.
LOOK OUTSIDE.
Safety: Minimum altitudes. Respect the 2000 AGL "hard deck". Please don't hit the ground, ok?
Learn about your aircraft's Vg/Vn diagram, +ve and -ve Va speeds. Max control deflection speeds. Don't hurt the airplane. Monitor your fuel state and oil pressure while you're teaching.
Junk in the tail. Get it all out so you don't have the controls jam up on you. A careful preflight is essential. Be careful with his headset cord - don't foul the stick. His pockets (and yours) must be empty - you don't want junk floating around the cockpit.
Keep a good lookout for other aircraft. Lots to do while you're instructing!
And most of all ... HAVE FUN! I sure as hell do. I have more fun than any 10 people I know, which really pisses a lot of people off - I guess they're unhappy about their lives or something, and get angry at me because I am not.
Basic Aerobatics and Advanced Aerobatics by Mikey Goulian
It's hard to give you good advice out of the blue, not knowing your level of experience, or what type of airplane you're going to be flying.
It goes without saying that you should be able to effortlessly and precisely fly all the maneuvers listed in the class 2 rating, in the airplane you're going to be doing the rating on.
You should know all the limitations and tricks and intricacies of your particular aircraft type. You should be a master of spin recovery, and be expert at recovering from blown maneuvers without hitting the ground, or overstressing the aircraft. You should have memorized the important parts of the POH.
You should develop PGI's for all of the maneuvers listed in the class 2 rating CAR. This may be easy or hard for you. If you already have a class 4/3/2/1 "normal" instructor rating, it should be pretty easy for you. If not, it may be more of a struggle.
Before you even start you class 2 instructor rating, if you don't hold a "normal" instructor rating, hire a class 1 instructor to teach you how to construct a PGI - he doesn't have to know squat about aerobatics.
Now onto the student. Remember, there's a student in all of this? It will likely be his very first time upside down. Time for some Human Factors training:
1) fear
2) nausea
3) positive G tolerance
4) negative G tolerance
Pretty much in order, these are the 4 human factors that any student is going to need to learn about and master to fly aerobatics. #4 is optional, depending upon aircraft systems (inverted fuel and oil).
You have to get the student over his fear - even if he macho-style won't admit it. This comes from confidence in you, and the airplane.
Nausea is a biggie. Tolerance builds over time. Fly right to the limit of his nausea, then it's straight and level, HIM FLYING, back to the airport. Bring ziplock bags, if you're good, he won't need to use them.
Learn the grunt for +ve G. It's easy and simple. Go lift some weights in the gym until you can pull 4G and talk normally.
LOOK OUTSIDE.
Safety: Minimum altitudes. Respect the 2000 AGL "hard deck". Please don't hit the ground, ok?
Learn about your aircraft's Vg/Vn diagram, +ve and -ve Va speeds. Max control deflection speeds. Don't hurt the airplane. Monitor your fuel state and oil pressure while you're teaching.
Junk in the tail. Get it all out so you don't have the controls jam up on you. A careful preflight is essential. Be careful with his headset cord - don't foul the stick. His pockets (and yours) must be empty - you don't want junk floating around the cockpit.
Keep a good lookout for other aircraft. Lots to do while you're instructing!
And most of all ... HAVE FUN! I sure as hell do. I have more fun than any 10 people I know, which really pisses a lot of people off - I guess they're unhappy about their lives or something, and get angry at me because I am not.
Re: Aerobatic Instructor Rating
Thanks Hedley, great advice.
I already hold a "normal" instructor rating and have read the two books you referenced and found them quite helpful.
The aircraft I'm using is a Zlin 242 with an inverted fuel/oil system. Great airplane but a little underpowered.
Any advice for the TC flight test? It seems pretty straight forward but any input would be great.
I already hold a "normal" instructor rating and have read the two books you referenced and found them quite helpful.
The aircraft I'm using is a Zlin 242 with an inverted fuel/oil system. Great airplane but a little underpowered.
Any advice for the TC flight test? It seems pretty straight forward but any input would be great.
Re: Aerobatic Instructor Rating
that's a big help!I already hold a "normal" instructor rating
Like any other TC instructor rating flight test, you know as a "normal" instructor that it's really passed or failed on the ground. Rarely is there any problem with the candidate's ability to fly the airplane.Any advice for the TC flight test?
The quality of your PGI (and your pre-flight briefing - don't forget that!) are really what matter. Free advice - print out a copy of the flight instructor flight test guide, and refer to it to make sure you have done everything in it for your PGI & pre-flight. Don't miss anything!
Since you already hold a "normal" instructor rating, if he likes what he sees, the examiner is unlikely to drill you on your ground instruction, because you should already know what you are doing there. This is NOT the case for someone who doesn't already hold a "normal" instructor rating.
What he will be looking for is your knowledge of aerobatics and the particular aircraft, because that's what's new for you here. You should have memorized CARs 602.27 and 602.28, and like I said, you should know the aircraft REALLY well eg don't dream of showing up without an W&B which often has different limits for different categories.
Parachutes. Sh1t, I forgot to mention them. They are not legally required, nor are they legally required to be repacked if you have them. But if you have them, you should be familiar with their use, and should teach the student about them.
The flight itself should be quite fun. At least, every time I do aerobatics, I enjoy it immensely.
I remember years ago, doing an aerobatic instructor flight test, I had the DOT examiner attempt the takeoff in the Pitts. The simultaneous oscillations in pitch and yaw were hilarious. Like I said, enjoy the flight. Demo a maneuver - perfectly. Have the student fly the maneuver, and critique his major errors. If the maneuver is really complicated, break the maneuver down into components and have him practice the building blocks before he attempts putting it all together.
You already know all this stuff because you're already an instructor.
If he asks you to teach a "first" aerobatic lesson - he lobs you a softball - I might start with an aileron roll. A gentle thing of beauty and a real confidence builder.
Have fun! Enjoy the test. Sounds weird, but I do.
Last edited by Hedley on Fri Mar 19, 2010 8:47 am, edited 2 times in total.
Re: Aerobatic Instructor Rating
Couple of points. Am not an instructor, aerobatic or otherwise but have had a lot of aerobatic instruction from some very good and some not so good instructors.
#1 - do not try to impress your students with your skills. What is most important is for them to feel comfortable you know what you are doing, so don't try anything you are not 100% comfortable doing just to impress them, just say sorry, no can do.
#2 - listen to them carefully, I suppose in the zlin side by side you could tell if somebody is uneasy but if you are in a Citabria/Decathlon or other situation where you are in back and can't see them you have to listen carefully for signs they are getting queezy. Stop immediately and don't charge for unused air time because somebody got sick. They won't be back.
#3 - be prepared to keep the lessons short. This buisness of 1 hour lessons is crazy for most normal people (Fighter Combat had that rule .. very dumb). I probably still could not do a solid hour of aerobatics without getting a headache, usually its 20 minutes. Give people a break and keep the lessons very short to begin with. Most people get sick not so much because of the motion but because of the psychology of the motion. It takes a few lessons for your brain to figure out this is sort of normal .. after that you are ok, so be sensitive to peoples tollerance. Don't assume a big strapping guy can take all you can dish out, its usually the opposite. The short women usually can take much more initially than men can... go figure. Also most people won't tell you they are not feeling good or did not enjoy it, they just won't come back. Better to leave them wanting more than less.
#4 - Id suggest some kind of recording device so the student can review the flight. its so expensive that being able to review it with them after is probably very useful. I certainly enjoy reviewing my own performance and its very helpful and ridiculously cheap these days.
#5 Don't go hide in a practice area outside of controlled airspace. We are now allowed to do aerobatics in controlled airspace and its MUCH safer and allows you to concentrate on the flying without worrying about planes constantly around you. Take advantage of it, You should have no trouble getting a block - 4-8k or something in most controlled airspace.
#1 - do not try to impress your students with your skills. What is most important is for them to feel comfortable you know what you are doing, so don't try anything you are not 100% comfortable doing just to impress them, just say sorry, no can do.
#2 - listen to them carefully, I suppose in the zlin side by side you could tell if somebody is uneasy but if you are in a Citabria/Decathlon or other situation where you are in back and can't see them you have to listen carefully for signs they are getting queezy. Stop immediately and don't charge for unused air time because somebody got sick. They won't be back.
#3 - be prepared to keep the lessons short. This buisness of 1 hour lessons is crazy for most normal people (Fighter Combat had that rule .. very dumb). I probably still could not do a solid hour of aerobatics without getting a headache, usually its 20 minutes. Give people a break and keep the lessons very short to begin with. Most people get sick not so much because of the motion but because of the psychology of the motion. It takes a few lessons for your brain to figure out this is sort of normal .. after that you are ok, so be sensitive to peoples tollerance. Don't assume a big strapping guy can take all you can dish out, its usually the opposite. The short women usually can take much more initially than men can... go figure. Also most people won't tell you they are not feeling good or did not enjoy it, they just won't come back. Better to leave them wanting more than less.
#4 - Id suggest some kind of recording device so the student can review the flight. its so expensive that being able to review it with them after is probably very useful. I certainly enjoy reviewing my own performance and its very helpful and ridiculously cheap these days.
#5 Don't go hide in a practice area outside of controlled airspace. We are now allowed to do aerobatics in controlled airspace and its MUCH safer and allows you to concentrate on the flying without worrying about planes constantly around you. Take advantage of it, You should have no trouble getting a block - 4-8k or something in most controlled airspace.
Re: Aerobatic Instructor Rating
That's exactly what I'm looking for. Great tips, thanks.
Re: Aerobatic Instructor Rating
I know that there is an exemption to CAR 602.27 about conducting aerobatics within controlled airspace but I have been unable to find it. I have it paraphrased into a word doc. but can't find the original. Any idea where its found?
Re: Aerobatic Instructor Rating
This is the one flight test I didn't sweat over either time, both Class II and Class I.
I'd spent 20 odd years teaching this stuff before I did the aerobatic instructor rating!
The important thing to remember is this is about having fun and treat it as such it's a fun ride.
Of course know the CARS, ensure all the safety stuff is fully covered, and know the human factors involved.
The 'first' aerobatic lesson as far as I am concerned is 'general flying' with little actual aerobatic content.
There's no point beginning aerobatic training if you can't already fly an aeroplane well.
A steep turn will highlight the students abilities as will slow flight.
So I start with these and progress to more slow flight exercises.
Aerobatics are high speed and slow speed... Be able to roll the aeroplane at low speed and you can do a good roll off the top!
Get it wrong because you don't have the sensitivety to manoeuvre at low speeds and you'll come unstuck.
IMHO each manoeuvre should be taught singularly and when satisfactory ability is shown then we move on to the next.
Doing a whole series of manoeuvres in one session is a waste of time!
So I go General Flying, Pitch, Roll, and Yaw, in that order, Loop, Aileron Roll through to Slow Roll, Stall Turn, and then combine them, Cubans, Rolls off the top, Vertical Roll with a Stall Turn, and then I go to Wing Overs, a difficult manoeuvre for many an aerobatic pilot it seems!, and on to the Barrel Roll.
I don't believe in teaching the habits of the barrel roll before the Slow Roll is accomplished.
The most important facet an Aerobatic Instructor has is the ability to fix it when it goes wrong.
The next point is the briefing.
This needs to be visual, much more visual than I've seen many do.
A model aeroplane is very important.
Aerobatics is all about visualisation.
Don't write a load of text on the board!
My preference is to see any text being written on the board being developed as the lesson progresses rather than being there when the student sits down.
A instructor is value added and is there to enable the student to reach a full understanding over and above what he/she has already read in the book.
Leave 90% or more of the text in the book!
Chippy I just PM'd you... Send me an e-mail for my notes... I want to go fly the Chipmunk this afternoon.... It's been over six weeks
I'd spent 20 odd years teaching this stuff before I did the aerobatic instructor rating!
The important thing to remember is this is about having fun and treat it as such it's a fun ride.
Of course know the CARS, ensure all the safety stuff is fully covered, and know the human factors involved.
The 'first' aerobatic lesson as far as I am concerned is 'general flying' with little actual aerobatic content.
There's no point beginning aerobatic training if you can't already fly an aeroplane well.
A steep turn will highlight the students abilities as will slow flight.
So I start with these and progress to more slow flight exercises.
Aerobatics are high speed and slow speed... Be able to roll the aeroplane at low speed and you can do a good roll off the top!
Get it wrong because you don't have the sensitivety to manoeuvre at low speeds and you'll come unstuck.
IMHO each manoeuvre should be taught singularly and when satisfactory ability is shown then we move on to the next.
Doing a whole series of manoeuvres in one session is a waste of time!
So I go General Flying, Pitch, Roll, and Yaw, in that order, Loop, Aileron Roll through to Slow Roll, Stall Turn, and then combine them, Cubans, Rolls off the top, Vertical Roll with a Stall Turn, and then I go to Wing Overs, a difficult manoeuvre for many an aerobatic pilot it seems!, and on to the Barrel Roll.
I don't believe in teaching the habits of the barrel roll before the Slow Roll is accomplished.
The most important facet an Aerobatic Instructor has is the ability to fix it when it goes wrong.
The next point is the briefing.
This needs to be visual, much more visual than I've seen many do.
A model aeroplane is very important.
Aerobatics is all about visualisation.
Don't write a load of text on the board!
My preference is to see any text being written on the board being developed as the lesson progresses rather than being there when the student sits down.
A instructor is value added and is there to enable the student to reach a full understanding over and above what he/she has already read in the book.
Leave 90% or more of the text in the book!
Chippy I just PM'd you... Send me an e-mail for my notes... I want to go fly the Chipmunk this afternoon.... It's been over six weeks
Re: Aerobatic Instructor Rating
http://www.tc.gc.ca/CivilAviation/gener ... 602.27.htm
Exemption 602.27
Pursuant to subsection 5.9(2) of the Aeronautics Act, and after having taken into account that the exemption is both in the public interest and is not likely to affect aviation safety, I hereby exempt persons conducting aerobatic manoeuvres in an aircraft in controlled airspace, from the requirement set out in paragraph 602.27(b) of the Canadian Aviation Regulations (CARs), subject to the following conditions.
Paragraph 602.27(b) requires that no person operating an aircraft shall conduct aerobatic manoeuvres in controlled airspace, except in accordance with a Special Flight Operations Certificate issue pursuant to section 603.67.
PURPOSE
The purpose of this exemption is to permit persons operating an aircraft to conduct aerobatic manoeuvres in controlled airspace without requiring a Special Flight Operations Certificate issued pursuant to section 603.67 of the CARs.
APPLICATION
This exemption applies to ALL persons conducting aerobatic manoeuvres in an aircraft in controlled airspace.
CONDITIONS
This exemption is subject to the following conditions:
1. The person operating an aircraft to conduct aerobatic manoeuvres in controlled airspace shall comply with paragraphs 602.27(a), 602.27(c) and 602.27(d) of the CARs; (See previous page).
2. The person shall advise the appropriate air traffic services unit prior to conducting aerobatic manoeuvres in any class of controlled airspace that requires radio contact with air traffic services;
3. Where the aerobatic manoeuvres will be conducted in Class A, B or C airspace or Class D Control Zones, prior coordination between the person conducting the aerobatic manoeuvres and the air traffic control unit providing air traffic control services in the above airspace shall be carried out.
VALIDITY
This exemption comes into effect on APRIL 1, 2006 at 00:01 EDT and is in effect until the earliest of the following:
a. the date on which an amendment to the appropriate provisions of the Canadian Aviation Regulations and related standards comes into effect;
b. the date on which any condition set out in this exemption is breached; or
c. the date on which this exemption is cancelled, in writing, by the Minister where he is of the opinion that it is no longer in the public interest, or that it is likely to affect aviation safety.
Dated at Ottawa, Ontario, Canada, 16th day of March, 2006 on behalf of the Minister of Transport
Exemption 602.27
Pursuant to subsection 5.9(2) of the Aeronautics Act, and after having taken into account that the exemption is both in the public interest and is not likely to affect aviation safety, I hereby exempt persons conducting aerobatic manoeuvres in an aircraft in controlled airspace, from the requirement set out in paragraph 602.27(b) of the Canadian Aviation Regulations (CARs), subject to the following conditions.
Paragraph 602.27(b) requires that no person operating an aircraft shall conduct aerobatic manoeuvres in controlled airspace, except in accordance with a Special Flight Operations Certificate issue pursuant to section 603.67.
PURPOSE
The purpose of this exemption is to permit persons operating an aircraft to conduct aerobatic manoeuvres in controlled airspace without requiring a Special Flight Operations Certificate issued pursuant to section 603.67 of the CARs.
APPLICATION
This exemption applies to ALL persons conducting aerobatic manoeuvres in an aircraft in controlled airspace.
CONDITIONS
This exemption is subject to the following conditions:
1. The person operating an aircraft to conduct aerobatic manoeuvres in controlled airspace shall comply with paragraphs 602.27(a), 602.27(c) and 602.27(d) of the CARs; (See previous page).
2. The person shall advise the appropriate air traffic services unit prior to conducting aerobatic manoeuvres in any class of controlled airspace that requires radio contact with air traffic services;
3. Where the aerobatic manoeuvres will be conducted in Class A, B or C airspace or Class D Control Zones, prior coordination between the person conducting the aerobatic manoeuvres and the air traffic control unit providing air traffic control services in the above airspace shall be carried out.
VALIDITY
This exemption comes into effect on APRIL 1, 2006 at 00:01 EDT and is in effect until the earliest of the following:
a. the date on which an amendment to the appropriate provisions of the Canadian Aviation Regulations and related standards comes into effect;
b. the date on which any condition set out in this exemption is breached; or
c. the date on which this exemption is cancelled, in writing, by the Minister where he is of the opinion that it is no longer in the public interest, or that it is likely to affect aviation safety.
Dated at Ottawa, Ontario, Canada, 16th day of March, 2006 on behalf of the Minister of Transport
Re: Aerobatic Instructor Rating
This exemption is highly relevant to those of us in Ontario because
NavCan just made all the uncontrolled airspace in southern ontario
controlled class E above 2500 ASL.
For example, where I am, the ground level is 400 ASL so without
an individual SFOC IAW 603.67 you cannot do acro below 2400 ASL
but without this controlled airspace blanket exemption you cannot do
acro above 2500 ASL which leaves you with a ridiculously thin slice of
airspace - 100 feet vertically - where it is legal to do acro. Hard to do
much vertical in that!
Bring a copy of that exemption to your flight test. You should know
how to apply it to your airspace. There is some tricky wording in it
that people disagree on the interpretation of.
Note that the rules for acro and parachutes are completely different
in the USA.
NavCan just made all the uncontrolled airspace in southern ontario
controlled class E above 2500 ASL.
For example, where I am, the ground level is 400 ASL so without
an individual SFOC IAW 603.67 you cannot do acro below 2400 ASL
but without this controlled airspace blanket exemption you cannot do
acro above 2500 ASL which leaves you with a ridiculously thin slice of
airspace - 100 feet vertically - where it is legal to do acro. Hard to do
much vertical in that!
Bring a copy of that exemption to your flight test. You should know
how to apply it to your airspace. There is some tricky wording in it
that people disagree on the interpretation of.
Note that the rules for acro and parachutes are completely different
in the USA.
Re: Aerobatic Instructor Rating
Very interesting topic, and I don't want to hijack it, but I have a little question:
Parachutes are not mandatory in Canada, but do people generally wear them anyway? I try to imagine a situation where a parachute would be necessary and it seems to me that getting out of the broken/out of control airplane would be almost impossible. Any thoughts?
Parachutes are not mandatory in Canada, but do people generally wear them anyway? I try to imagine a situation where a parachute would be necessary and it seems to me that getting out of the broken/out of control airplane would be almost impossible. Any thoughts?
Think ahead or fall behind!
Re: Aerobatic Instructor Rating
It's a good idea. Keep in mind that the manufacturer says that you need to be out of the airplane and pulling the D ring at 1000 AGL for it to work. NOT starting to climb over the side at 1000 AGL with a high descent rate!do people generally wear them anyway?
Yes, there are many instances (eg structural failure resulting in high rates of rotation and thus G) where egress without an ejection seat would be impossible. However lots of people have successfully used parachutes, so even though they won't solve all your problems, they are worthwhile.
Personally, I'd love to have ejection seats in the C421, however the pax in the back seat, seeing the pilot and co-pilot ejecting after an engine failure after takeoff might disagree!
If nothing else, strapping on a parachute on the ramp is terribly macho, and if something does happen, it gives you something to do on the way down.
