AVCANADA

I was thinking that. I'm glad you asked. My guess is it disconnected somewhere after they joined so both were disconnected.

Just curious, but how did you manage to get it out, was it a fully developed spin and how much altitude did it take?

think the probability is much higher when the aircraft is subjected to the extreme attitudes and high Gee loadings of aerobatics

Of all the questions a 10 hr PPL could want to ask on a flight training board why is this the only thing you care about

Andrew172 I see you are still obsessing about the jammed control scenario. Of all the questions a 10 hr PPL could want to ask on a flight training board why is this the only thing you care about .........

Because it seems that control failure is the only one emergency thing which is not covered in trainings. In my situation, we did all emergency training lessons before my first solo and control failures were not covered.

Let's say we are flying a small single engine aircraft, we enter a normal left turn and when we reach the bank angle, we are unable to release the yoke back to neutral, it's jammed there. Can we overcome it? Is it a controllable situation if we use full opposite rudder? Can we stop the roll?

the aicraft will keep rolling and in a few seconds we gonna crash

In a multi-engine I think you have one more option, that's asymmetric thrust, so it's a little easier to counteract the roll, but what about single engine scenario?

Maybe.

Most instructors would reluctantly discuss and maybe even instruct you in the plane infinite scenarios and what ifs. They might not be excited but the school owner would be giddy.

1) Nobody told me which are the most common and I think it is not really important for me to know them as long as I was trained to pay attention equally to all aspects to be checked during the walkaround. I realize that some of them are more common than others but I check them all in the correct order and manner and doing it this way I can't figure out why it would be a problem. You say it's worth to know the most common faults to pay extra attention checking them? I prefer to do that for all of them.

2) Testing the fuel from all sources.

3) My instructor told me that recommended quantity is >=6 quarts. Call the mechanic to check and refill it.

3) Throttle up a bit and wait for oil pressure to rise. If it's not in green, don't go.

4) There's no mention for a minimum drop in POH, it says max drop per each and per both, but no min, however I'm not sure if it's ok or not, I wouldn't takeoff, I'll ask the mechanic.

5) About 600 RPM. Didn't know exactly the value. I think if it's not in that range you don't have enough power or the engine can quit itself. Again, call the mechanic to fix it. The idle power RPM is a mandatory check? It is not clearly mentioned in checklists or manuals. If it's not in the correct range, it would be obvious that you have engine problems during run-up check, am I right? So is it necessary to check it separately?

6) Glide speed 65 kts, check for obstacles, secure the cabin if you have time, call ATC etc. But first you have to fly the airplane, make sure your speed is recommended glide speed.

7) Reduced engine power, drop in RPM.

8 Checking all remaining engine controls, fuel pump on, mixture etc. and keeping carb heat on to de-ice. Finding the nearest airport and monitoring the engine situation. Preparing for an off-airport landing if it gets worse.