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TP thanks for that. My reply was in response to the statement that no instructors comment here. I was trying to add a QFI voice to the discussion without using a QFI voice. As I said I am well aware of spin characteristics of a number of aircraft, some avgas some turbine.. I have done aerobatic charters for years and, shock horror, I am qualified to teach aerobatics (including fully developed spins and their recovery). I would hazard a guess that most QFI's will not comment on a forum because (just like horse trainers and tv nutritionists) the only thing you can get two people around here to agree on, is that a third is doing it wrong.... I agree there is not time to quote by rote but one must first gain the knowledge to react instinctually. Generally that knowledge comes form either text or teacher. If there is no teacher available (there are plenty of good and bad ones on youtube if you prefer that method) then text will have to suffice. There is nothing wrong with "Flying the desk" after reading something, it may transfer well when the time comes actual flight instruction. No, flight is not taught by correspondence but the theory is... VERY OFTEN, ask John and Martha King (who didn't have "Date night with Martha" when they were learning POF?) or Rod Machado. If you expect to only learn the knowledge and practice from flight instruction or in the aircraft alone you must have very very deep pockets and a very very thick wallet.

Here is the advice from the RAAus instructor reference manual... Instructor. I am now reducing the power and you can see that the nose pitches down and yaws. To prevent height loss I am applying back pressure to the control column and sufficient rudder to stop further yaw. As the speed drops further I apply more back pressure and keeping the wings level using more rudder. Note the reduced airspeed and the comparatively high nose attitude. I can feel that the controls are becoming less responsive and now we hear the stall warning. There is a slight buffet and a quick glance at the airspeed which is registering XX knots. The control column is now fully back, the nose pitches down and we are losing height. That was a stall and I am recovering by simply releasing the back pressure on the control column and smoothly pitching the nose attitude to just below the horizon. As the speed increases I can apply cruise power and fully recover to level and straight flight. You can see that this is a fairly straight forward procedure which we will be introducing you to during the next exercise.... Now you demonstrate the effect of power on the stall, resulting in slower speed reduction, more sensitive elevator and rudder due to slipstream effect, and less effective ailerons as they are outside the slipstream. A slightly higher nose attitude at stall will be evident and a reduced airspeed at stall due to power application. The aircraft may show an increased tendency for uncommanded yaw. Ensure the student completes the correct recovery actions, pitching the nose down to just below horizon while applying full power. The resulting pitching up and yaw due to power application should be controlled and finally wings leveled if roll occurs. Demonstrate the effect of flaps on the stall, commencing with half flap and then full flap. Expected outcomes include a faster speed reduction, slightly lower nose attitude and reduced airspeed at stall. Demonstrate the recovery action including raising flaps at safe speed and in stages. The student should then practice these with the Instructor monitoring. Now demonstrate the effect of power and flaps and provide reference to an approach configuration, resulting in slightly higher nose attitude, increased tendency for a wing to drop, reduced airspeed and the need for prompt recovery action. It is essential that the student becomes highly proficient with recognition and recovery from this type of stall and does not allow the nose to pitch too high, and context is provided relative to the approach configuration and the conduct of go-around manoeuvres. And the NZ CAA instructor reference manual (which oddly enough is written in more plain english the the Australian one) says; To unstall Decrease the backpressure, or check forward, with ailerons neutral and remaining straight on the reference point with rudder. The student should be reminded that check forward with the elevator is a smooth but positive control movement but not a push. The correct use of aileron must be reinforced toproduce the required automatic response. Advanced Manoeuvres: Advanced Stalling 5 To minimise altitude loss Full power is smoothly but positively applied – use rudder to keep straight – and the nose is smoothly raised to the horizon. There is no need to hold the nose down as excessive altitude will be lost, while increasing backpressure too rapidly, or jerking, may cause a secondary stall. The result is sufficient to arrest the sink and minimise the altitude loss. Hold the aeroplane in the nose-on-the-horizon attitude and reduce the flap setting (as appropriate to aeroplane type) immediately. Do not raise all the flap at this stage, for example in a PA 38 reduce to one notch of flap, or in a C152 reduce the setting by at least 10 degrees. Any benefit of attitude plus power will be reduced the longer the aeroplane is held in the nose-on-the-horizon attitude with full flap extended. A pitch change will occur as flap is raised if uncorrected, therefore, the nose attitude must be held constant. In addition, flap should not be raised with the nose below the horizon, as this will result in considerable altitude loss. Before raising the remaining flap, there are three criteria that must be met; • safe altitude, • safe airspeed (above a minimum and accelerating), and • a positive rate of climb (to counter the sink as a result of reducing lift through flap retraction). When these conditions have been met, raise the remaining flap and counter the pitch change. The aeroplane will continue to accelerate, and at the nominated climb speed, select the climb attitude. Straight and level flight should be regained at the starting altitude, and the reference point or heading regained if necessary. The student should expect an altitude loss of less than 50 feet, and reducing to zero when recovering at onset. Sorry for the theory lesson.

Want the ultimate ATC tape for an emergency.. Canadian MU-2 ROM double engine failure in IMC 4000f/min ROD gets within 100 feet of terrain!! Manages a restart saves the day and stays calm the entire time!!!! 2 part series. Its also a perfect example of ADM and resource management.

Break the stall... Reduce the AOA to less than the critical angle and keep it there.. Anything else you can deal with after that. Dont secondary stall with power! If It's spinning can I suggest you know the aircrafts recovery procedure.. Some are full forward some are neutral, one I flew even had a white line on the panel, if it spun you put the stick to the white line..... I have done hundreds of intentional spins and I can say generally (assuming you are in C of G) if you just let the stick go it will end up not in a spin, it will end up in something you know how to get out of.. Roll to the nearest horizon and pull (carefully).....

I remember doing some training in accident investigation and they raised some statistics. It turned out that at one point in time the R-22 was at the same time the most dangerous and the safest helicopter to fly in. If you simply looked at accidents resulting in serious or fatal injuries the R-22 featured in significantly more crashes than any other helicopter. I think it was more than twice number 2... But if you simply divided that number by the number of hours flown by type per crash it was by far the safest (excluding types with no accident history and small numbers or new types). The B-206 was in a similar boat... Remember there are lies, damned lies, and then statistics....

Nor should they be expected to work for nothing. Instructors have dedicated a lot of their time and money into obtaining and maintaining their qualifications. To work for nothing is to severely undervalue the worth and value of the qualification. You dont expect the plumber to clear a drain for nothing, you dont expect the LAME to work on the plane for nothing and you dont expect Jims mowing to clean up the garden for free. Why should we expect instructors to work for free or for next to nothing? If the cost of the instructor is going to mean you cant afford the flight training then it is entirely probable you won't be able to afford to remain recent / competent when you get the qualifications anyway. When I started instructing (in the 90's) junior instructors were expected to work for free to "Build experience" and even senior ones were paid bugger all. Like many I did charters for nothing, flew positioning flights for free and instructed for the cost of a hamburger!! Did I stay in that environment? Nope I moved out of it, so did many who were better or more experienced than me simply because they could pay their bills!! The industry lost a lot of experience and good people simply because they actually wanted to get paid a fair amount. Its fair enough for those able to afford it to work for free (especially when supporting a cause or when trying to help a young person with a lot of dedication and potential) and I agree i am happy to not charge for an extended debrief or to help out in person or over the phone with questions for free it about building a relationship between students and instructors. But then again to each their own and if people are happy to work for the love of flying thats their prerogative.

I have to say i love physics. Watch and enjoy

You haven't lived until you have done night single engine IFR in actual.....

Agree completely and a good short field operator at the top of their game is great to watch. Watch some of them constantly moving then elevators to see how much they have left. It’s awesome to watch. Personally I don’t fly enough anymore to have that level of confidence or motor skills.Once when I was doing it every day absolutely! These days I prefer a nice big buffer 1.4 VS as a min manoeuvring speed back to 1.3 over the fence. No need for a stall warning then it never gets close enough! But i can still appreciate a good set of hands and feet doing it well.

You would want to be 100% confident in that indicator and it’s accuracy! As well as being right at the top of your flying game! That close to the stall requires a lot of recency, skill, and practice regardless of What’s installed on the dash!

Ok this one is a bit of the wall. I have already flown 80%of the Australian coast line (not in one go but most of it below 1000' only bits of TAS and the top of WA I didn't do) as well as most of PNG and every inch of Bougainville several times (are you a WW2 buff? thats the place to go!). But the flight I always wanted to do was one I couldn't swindle the ADF paying for even though we were almost there a few times. I want to fly down to Maralinga. Find the old Emu field, and do a tour of the place. My father was seconded to the RAF from the RAAF down there when they were letting off the big ones. He has so many stories about life in the camp down there. About the "Australian ingenuity" that went into making it liveable within the "Very British" regulations they had to follow. I want to fly down, have a good look around form the air, land and go over what's still there from the camp. It's odd I didn't get to considering I spent time at Woomera testing things that made much smallerler bangs!!!

VH-UQI according to the news

Which further complicates it if the only aerodrome with a TAF near you has active class C and you don’t meet the equipment / qualifications to fly in class c....

I am aware of several instances of the simple DJI phantom being modified to drop a grenade or IED.. Simple effective and targeted... Less then $2K total cost and can be deployed over 1KM away.

Big breath in here folks. Just think for a moment.. Is BRP selling enough Rotax engines to keep themselves afloat right now? Without military sales to back them up would they pull the pin in Rotax?

Did the power actually drop to 4800RPM? i.e. was there a commensurate performance drop? Looking at indicating system errors? Tell me about the fuel? Are you getting complete combustion or a reduction due to contamination or incorrect fuel? What was the EGT / CHT doing?

Something is reducing the amount of air you are getting at full suction. Do you have ducting that is collapsing? Oil or other body blocking an air filter? Out on a wing here as you didn't mention the environmental conditions... Inlet icing?

I was presented this question on pilots course on a navigation exam as a "Bonus point" question..... I will leave it to those who haven't seen it before !!!

You used a paper map to plan the flight using a ruler and a blunt pencil.. You planned on a WAC and used a Wizz Wheel for the heading and GS calculations. Did you also allow one minute per 1000 feet of climb into your ETI based on a rule of thumb? In flight you used a GPS that was accurate to the second that it was looked at whereas your planning was based on an average for the entire leg...

Glass houses and throwing stones.... Thats all I have to say about that....

With the cost and reliability of Sat Phones these days why would you even bother???? Have used HF A LOT over the years. Its nice and reliable and free to use but never seen a small lite set-up....

Will look for the links when i get home. But if you go to the FAA website (the us one) there are some awesome free books on there. Good POF and Met (but everything turns the wrong way), human factors etc. all free to download.

Hand operated brakes are a real PTA in my opinion. Manys the time I have asked a passenger to hold the stick all the way back for me while we taxi along so I can have 2 hands free for taxiing! But it is what it is!

Its not just this guy. USAF report released yesterday on a recent F-35 crash shows 4 porpoises on landng before the flight control system gave up trying to help and the pilot had to punch out as the jet was pointing at the ground in full burner. He had full back stick, the fly by wire was giving full nose down!!!! Will post a video link when its available... Yes there was more to it, wrong auto throttle setting and landing 50kias too fast but it was still a basic porpoise that resulted in the loss of the jet!

Get a few good famil flights. They are sweet to fly very predictable but they are not just a big Cherokee. Landings are ok but no bounces or they porpoise well oh and the stall can really really bite you they like to drop a wing!