Roundsounds

Just use 1/2 flap for the approach when doing touch and goes. When I had a flying school I banned flap retraction on the runway when moving (mitigates the risks associated with inadvertent gear retraction and ground loops) . I had a standard operating procedure to use takeoff flap when conducting touch and goes, but also taught full flap go-arounds including after touch down. The aircraft are certified for full flap go arounds.

The resultant roll from yaw is due mainly to dihedral, not one wing travelling faster than the other. I’m talking typical GA trainer, not airplanes with swept wings.

A proper understanding of the aerodynamics associated with un-coordinated flight would be a good start. The fear you mentioned is related to the lack of understanding. The BS taught as to why an aeroplane rolls when yawed constantly amazes me.

I would estimate at least 70% of pilots I completed tailwheel endorsements with would have completed skidding turns at some point. Most frequently on a marginal glide approach, trying to stretch the glide, minimise bank angle and away they’d go. The offenders were of all levels of experience. Whenever I had the chance we would go to altitude and see how close to a stall / spin they’d been. I hope this may have saved a life or two. unfortunately most current training aircraft do not permit this demonstration. The Citabria would have to be one of the best training aeroplanes produced.

Great advice, the other consideration / red flag being anytime you have aileron input and no corresponding roll. This is absolutely the case in the typical base / final turn spin. Many pilots are unaware of the fact they are holding off bank in these turns as the result of incorrect pro turn rudder input, resulting in a skidding turn.

You’re overthinking this whole thing. Each aeroplane type behave differently, stall and spin entry / recovery procedures will be found in the flight manual. Don’t think about down elevator, think in terms of reducing angle of attack. If you’re in an inverted spin you’ll need “up” elevator to reduce the angle of attack. Again don’t stress, you should seek proper instruction in each aeroplane type.

Hopefully you’re learning a lot of prevention skills? The technical term for UA training now is Upset Prevention and Recovery Training (UPRT). The most common upset killers are generally non-recoverable due to a lack of height, hence the desire to prevent an event developing at all.

You’d likely find the aeroplanes would have departed with a fault related to the braking system. Typically wheel brakes are automatically applied when landing gear is retracted. If a brake was unserviceable (some are permitted to be U/S) the crew would leave the gear extended to allow the wheels to spin down before retracting them.

I’ve never understood this gung-ho approach to first solos. I’ve sent many, many people solo. It’s always been a mutual decision, I’ll let the student know when I think they are near the standard and get them to tell me when they feel ready. The odd person will need a bit of encouragement, but I have found this method works. The human factors impact on simply stepping out and saying go for it is irresponsible at best!

Ian, there are a couple of points worth noting. - reduced hours PPL / CPL courses are based on ICAO Annex 6 guidelines. The basis for the reduction of hours being based on a syllabus integrating theory with the practical components of flight training. ICAO guidelines require training organisations delivering the reduced hour courses to hold what we would know as a Part 141/142 certificate. - the requirement to conduct flight training other than the shorter PPL / CPL courses under a Part 141/142 certificate organisation is not an ICAO recommendation. - ICAO Annex 6 privile

As Nev says, V1, VR and V2 as defined have zero relevance to Single Engine GA aeroplanes. this discussion is more about threat and error management considerations during takeoff. a very worthwhile discussion.

There’s no way the weight increase will happen in any practical way. It’ll soon be easier to go experimental.

Read the material behind the links I’ve shared if you are genuine about understanding these speeds. I teach this stuff in my day job.

The stopping distance is predicated on the application of wheel brakes, this can’t be done with the wheels off the ground. V1 does not apply to single engine light aircraft. have a read of this document to understand the application of V1. CAO 20.7.1B

V1, VR and V2 have specific definitions and are speeds relating to performance criteria applicable to large transport category aeroplanes. You cannot apply theses speeds to small single engine aeroplanes. If you want to apply some TEM strategies to your operations that’s fine, but you’re never going to change the definitions of the above V speeds. This document explains these speeds. https://www.faa.gov/other_visit/aviation_industry/airline_operators/training/media/takeoff_safety.pdf