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Just revised theory, I have only done a few simple poweroff stalls. And they're ok because you know you have 3000ft of sky below you. I think Nickduncs84 is right. Some time at altitude really exploring flying slow would definitely help. I'll have a talk to my instructor.

Background; Student with 18hs inc 2 solo. I revisited some of my emergency procedures, engine failures in the circuit, EFATO, stall-spin etc etc, in the morning before I was due to fly. Went up with the intention of doing an hour of solo circuits and realised I had scared myself into being FAST. I really struggled and had to force myself to pitch up enough to set the appropriate 'slow' departure and glide speeds. (60-70kn) Every time I had to slow down felt so very uncomfortable. Has anyone else ever had this?

Sat my exam last week and had a little smile to myself when I saw this one come up. Thanks to Dr Zoos I knew which to pick - the visual of throwing the passenger out was a great memory aid.

I have found a Gopro very useful during my training. I allows me to review each lesson and really reinforce what I am doing well and not so well. I also have time to think about and absorb instructions outside of the busyness of doing. (It's patched in to the intercom with a cable from skyshop so I can hear intercom and radio.) I have it mounted to the cockpit roof on centreline at head level and just behind my ear (fore-aft) It's set to the wide, (but not the ultra wide FOV) From this position the camera basically sees what I see. Instruments, stick position, and attitude of the nose. You can read the larger analogue gauges Tacho, ATL VSI IAS but the small gauges and glass display detail is too fine. I have also put a stack of graduated neutral density filters in front of the lens. These slow the shutter speed and blur out the prop so you don't get those stupid strobe stripe effects, and also helps to balance the exposure of inside and outside. As will all digital cameras the dynamic (light) range is much less that the human eye. Suction mount is about 90% reliable. It's dropped once or twice. I would use an adhesive mount were it my aircraft. It's been a really good investment for training. Do I expect to use it as much outside of training. No, it's not great entertainment. But maybe if I was flying somewhere interesting.

Let me start by saying I don't know anything about Jabaru engines. In Automotive terms I would suggest the heart of the issue is the mixture reaching the cylinders is too lean. The best explanation I have heard for this is that a significant amount of fuel vapour condensates on the walls of the cold manifolds. Thus the actual mixture reaching the cylinders is much leaner than the carburetor is trying to achieve. To over come this in the old days we used 'choke' to over-richen the mixture (so it didn't matter that some fuel was 'lost') until temperatures stabilised. Kids who have grown up spoilt with EFI and wondering what I am talking about. Warm air may stop icing in the carby, but it may not heat the manifold as quickly. Again, I don't know anything about Jabaru engines. I am just suggesting a mechanism that may explain the issue.

I read this post with great interest, as it was only a few months back I started circuit training. I was failing miserably with the workload. If I did the radio call I missed the turn, (and often spoke jibbersih on the radio also) if I did downwind checks I overshot my height and I could just not keep on centreline, let along judge that flaring point. But slowly it has improved. Good Instruction helps. Entering my 6th hour in the circuit just this week I was starting to feel a bit more confident. Still every circuit had its own minor deficiencies, (bit high, little off centre, turned a little early/late) But I had got to the stage that I was unphased and simply applied the corrections to make a more or less acceptable standard. But it was totally unexpected when it came. "I'm going to hop-out and I want you to do one more yourself." In that moment I suddenly understood what you guys had all been talking about. Am I ready? I have to trust that my instructor trusts me. But still...? So I was a certainly bit nervous and very, very aware that there was an escalated level of responsibility and consequence. I am glad he didn't give me any warning or time to think too much about it. So off I went. Wow! Not my best circuit, but it is the one I am most proud of. Just about every moment for the rest of the week I have going through it it my mind wanting to do it again. It seems so surreal. Well done Chris, I hope you feel the extra boost of enthusiasm I feel. Good luck with the rest of your training!

Been lurking a while and found lots of interesting reading on the site, so I though I should say hi! Early in my training at the moment (circuts, circuts, circuits...) But finally started after 25 years of "I'll get around to it one day" Enjoying a Tecnam P92 out of Lethbridge- I'm sure a few of you know the plane. Heading down the ra-aus path to start, which seems like a great model for balancing privages with overheads. I'll see where it takes me from there.