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Firstly this is not coming from experience - I have far, far too little to suggest that. But I have been thinking about this a lot and wonder about a very simple 3 step technique. 1. Quickly get the nose down until your attitude visual looks like a final approach. 2. Trim full back - do not move the elevator from this position. (Not forward. Not backward. Not at all) 3. Do what ever turns are going to get you to the best landing option at this attitude. The logic for each point is as follows. 1 Obviously from a climb attitude we need to regain or at least maintain speed somewhere near best glide which is probably around where you were at Vx – Vy. But without power this will take a significant change in pitch. This is basic stuff. But the point is - without looking at your laggy ASI - pitch down until it looks like your approach attitude – something everyone even a low time student should recognise. This will be close to what you need. 2. I believe there is some reg which prevents any trim condition that allows a stall - so this is safe. Importantly, full back trim can be set without looking. On power systems they cut out automatically. Full back trim will give you an attitude for “near to” best glide. Necessarily best glide at less than MTOW, not necessarily best glide for wind penetration but the best glide you have time to set at only a few hundred feet AGL. Even you you don't get to full back trim. keep that "final approach" attitude 3. Now you can focus on manoeuvring - safely. Just make turns - as steep as you need - but no pitch changes. Provided you don’t pull back any further you can’t stall. If you can’t stall you can’t enter a spin- no matter how messy you footwork is. The attitude set is going to give you the best practical and safe use of the energy you have. Because without power that’s all you have. The last thing to do flare to minimise contact angle and speed. But I think this is instinctive enough. This should be the only point you pull back. At no time in this process did you look down at your airspeed, altitude or anything else. Your eyes and mind were always outside flying the plane. Alright - I have put it out there - fire away...

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.