APenNameAndThatA

Why does the race cost $7k?

The post you quoted did not mention IAS.

Power + attitude - hysteresis = performance. Who knew?

Was the lag because the ASI took time to catch up ot because the airplane took time to accelerate. My guess is the latter, but I wasn’t there.

As for the lag in airspeed indication, I had not thought of that. What is it?

That’s a bit of a straw man, but I’m sure an accidental one. When I drop the nose, and bank as the speed climbs, there is no time to chase an IAS. The other thing is, if I drop my nose below the horizon to get to a safe speed, can you explain when I’m going to get this site picture? You can’t because I went from nose up to nose down and flew straight through it. I agree that chasing an IAS is dangerous. I think that it is far safer to lower the nose lower than the horizon. If you do that, you get safe airspeed fast, without chasing it.

Power + attitude = performance isn’t actually true. Power + attitude + time + equilibrium = performance would be more accurate. If you are taking off and the engine stops, and you adopt the site picture for a Vy 45 degree banked turn, you could easily stall and spin. That is because there is every chance you will be going way less than Vy!

When I practiced impossible turns at height, I would be climbing at Vy, close the throttle, wait three seconds to simulate fright, then start the turn. Because I was already slower than I wanted to be, and wanted to begin a tight turn ASAP, I dropped the nose well below the horizon, then began my turn, then started raising my nose. It would take a *lot* of practice to get that right relying on external sight picture, *and* the picture would be a bit different with idling engine vs stopped vs windmilling engine because the speed at different stages in the manoeuvre would change. I never really got around to establishing a glide because I was manoeuvring the whole time. You referred to establishing a glide. Well, if you are in cruise and the engine stops, you climb, gain height, and at Vy, establish the glide. You can’t tell from the airplane’s attitude when you get to Vy because you are climbing when it happens. Like the movie title says, IAS is everything everywhere all the time.

65 kg sounds heaps to me. I am no expert. A Foxbat might be 20 kg.

You’re not supposed to use the nose wheel for taxiing,

I froze at the controls of a 4WD once, driving down a hill for fun. A pilot of a B36 Peacemaker froze on the controls even though he had been considered above average, Also, from an animal behavioural point of view, freezing happens *before* an animal has got so scared that they have run away. The point being that people can freeze when they are less frightened than they are capable of being. We don’t know if the student did any spins in the Decathlon. In my experience spins are vastly different from other aerobatic manoeuvres because they are so visceral for so long, (and also because of the delayed control response.)

screw it in with a ratchet. I use the drill for a handle and in case i need to drill a pilot hole in harder ground, with the drill and a bit and brace.

For soft earth, consider these. The tape measure is out about 30 cm iirc. Not cheap. Image upside down.

I don’t take anything as an insult, because social media is social media. But, saying something is wrong and refusing to say why is rude. Also, the idea that things can’t be discussed on forums is just silly. Forums and books are both written material after all.

Those were pretty much my own thoughts, that people should be taught properly about the elevator from the start. What are you talking about with “dig deeper”? I’m not going to review the literature about how to teach people to fly. What factual errors?

I would really appreciate it if you would make a start.

It improves your situational awareness and decreases the risk of panicking and pulling back on the stick. The benefit of spin recovery training is not recovery from spins.

I agree that there would be nowhere to put it the way things are currently taught, which, IIRC is primary and secondary effects of controls (in the pre-flight briefing) and straight and level fight (in the actual lesson). I suggest that the earliest briefing be about the elevator and main wing, rather than about all the controls. Start by discussing the elevator and the effect on angle of attack. Then mention inverted flight. The discuss the critical angle of attack and stalls. Then mention spins as a special type of stall. Then, during the flight, don't worry about the rudder and ailerons but worry about angle of attack. See how the nose comes up as the AOA increases? Do you want to do a stall? Yes? See how the stick coming back makes the nose go down? On of the flying Youtubers talks about the laws of learning. One of the laws is the law of primacy. That is, what you learn first, you learn best. If you teach the student right from the start that the nose going up when you pull back on the stick is just a special case, they will know it forever. I also agree with what you said about muscle memory. That is important, too. I also mentally rehearse, from time to time, as I am going about my normal day, easing back pressure, and moving the stick forward quickly. The bottom line is that the solution is to start off teaching the elevator rather than beginning with a more superficial treatment of all three controls. Also, if you started off with the elevator and AOA, when you went to teach ailerons, you could explain how the aileron can stall by increasing the AOA and thereby stop the habit of picking up a wing with ailerons before the habit started, or at least start down that path.

What’s wrong is that the book says that pulling back on the stick lifts the nose. It does, except in the emergencies when pulling back on the stick does the opposite. 🙄

Simpson Desert, South East Corner of NT.

I wonder if you would have been better off using rudder and aileron to maintain coordinated flight? Of course, aileron alone would have been worst.

Im not saying you’re wrong, but this is page 18 of Bob Tait’s Volume 1 of RPL/PPL. “Pulling back on the control column … higher nose attitude” What he said was true except for stalls, spins, spiral dives and inverted flight. It matters because what you learn first sticks.

I’m not saying you’re wrong, but if the strut is in front of the door, exiting the aircraft while the engine is running is safer.

Three emergency landings in three years is actually, literally dangerous. 😧

I would wish a Rotec on my worst enemy, but that’s just me I spose.