On Thu, 31 Jul 2003 23:17:44 GMT, Judah wrote:

Judah

Let me parse your questions.


When training for spins, do you actually put the plane into one?

Unless bird is placarded against, Yes.


When training for engine out, do you actually turn off the mags?

After engine is stopped with prop feathered, Yes, it's in the check
list.


When training for partial panel, do you actually turn off the master?

No, you cover the instruments that would become inop and only leave
the partial panel instruments exposed to use to fly.

What do you mean by the "master"? Do you mean the battery master
switch (and generator switch) to kill all electrical things in
bird???? That would simulate a electrical failure.



When training for failed pitot-static do you actually block the pitot tube and/or static ports?

No, you cover the instruments that require the pitot tube or static
ports.


I'd hate to think how you train your students for an engine or wing fire!

Only way in basic GA aircraft is to ask the student to give you, by
memory, the action items for fire. This should be repeated enough
times that it becomes second nature if he/she ever has a fire.

If you have a simulator, you can give the fire symptoms and let the
student recognize and go through the fire procedures.


There's plenty of flight training that goes on without actual
demonstration. You can call it whatever you want...

I guess what you are saying is that a student can read a book about
how to fly and then go fly??? Sounds like a Laurel and Hardy Movie
after they got airborne and the book fell out the window.

On the SE which started this thread, the rudder peddle pressure and
the trimming surprises a pilot the first time he/she loses a engine.
If you have the rudder trimmed to take out the peddle pressure and
then bring the engine back in and power up, you have to make a large
trim change again.

With the bird trimmed for SE and you make a SE landing, when you cut
the good engine all the trim reverses and you have to re trim in the
flare or hold a large amount of opposite rudder to the trim to land
and not be in a bad crab.

This is similar to where the FAA did not require upset training for
anyone and then Airline Pilots crashed a few birds because they had
never been in a steep bank or over on their back. These pilots are now
required to have upset training in their simulator on a regular basis
and are safer pilots. Haven't heard of upset accident since this was
changed a few years ago.

Enough of my rant.

Big John


Greg Esres wrote in
:

Porpoising was described, including what causes it, how to avoid it,
and what to do if it is encountered.

Describing porpoising is not "training" in my book, it's merely
"describing." ;-)

Discussion of flying techniques on the ground, which is not followed
by specific maneuvers in the air, is of extremely limited value. I
can't tell you how often a student can describe in flawless detail on
the ground how something is to occur, but his execution in the air
will be radically different.

However, you might describe porpoising as aggravated bouncing; if you
can recover from a bounce, you should never porpoise.