Tim,
Why do you insist on arguing absolutes when everyone else is
discussing generalities? No one here other than you is taking the
position that our opinions apply to everyone. Everyone here other than
you has suggested that for most of the students we've experienced,
focusing on the task at hand is a good idea. You on the other hand want
to argue that because ignoring that advice worked for you then everyone
should ignore it.

There are exceptions to every rule, apparently you are the
exception. That doesn't make you wrong or anyone else wrong. It just
makes you different than everyone else, and isn't that a good thing?

As a general rule that applies to most all students except you,
it is not a good idea to get distracted with other unnecessary tasks
while learning a complex new task. Several instructors and respected
contributors on this forum have agreed with this recommendation. Can you
cite personal experience with a wide variety of students that refutes
this advice and can you justify the position that what works for you
must work for everyone?

Again, regarding your comment about checklists, you have taken
the position that a pilot either has to memorize everything or use
checklists. Isn't any complex task a combination of both? It is a well
recognized fact that memorization improves the chances of proper
reactions. It is also well recognized that checklists improve safety.
Those two actions are not mutually exclusive.

It has been many years since I taught in the AA-1 Yankee so I
may have been mistaken about the flaps being ornaments. In any event I
got out my old Owner's Manual for the bird and researched the
information on flaps. Turns out I wasn't wrong after all. Page 5-6,
Figure 12 shows there is a 2 MPH difference in stall speed in level
flight and a 3 MPH difference in stall speed in a 60 degree bank. These
flaps are very small on this aircraft, produce minimal lift, and produce
almost negligible drag. Also on the same page the short field landing
speed is listed as 72 MPH flaps down and on page 3-5 under Normal
Approach and Landing the recommended speed is 75 MPH with flaps as
desired. This is from the 1973 manual by the way.

Again, it is my opinion that flaps on the Yankee were ornamental
to a certain extent. They did however prove useful in teaching students
procedures and systems. We have no argument about pilots being able to
master different planes, just the timing of those events.


-----Original Message-----
From: Tim ]
Posted At: Thursday, January 25, 2007 9:48 AM
Posted To: rec.aviation.owning
Conversation: First plane
Subject: First plane

Jim Carter wrote:
opinions snipped

I also take issue with your position that 90 to 180 HP fixed gear
aircraft are all about the same. There is a tremendous difference in
the
handling of a Cessna 177, an American Yankee AA1A, a Piper Cherokee
140,
and a Beech Skipper. Flaps on the Yankee were ornaments and the
non-steerable nosegear was a challenge for most at first. The
elevator
ran out of effectiveness on the C177 before the slotted elevator
came
along. The Cherokee was interesting in July and August in Texas and
Oklahoma and came down pretty fast until that low wing hit ground
effect.


Flaps on the yankee are not ornaments. They may not be lift devices,
but they sure as heck are glide path/speed affecting. The differences
you cite are all minor - if the instructor teaches how to fly any
person
who is supposed to be able to master flying should be able to handle
different planes.

I heard the same garbage from supposed experts when i was learning to
fly - they said I should not do glider lessons and power plane lessons
at the same time. That is horse****. It was all great experience and
each contributed to the other.

The point is that each aircraft model has its own peculiarities as
well
as systems and speeds. Learning one set before taking the PP check
ride
is usually enough for most students with limited time and money.


So you advocate memorizing everything rather than using checklists?