Stalls??

On Feb 15, 6:57*am, Bertie the Bunyip wrote:
D Ramapriya wrote :

On Feb 14, 5:57 am, "Blueskies" wrote:

Every flight in a light GA single should end in a full stall...right
as the wheels roll on to the runway...

Interesting... is the nosewheel strut generally designed to bear the
impact of a full-stalled landing?

Good grief. If it isn't we could always use your head in it's place.

Bertie

Bertie
Fun to read your reposts and I'm delighted to see my OP generated so
much discussion in an area that obviously has me concerned. The spins
discussion has been beat over and over but still is as germane as
ever. Again, I am distressed to see so many of todays CFI's who are
not qualified to be teaching flying. They have the certificate and
that doesn't mean schitt. Not when they are afraid to do spins since
they have never done one???
It does not surprise me when students tell me they learn more from me
in one hour than they have learned in 10 with other instructors. I'm
really bothered by that since I don't think I am teaching anything
unusual......OOOHHHH WAIT..
I understand !!! I AM TEACHING VALID FLYING SKILLS AND LETTING THE
STUDENT DO ALL THE WORK.
I also hear that....the instructor stays on the controls all the time
to the point the student begs to get some stick time without overiding
control pressure or input.
Then I see the overconfident CFI who lets a student get sideways in a
stiff XW (15-20kts) and damned near wreck an airplane to prove a
point. Had to replace two tires that were down nearly to blowout with
4 ply showing......
Am I overly sensitive??
Cheers
Another old gray haired fart

"Ol Shy & Bashful" wrote in
:

On Feb 15, 6:57*am, Bertie the Bunyip wrote:
D Ramapriya wrote
innews:6fdac854-2d28-4f05-8f27-f
:

On Feb 14, 5:57 am, "Blueskies"
wrote:

Every flight in a light GA single should end in a full
stall...right as the wheels roll on to the runway...

Interesting... is the nosewheel strut generally designed to bear
the impact of a full-stalled landing?

Good grief. If it isn't we could always use your head in it's place.

Bertie

Bertie
Fun to read your reposts and I'm delighted to see my OP generated so
much discussion in an area that obviously has me concerned. The spins
discussion has been beat over and over but still is as germane as
ever. Again, I am distressed to see so many of todays CFI's who are
not qualified to be teaching flying. They have the certificate and
that doesn't mean schitt. Not when they are afraid to do spins since
they have never done one???


Well, AFAIK, it's still part of the requirements to get an intstructor's
rating, unless they;ve dropped it. But that coudl only be a cursory
introduction.

It does not surprise me when students tell me they learn more from me
in one hour than they have learned in 10 with other instructors. I'm
really bothered by that since I don't think I am teaching anything
unusual......OOOHHHH WAIT..
I understand !!! I AM TEACHING VALID FLYING SKILLS AND LETTING THE
STUDENT DO ALL THE WORK.


I know the feeling.


I also hear that....the instructor stays on the controls all the time
to the point the student begs to get some stick time without overiding
control pressure or input.

Well, to be fair, I don't think there are many guys doing that. .

Then I see the overconfident CFI who lets a student get sideways in a
stiff XW (15-20kts) and damned near wreck an airplane to prove a
point. Had to replace two tires that were down nearly to blowout with
4 ply showing......
Am I overly sensitive??

Nah, just older and wiser. However, I do let the guys get to the edge of
my comfort zone. the crosswind thing is a whole nuther discussion, of
course, but it is germaine to the "wtf are instructors up to these
days" discussion. There's little point in letting a student get way
beyond his abilities, but trying a stiff crosswind when it's only a bit
beyond would be a useful exercise, in my opinion.

Bertie

On Feb 14, 10:02 am, "Private" wrote:

Where is your home airport?

Happy landings,

Three Hills, Alberta.

Dan

On Feb 14, 10:51*am, "birdog" wrote:
Did no one ever hear of walking the rudders down? It's a coordination
exercise. Power on, you pull the nose up to about 60 degrees from horizontal
and walk the rudders all the way down, preventing the plane from falling off
to eithor side.

An intentional pitch exceeding a 30-degree magnitude is prohibited
unless everyone aboard wears an approved parachute (91.307c2).

wrote in
:

On Feb 14, 10:51*am, "birdog" wrote:
Did no one ever hear of walking the rudders down? It's a coordination
exercise. Power on, you pull the nose up to about 60 degrees from
horizont
al
and walk the rudders all the way down, preventing the plane from
falling o
ff
to eithor side.

An intentional pitch exceeding a 30-degree magnitude is prohibited
unless everyone aboard wears an approved parachute (91.307c2).

Nope.


Bertie

On Thu, 14 Feb 2008 18:30:42 +0000 (UTC), Bertie the Bunyip wrote:

He's talking about doing a falling leaf.

Ok... I was missing something.

It's an excellent exercise..

Yeah, better than a Stairmaster I bet.

....oh, I guess that's not what you meant?

G

--
Dallas

On Feb 15, 11:54*am, Bob Moore wrote:
I would suggest the following.....

1. A solo pilot is not "carrying any person (other than a crewmember)"
* *and therefore a parachute is not required.

Oops, sorry, you're right. Thanks for the correction.

Dallas wrote in
news
On Thu, 14 Feb 2008 18:30:42 +0000 (UTC), Bertie the Bunyip wrote:

He's talking about doing a falling leaf.

Ok... I was missing something.

It's an excellent exercise..

Yeah, better than a Stairmaster I bet.

...oh, I guess that's not what you meant?


Depends on the muscle you're trying to get at!

Bertie

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But when they break to a stall, it happens abruptly, at too
low a speed. They are totally stalled, and to boot one wing always
stalls first, falls of and immediately a spin develops in that
direction. One simply has to know that slow flight is always a touchy
thing to do and airspeed observation is crucial. The Mooney series
has leading edge stall strips about 30% out from the wing root to make
the stall beak earlier at a faster airspeed where control effectivenes
is better. light and powerful rudder and you have one easily spun
airplane.


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Angelo campanella

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Angelo

Stall strip on inboard portion of wings are to cause the inboard
section of wing to stall before the tips, where ailerons are located..

This is to give you some aileron control in early part of a stall.

You say "But when they break to a stall, it happens abruptly, at too
low a speed".

I've stalled aircraft at 400-500 mph. Not a big deal.

Big John

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You have to be able to fly an airplane comfortably at the edge of a
stall or you're not as safe as you might or can be.


************************************************** ******************

Bertie


Better words were never said.


Big John