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#1
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Right Rudder
Oh my goodness....Right Rudder? Why in the world would any pilot need
right rudder and why do so many of todays pilots fail to have any understanding of it? How come so many of todays pilots seem to hug the left side of the runway? Such a frustration for CFI's and I wonder how many of the current crop of CFI's have a handle on it or even understand what they are trying to teach? Its a sad situation. Your comments or observations? |
#2
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Right Rudder
Oh my goodness....Right Rudder? Why in the world would any pilot need right rudder Huh? Such a frustration for CFI's and I wonder how many of the current crop of CFI's have a handle on it or even understand what they are trying to teach? The FAA performs initial CFI checkrides directly so if a CFI candidate doesn't have a handle on it, it should be immediately apparent to the FAA itself. What with the zero-flap forward slip to landing demonstrations and cross-control stall discussion, not to mention all of the aerodynamic questions on the CFI written alone, I don't think anybody will find that the CFIs don't understand what they're trying to teach. -c |
#3
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Right Rudder
On Aug 15, 2:42*pm, gatt wrote:
Oh my goodness....Right Rudder? Why in the world would any pilot need right rudder Huh? Such a frustration for CFI's and I wonder how many of the current crop of CFI's have a handle on it or even understand what they are trying to teach? The FAA performs initial CFI checkrides directly so if a CFI candidate doesn't have a handle on it, it should be immediately apparent to the FAA itself. What with the zero-flap forward slip to landing demonstrations and cross-control stall discussion, not to mention all of the aerodynamic questions on the CFI written alone, I don't think anybody will find that the CFIs don't understand what they're trying to teach. -c Then you should fly with the current crop of CFI's and ask them hard questions about what they do and why? It appears you have bought into the idea the FAA is the "be all, end all " and is the untimate authority. I have a hard time with new CFI's who can't teach a forward slip without the longitudinal axis going 10 degrees off line. They don't have a clue how to use the rudder effectively. And what of the zero flap forward slip to a landing? What about the cross control stall discussion? To what meaning? BFD they can discuss it and can't perform it and not have a clue how it relates to a spin entry. Spins? What a joke. I challenge you to show me 10 out of 100 new CFI's who can do a coherent discussion and demonstration of spins and recoveries or who have actually done them? Discussions are great but its like sex. You can talk until you are blue in the face about sex but don't have a clue until you have participated it. |
#4
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Right Rudder
On Aug 15, 2:14*pm, "Ol Shy & Bashful" wrote:
On Aug 15, 2:42*pm, gatt wrote: Oh my goodness....Right Rudder? Why in the world would any pilot need right rudder Huh? Such a frustration for CFI's and I wonder how many of the current crop of CFI's have a handle on it or even understand what they are trying to teach? The FAA performs initial CFI checkrides directly so if a CFI candidate doesn't have a handle on it, it should be immediately apparent to the FAA itself. What with the zero-flap forward slip to landing demonstrations and cross-control stall discussion, not to mention all of the aerodynamic questions on the CFI written alone, I don't think anybody will find that the CFIs don't understand what they're trying to teach. -c Then you should fly with the current crop of CFI's and ask them hard questions about what they do and why? It appears you have bought into the idea the FAA is the "be all, end all " and is the untimate authority. I have a hard time with new CFI's who can't teach a forward slip without the longitudinal axis going 10 degrees off line. They don't have a clue how to use the rudder effectively. And what of the zero flap forward slip to a landing? What about the cross control stall discussion? To what meaning? BFD they can discuss it and can't perform it and not have a clue how it relates to a spin entry. Spins? What a joke. I challenge you to show me 10 out of 100 new CFI's who can do a coherent discussion and demonstration of spins and recoveries or who have actually done them? Discussions are great but its like sex. You can talk until you are blue in the face about sex but don't have a clue until you have participated it. I think you need to not generalize so much. I imagine most "current crop of CFI's" you are referring to are people with roughly 250 hours TT. Obviously they are not going to be Chuck Yeagers. And if you're one of those 10,000+ hour pilots who can do it all, those CFI's are going to look more worse than they really are. As long as they can teach someone else how to fly without crashing in the process or wasting a ton of time/money, then everything will be OK. If, for some reason its still not OK, then just don't hire CFI's with low time. Because there is really nothing else you can do about it. |
#5
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Right Rudder
buttman wrote:
Then you should fly with the current crop of CFI's and ask them hard questions about what they do and why? Well, a bunch of CFI candidates and I have been meeting two or three times a week since about April and because I work ten hours a day, I'm the last in line, but the others have passed their checkrides in the last several weeks and already have students. What exactly would you like me to ask them? And what of the zero flap forward slip to a landing? What about the cross control stall discussion? To what meaning? BFD they can discuss it and can't perform it Now, how in hell do you say they can't perform it? They DID perform it, at least to PTS standards. Why are you suggesting to readers that they can't? Spins? What a joke. I challenge you to show me 10 out of 100 new CFI's who can do a coherent discussion and demonstration of spins and recoveries or who have actually done them? Again, you're showing total ignorance. Of the 10 CFIs I know, ALL OF THEM HAVE DONE SPINS. Most recently, I demonstrated six of them with a gold seal CFII-MEI on July 2. What exactly would you like to to discuss? Discussions are great but its like sex. You can talk until you are blue in the face Blahblahblah...are you not aware of 14 CFR 61.183 (i) 1 and 2? You have to have a logbook endorsement from a CFI saying that you've demonstrated I think you need to not generalize so much. I imagine most "current crop of CFI's" you are referring to are people with roughly 250 hours TT. Obviously they are not going to be Chuck Yeagers. And yet they've all demonstrated spins and spin recovery for a required logbook endorsement prior to the checkride, and demonstrated instructional proficiency in spin awareness and recovery during the exam. And if you're one of those 10,000+ hour pilots who can do it all, How many of those do you think there are compared to the number of people in primary, instrument or commercial training, or getting a flight review? As long as they can teach someone else how to fly without crashing in the process or wasting a ton of time/money, then everything will be OK. That's more or less obvious, isn't it? -c |
#6
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Right Rudder
gatt wrote:
buttman wrote: Sorry, I mangled the attributions and responded to both of you as if it were one post. My error. -c |
#7
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Right Rudder
Second attempt here... buttman wrote: I think you need to not generalize so much. I imagine most "current crop of CFI's" you are referring to are people with roughly 250 hours TT. Obviously they are not going to be Chuck Yeagers. And if you're one of those 10,000+ hour pilots who can do it all, those CFI's are going to look more worse than they really are. Agreed. As long as they can teach someone else how to fly without crashing in the process or wasting a ton of time/money, then everything will be OK. If, for some reason its still not OK, then just don't hire CFI's with low time. Because there is really nothing else you can do about it. Still stating the obvious, and I totally agree. I apologize again for confusing your post with the one to which you were replying. You guys have a great weekend! -c |
#8
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Right Rudder
Ol Shy & Bashful wrote:
Then you should fly with the current crop of CFI's and ask them hard questions about what they do and why? I accidentally misquoted Buttman (?) in my reply to you. In a nutshell, I've flown with a current crop of CFIs and hang out with them weekly. My checkride is next week. I'm not doing it to build hours, by the way, and certainly not for the money; I want to teach people to fly. I have a hard time with new CFI's who can't teach a forward slip without the longitudinal axis going 10 degrees off line. If that was the case they'd never pass the checkride. And what of the zero flap forward slip to a landing? What about the cross control stall discussion? To what meaning? BFD they can discuss it and can't perform it I demonstrated spins in a C-150 for the chief instructor last month. It's a required logbook endorsement for the CFI checkride. You have to demonstrate spins and instructional proficiency, and then if you fail to demonstrate instructional proficiency during the checkride you have to go demonstrate spins themselves again with the instructor. Been there, done that. I challenge you to show me 10 out of 100 new CFI's who can do a coherent discussion and demonstration of spins and recoveries or who have actually done them? Won't name names on the usenet, but 8/8 of the new CFIs in the last year have done them and all of the older CFIs have as well. -c |
#9
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Right Rudder
"Ol Shy & Bashful" wrote
I have a hard time with new CFI's who can't teach a forward slip without the longitudinal axis going 10 degrees off line. Is there something here that I don't understand? In a forward slip to a landing (to lose altitude), of course the longitudinal axis is not aligned with the runway. The axis and runway SHOULD be aligned in a side slip (crosswind correction). Did I misread something? Bob Moore Flight Instructor ASE IA since 1970 ATP B-727 B-707 PanAm (retired) |
#10
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Right Rudder
"Robert Moore" wrote in message
5.205... "Ol Shy & Bashful" wrote I have a hard time with new CFI's who can't teach a forward slip without the longitudinal axis going 10 degrees off line. Is there something here that I don't understand? In a forward slip to a landing (to lose altitude), of course the longitudinal axis is not aligned with the runway. The axis and runway SHOULD be aligned in a side slip (crosswind correction). Did I misread something? No, you got it right. Apparently the OP doesn't quite have a handle or doesn't understand what he's trying to teach. |
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