If this is your first visit, be sure to check out the FAQ by clicking the link above. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below. |
|
|
Thread Tools | Display Modes |
#1
|
|||
|
|||
Thanks for the Spins Rich
Today I had an opportunity to fly with Rich Stowell as part of his
annual Emergency Maneuver Training Clinic in NJ. Yesterday we experienced low viz and fairly low ceilings the entire day with even worse forecast for today, so it didn't look good for us. But today turned out to be an almost perfect Fall day with temperatures in the high 60's to lower 70's. When I arrived at the airport I was greeted by Rich, the airport owners and clinic hosts Linda and Corky, and two other students that had flown with Rich earlier and were going up again for a second session. After chatting for awhile he started the ground school where we discussed the maneuvers we would do, how to operate the parachute, and a host of other questions on emergencies. One of the guys who had gone in the morning was scheduled to fly first after the ground school, but he was willing to give up his spot to me. As reality started to set in about what was soon to happen I became a little anxious, but took his offer to go up first. After getting acquainted with the Super Decathlon, which is a great plane, and getting strapped in, we started up and he allowed me to taxi to the active, do the runup, and takeoff. They aren't kidding when they say you have to be constantly on your toes in a taildragger. After takeoff we climbed to about 4000' to do some dutch rolls. Initially I was a little timid with the ailerons, but eventually got it together although my feet were still slower than I would have liked. After the dutch rolls we moved on to a few power-off stalls. Again, you have to be on your toes as the nose has more of a tendency than the 172 to drop off to either side if you're too slow on the rudder. After a few power-off stalls performed while looking straight ahead, we did a series where I had to pick an object off to the side and focus on it throughout the entire stall. The tendency was to stop looking at the selected object and to look toward the nose as the stall broke, which causes even more disorientation and overcontrolling. But after awhile you can not only sense what the nose is doing by looking at that object, but you can also feel what corrections need to be made during the recovery without looking out over the nose. Following this we did the same exercise with power on stalls, followed by a falling leaf where Rich kept the plane stalled and I attempted to keep the wings level with the rudder. Then he asked if I was ready for a couple spins, to which I anxiously said yes. No demonstration needed, he talked me through the first spin and I did it myself. Power back, 5 knots above stall kick in the rudder and continue pulling. All I can say is "Wow!", the quickness which with you go from looking at the sky to looking at ground is incredible. Again Rich talked me through the recovery and before I knew it we were straight and level and I was asking for more. Don't get me wrong, the remaining three were still somewhat disorienting because everything happens so quickly and the world is spinning around pretty fast, but the actual departure wasn't a surprise anymore. After the second spin Rich told me that I had as many spins as most instructors, which I found to be very sad. On the third spin I released the elevator backpressure just a bit too quickly and the rotations sped up briefly, which was wild. On the way back to the airport we did both an aileron roll and a loop and I was as giddy as a schoolgirl. I was surprised that I didn't have any reservation with just cranking the aileron full left and watching us go from upright to inverted, then back to upright. And the loop, that was a total thrill. I had a little more reservation with pulling the stick all the way back for the loop than I had with the ailerons in the roll, but before I knew it the sky disappeared, I was looking out over the wing, and then the ground came back into view. No discomfort, and although the G-meter registered about 3.5G's, I didn't really notice it. Now my landing back at the field, that I'll keep to myself. I would have to say that with the exception of becoming a pilot in the first place, this was probably the best money I've spent since beginning flying. While I certainly plan to exercise the same caution I always have, my confidence has certainly increased since the specter of the unknown is no longer there. But my respect for spins has also increased, especially seeing the amount of altitude that we lost in that one turn. I hope to make it to Cali to work with Rich more, but also plan to pursue some additional aerobatic training here in the area. I know some of you have already flown with Rich, but if you haven't then do whatever you can to get some time with him. Not only is he a great guy, but he is a great instructor that will make you feel at ease. And if you're in the Jersey area, try to get on the list for next year's clinic at Alexandria Field (N85). It's an absolutely beautiful airport and I found myself there for a few hours afterwards because of the fascinating backdrop of mountain ridges and the amazing Fall colors. Dave |
Thread Tools | |
Display Modes | |
|
|
Similar Threads | ||||
Thread | Thread Starter | Forum | Replies | Last Post |
AOPA Stall/Spin Study -- Stowell's Review (8,000 words) | Rich Stowell | Aerobatics | 28 | January 2nd 09 02:26 PM |
Better URL for the "Unrecoverable Spins" Article | Jay | Aerobatics | 0 | August 29th 03 06:53 AM |
An Article on Unrecoverable Spins | Dave Swartz | Aerobatics | 0 | August 16th 03 06:49 AM |