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#11
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About Stall Psychology and Pilots
The ultimate answer to getting the quality level up in the GA pilot
community will in my opinion require a whole new look at the way flight instruction is conducted. ... Dudley Henriques That is a requirement. But there is something else: GA has become so expensive that it takes an extraordinary commitment to attain the higher skill levels and quality that you are writing about. I read somewhere recently that survival and skill depend for the greatest part on experience. I believe that is true -- and it builds on itself. These days it is financially very difficult if not impossible to get the kind of flight experience required to attain and maintain the high skill and confidence just within 30/60 -- let alone beyond it. At least for the average person who is not a professional pilot of some sort. I would like to fly once every two to three days, weather permitting, but at $80 an hour MINIMUM it is just not possible as a renter -- even with a very high paying job. And most aircraft cost more like $100 for that one hour. The only way to get the chance for the experience you guys are talking about (other than being a professional) is to build a plane or possilby share a used plane with another couple of pilots. That would be doable. Rental is just simply out in many parts of the country. Price is THE obstacle to higher quality in GA from my perspective -- especially because many pilots just aren't up to the commitment to homebuild. Because even if you find a really good instructor, after the aerobatics course you still have to fly ... and fly a lot. I hope to push through to a higher level by building something simple first, and then later an aerobatic bipe. In the meantime my club has an 152 Aerobat for rent and I've got Kershner on my desk top. I sneak in the payments under the old lady's nose. |
#12
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About Stall Psychology and Pilots
On Feb 15, 9:06*pm, wrote:
The ultimate answer to getting the quality level up in the GA pilot community will in my opinion require a whole new look at the way flight instruction is conducted. ... Dudley Henriques Obliquely related to the topic of comfort in the left hand curve of the flight envelope, some low speed F22 aerobatics: http://www.airventure.org/2008/news/080214_raptors.html What a ride that aircraft provides. |
#14
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About Stall Psychology and Pilots
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#15
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About Stall Psychology and Pilots
On Fri, 15 Feb 2008 15:36:35 -0500, Dudley Henriques wrote:
you will be a MUCH better pilot if your comfort zone in the air includes a complete familiarity with the left side of the flight envelope, you feel comfortable doing a full stall and recovery with the airplane, and your butt cheeks don't squeeze together ever more tightly as the pitch exceeds 30 degrees and the bank goes beyond 60 degrees. Do you look to find a CFI that will teach stalls as you suggest above or find another one (if yours doesn't) that will? -- Remove numbers for gmail and for God's sake it ain't "gee" either! |
#16
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About Stall Psychology and Pilots
WJRFlyBoy wrote:
On Fri, 15 Feb 2008 15:36:35 -0500, Dudley Henriques wrote: you will be a MUCH better pilot if your comfort zone in the air includes a complete familiarity with the left side of the flight envelope, you feel comfortable doing a full stall and recovery with the airplane, and your butt cheeks don't squeeze together ever more tightly as the pitch exceeds 30 degrees and the bank goes beyond 60 degrees. Do you look to find a CFI that will teach stalls as you suggest above or find another one (if yours doesn't) that will? I would strongly suggest that you do this. You can learn to fly and be a safe pilot flying with a CFI who teaches you completely within the 30/60 comfort zone, but there is absolutely no doubt at all in my mind that you will be a BETTER pilot if you seek out and fly with a CFI who teaches you in such a way that you have no fear of being outside that 30/60 zone. A point that is critical to make here is that it's not necessary that you actually fly outside the 30/60 on any constant basis for you to be comfortable there. What IS important is that although the vast majority of your flying will remain inside the 30/60 zone, your training has resulted in your not being uncomfortable outside your normal area. In other words, the complete objective of this type of flight training is to produce a pilot who flies normally while at the same time feeling comfortable with the airplane completely throughout it's flight envelope. Keep in mind that although possessing this expanded comfort zone, your general flying will still remain (if you choose to remain non aerobatic) exercised as it always has been. You will just be a better pilot and much more secure in the aircraft than you were before. -- Dudley Henriques |
#17
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About Stall Psychology and Pilots
A point that is critical to make here is that it's not necessary that
you actually fly outside the 30/60 on any constant basis for you to be comfortable there. What IS important is that although the vast majority of your flying will remain inside the 30/60 zone, your training has resulted in your not being uncomfortable outside your normal area. ... Dudley Henriques I'm probably much luckier than many in that my club has both an Aerobat and an instructor available with an aerobatics rating (or endorsement, whatever it's called). She has me working through the Kershner book as a prereq. I plan for a 5 or 6 hour course this April/ May. Speaking directly to the discomfort outside of 30/60: I had moderate nerves flying slow at first, but after a time or two of dual I found myself settled. I became at ease with power-off stalls, as the aircraft just wasn't doing any bucking or dipping. But I didn't get comfortable with power-on -- even though I was comfortable in the reverse power curve in steady slow flight with the stall horn buzzing constantly. Still, solo I was quite nervous with power-on stalls. When it came time to really practice that before the checkride I had a hard time finding the same calm place I was at with power-off stalls. The power-on has a harder break in the Aerobat; I had trouble holding course and keeping coordinated. On one flight I got rather exasperated with myself and thought "dang it, this is an airplane, it's okay if it banks and pitches and rolls about!", then, after doing some clearing turns I did some steeper banks while power-off in a moderately steep nose down attitude (less than 30 -- but definitely far from straight and level). I kept doing that until I settled down. Even though I knew before I did those steeper maneuvers that I could recover from them (they were "unusual attitudes"), nevertheless ACTUALLY performing them and recovering made a huge difference to my comfort level. After than I was able to do better power-on stalls and not have the nerves about when the plane would suddenly lose lift. They weren't perfect but I didn't have the nerves anymore. By the way, though the checkride DE did not make be do a power-on to full stall break, my instructor always did. In retrospect, though it was more uncomfortable at first, I'm glad she always made me do to a full break stall. If I didn't, she'd say "let's do that again", rather sternly. Oddly, I was more frightened of the spin from power-on than power off (which may be reasonable, I'm not sure); even though the two spins she demonstrated for me were done power-off. I think maybe because I felt it was easier to stay coordinated power-off, without all those extra precession and p-factor effects twisting the plane, thus was at lower risk to a flight condition I had not myself recovered from. For me there's a mental wall of nerves/fear when I have not done a manuever myself -- even if I know how in theory. For spin, PARE. But I haven't done it; thus, a wall exists that I have to bust through. That is one big motivator for Aerobatic training, but not the only. All told, I just want to understand control inputs to make the plane do what I want it to do regardless of my orientation in the sky. |
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About Stall Psychology and Pilots
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#19
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About Stall Psychology and Pilots
Think for a moment what would happen if instead of getting that sudden
adrenalin flow you have been experiencing as your system reacts as the stall breaks, you were instead mentally and physically AHEAD of the stall break and now EXPECTING it, and more importantly, WANTING IT! You have just changed your entire interface with the stall. When it happens, your system is waiting for it; you react as trained, and recover the airplane. ... Just something to think about before you fly again :-)) Dudley Henriques- Thanks, this sounds like a really good approach to try. I'll give it a shot next time I'm up & let you know the results. |
#20
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About Stall Psychology and Pilots
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