Here’s a video extract from a recent lesson where we did some spins, and I introduced my student to the “falling leaf” exercise, which gives valuable experience in roll stability and control (and the lack of them) when the aircraft is stalled.
Suppose you wanted to learn the piano. And your piano teacher said that they were going to teach you one note per lesson: today, we’ll learn middle C. Tomorrow, maybe an E♭; the lesson after that will be on an F♯. And at the end of being taught all 88 notes on the keyboard, you’ll be able to play the piano.
Doesn’t that seem a funny way to learn a musical instrument?
If you do an amount of cross-country VFR flying eventually you’ll come across a situation where your airplane is headed what looks like right at a bunch of clouds. It can be helpful to know a few minutes in advance, whether, when you reach the clouds they’re going to be at your altitude, or whether you’re going to pass above or below them.
On 21 January this year (2019) footballer Emiliano Sala was killed when the Piper Malibu aircraft in which he was flying (from Nantes, France to Cardiff) crashed into the English Channel. The accident was widely reported at the time, along with all sorts of speculation about the cause. There has also been a lot of press about the licencing status of the pilot, David Ibbotson, who was also killed.
The scenario: our single-engined training aircraft airplane is set up in a stable descent on approach to land. The configuration is appropriate, perhaps with partial or full flaps extended. Airspeed is somewhere between 60 and 80 knots. What happens to the flight path of the airplane if the pilot pulls back on the yoke and raises the nose? Stop and think about the answer for a minute, then read on.
Those aircraft owners who are involved (as much as is permitted) in the maintenance of their own aircraft might be interested in a case that came before the Transport Appeal Tribunal of Canada (TATC) in June 2018.
Every aircraft owner has bits of equipment on their aircraft that stop working on occasions. And few aircraft owners have the resources, time, or availability always to be able to fix whatever isn’t working before the next time they want to fly. How then can an aircraft owner tell if their aircraft is legal to fly when they know some piece of equipment isn’t working?
Scenario: You’re flying a series of touch-and-go’s for practice, and the Tower controller gets on the radio: “Unable touch-and-go due to wake turbulence, Dash 8 departed thirty seconds ago, what are your intentions?”