Lesson 12: Continue stall training.

Slow flight

Power off Stalls

Power on Stalls

Steep turns.

Accelerated Stall awareness

Simulated Engine Failure and Emergency Landing procedure

2 full stop landings, both faced some gusts


The below are some online discussion that I found very useful and convincing for stall recovery:


” I’d have to say, never, ever, try to use ailerons to correct for the wing dip. As was said in another post above, the reason the wing dipped is becasue it was more stalled than the other. If we raise that wing, the AoA will increase and you’ll make the situation even worse.

Now you were asking about purposfully uncoodinating while stalled, i.e. applying the rudder opposite the direction the wings are banked. Well what we need to remember is that the reason one wing dipped is because we were already uncoordinated, and the wing dip is essentially the edge of a spin. What we’re trying to do is prevent a spin right? Well, what do we do to break a spin? Ailerons neutral, and rudder opposite the direction of the turn. So, we’re essentially just going through the spin recovery before the spin starts”


“Slow flight with turns incorporated will show the student the effectiveness of ailerons. If the airplane is coordinated during the break, the “yaw” will be minimal. This turning you will see is yawing. Rudder is the key, airlerons will increase AoA and therefore, the spin will occur.”


I think this side is most clear one on stall recovery:


Lesson 11: Flying with Tom

First time flying with Tom as Bob’s time has been booked, and I happened to have some free time later the day.

Tom was great. We did some power on stalls, and I need to continue working on it, especially my right rudder during the stall. However, I don’t think I am afraid of it at all — especially after Tom demonstrated a spin for me — my spin awareness training.

Power on stall: 1. entry slow flight first –altitude 3500ft,  carburetor heat on, power 1500RPM, 2. maintaining the altitude, and see the speed bleeds out; 3. once speed reaches 65kts, adding power to full, pitch up, right rudder gradually, 4. as the pitch up, more and more right rudder; 5. see the pitch up, speed bleeds out, buffet; 6. continue applying right rudder (very important, and need to continue working on it); release the back pressure, 7. then back pressure, and climbing to gain the altitude.

Traffic pattern: 1 crosswind goes too far; 2. During the turn, my head should square — meaning, no movement from the position when I do level and straight flying; 3. during landing, I seems applying too much back pressure after level the pitch, causing a floating (?),

Taxi: still a some zig-zag need to work on.

Cockpit management: always put my charts available.

Lesson 10: 3 souls on board

I took my father-in-law with me today. So Bob decided that we take a pilotage training today — flying from CDW north bound, just outside the New York Bravo airspace, maintain 2500ft, follow the I287 to Tanpanzee Bridge, then go over the hudson river, fly back along the I287 as well. it is definitely heavier with 3rd persons on board, and I felt it.

Before heading to airport, I calculated the W&B, by asking Bob’s weight as well :).

ATIS: Echo, Wind 33009kt, 10SM, SKC, temp 26/06, 29.92

Radio Comm:  Caldwell Twr, 811JD, 10 miles north east inbound, request for landing

Twr: 811JD, RW4 Left hand Side; calll when reach Lincoln Park Water Tower (which is 5 miles land-mark)


Lesson 9: Oh, I guess I am not afraid of stall training any more

I took the written test for the first time today, passed with score at 85. It is a little bit disappointing as I thought I prepared well, and I took 3 tests on exams4pilot, all > 90. Anyway, pass is pass.


Then I headed to Fischer directly, here are the logs:

1.Climb 2500ft — I kept it in 2700ft right under New York Bravo floor. Not good, need to work on it

2. Stalls, I feel both are improved.  Power off stalls:  Slow flight at 1700RPM (carburetor heat is on); flaps 10 degree once speed into white arc; then power idle; full flaps; nose up with right rudder, keep the wings level (neutral), till stalls; once nose down, add full power; carburetor off; flaps up; once speed reach climbing speed, nose up for climbing; once the vertical speed indicator is positive, the power off stall is done good.

Power on stalls: full power; nose up with right rudder; level the wings;  see speed to 0; stall/nose down; once it gains climbing speed, nose up to show positive vertical speed indicator reading

3. Emergency descending. Bob demonstrated that we can descending at >1500ft per min without feeling bad. And handed it over to me. I feel much more confidence on the airplane after that.  Simulate engine fire:  a. Power idle; b. push nose down — real down; c. descending at 1500ft per min, d. the speed never exceeds the green arc.

4. Did some steep turns — and I hit the starting turbulence created by my steep turns. Bob said that’s good because that means I maintained the altitude during the steep turns.

5. Traffic pattern: T/O; 900ft turn to crosswind; 1200ft level and maintain; then turn downwind, power cut to 1700RPM, flaps 10 degree at abeam;


ATIS: Quebec

Wind V04kt; 10SM; SCT120, temp 26/19; 29.97; App RW4; Dept RW4/28

After Taxi to RW28, ATIS changed to Romio: Temp 25/19; 29.95


Radio Comm:

Caldwell Twr: Skyhawk 811JD, 10 miles north, in bound, stay in pattern, T/G with Sierra


Lesson 8: Landing at Greenwood Lake (4N1)

My first time on N5253R — it is slightly different from N811JD.

We did some power off stalls, then power on stalls. Then Bob asked me cut the power to idle, maintaining the glide speed (75mph ?) to simulate engine failure. Then we landed at 4N1, an airport on top of small hill beside greenwood lake.  The glide was good, we did not add any power during the whole course from cut power to idle till landing.

After a normal T/O from 4N1, we headed back to KCDW, staying in the pattern, did 3 times landings, of which 2 were T/G ldg.  I felt great — although I still need working on the flare.

ATIS: Bravo

Wind V03kt, 10SM, Few 120, temp 31/16, 29.92, App RW4, Dept RW4/28

we taxi to RW28 for T/O from KCDW

Lesson 7: Back to C172M, I like it again

06/15/2014. Instructor: Bob S. Time: 1.3, T/O 2, Landings 2

My first day on 811JD, actually I like it. Other than the 172R that I was trained in another school, this 172M seems more friendly to me.  I felt more comfortable. During the taxi, no need to switch between the hand break and throttle as I had to do on the cherokee 6462R.  And the Taxi is no longer an issue for me on C172 now — at least not on 811JD.

Saw two helicopters coming in and landing straight in front of me during out pre-flight.

During the run-up, the left magnetos seems over react — turn ignition to left, caused 200RPM drop other than a good 75RPM. Bob cleared that for me by doing several operations that I don’t understand — hope I will catch them next time.

T/O: Hold the breaks, add to full power smoothly, then release the foot break. Using rudder to fix the direction, and 52 kts, to rotate; climbing at 70 kts.

After T/O, we head to north, reaching greenwood lake, 3,500ft. Then I tried the power-off stall, slow flight, steep turns.  Most of them went well. I like the power-off stall, the feeling is more moderate than it on cherokee.

Bob let me do all the communication before the take-off, and as weapproached back, I call for landing clearance as well — although the response from tower is something I never expected that there are some passing through traffic cut right in between us and caldwell — seems small Jet going to land in MMU. So we have to climb up a little bit, and going back into the pattern. That led to my first landing too high. Bob did some “aerobatics” to reduce the altitude for me.  We planned a touch-and-go. But we did a full-stop. Then back to runway 28, and T/O. We stay in the pattern, today is also my first time right turn pattern. I tried the approach. Bob said the approach was good. During the landing, I think my flare part is not good. Bob cut in and helped. However, I feel great, as it is my first time handle the approach this good. :)

ATIS: Serria, Wind variable 6kts, visibility 10SM, SKC, few 12,000, temp/dew 26/11, altimeter 30.06. Runway 22/28 — we used the RW28.

Taxi call: Caldwell Grnd, Skyhawk 811Julie Delta, Fischer Aviation, request Taxi to active, with Serria, VFR northbound

Grnd: 811Julie Delta, RW28 via November

Tower call: Caldwell Tower, Skyhawk 811 Julie Delta, runway 28, ready to T/O, VFR northbound

Tower: 811JD, hold short for traffic

Tower: 811JD, line up and wait

Tower: 811JD, clear to take off

Then before approaching:

Caldwell Approach, skyhawk 811JD, 9 miles north, approaching with Tango





Lesson 6: Start training at Fischer with Bob

It is my 6th flight lesson, and first official one at Fischer (the previous one was just introductory for me to decide if I want to switch).

We did some power on stalls, where I need more right rudders.  Then some power off stalls, I should not use too much time to get into stall — guess what, I was scared, so I keep the nose low.

We did some other stuff ( as this blog is just a back-writting, I don’t remember well).

Lesson 5: First Flight at Fischer with Bob

I decided to give Fischer a try, as seems the reviews are so great about it. I knew Tom was super busy and mostly the time are booked. So I discussed with Jodi, who suggested that Bob is as the same good.

I took the introductory flight with Bob — and on cherokee N6462R. I liked it very much, seems it is better for taxi (or easier — except the hand break. I have to switch my right hand between hand break and throttle back and forth).  It shows everything in mph, not kts, which is also off from what I have experienced from C172R. Other than that, it went smoothly, and I feel great, and I decided to switch the school.

T/O 60 mph to rotate, 78mph for climbing

We did some steep turns where it seems my first time to flight over 40 degrees.  Then we tried some power off stalls — it seems needing more right rudder than the C172R (or maybe my previous instructor did that for me so I did not feel it).

The landing is quite different, as the flaps are manual.


I did some flight training at another part 141 school — and decided to switch to Fischer, where I felt the lessons are more efficient. I have learned some basics, such as T/O, climbing, descending (or not really?), basic turns, steep turns (not really, only about 30~35 degrees); and some ground ref maneuvers, such as S-turns, go-around-a-point, rectangular. I did some imminent power-off stalls, and I think pretty much that’s it.