Lesson 14: my first time instrument training

With hood, flying was harder than I expected. I always feeling I am leaning to right, so try to correct to left — but actually not, I feel the same way as the ball feels. So need to use rudder, instead of aileron to correct it. After about half hour instrument flying, Bob asked me to took off the hood, and the airport is right in front of me — was asked to do 3 miles straight in by Tower

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:

http://www.dauntless-soft.com/products/Freebies/Library/books/FLT/Chapter11/UseofAileronsinStallRecoveries.htm

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)