First student tried to kill me...

I had a lesson in the good ol' Cub a couple of nights back and my instructor had me do some stalls - nothing crazy just straight ahead power off stalls to get the feel of the airplane etc. Thing is I was in the back seat (which is of course where i will solo from) so I didn't have any instruments to look at.

Flying the cub has done me nothing but good in terms of stick and rudder.

FWIW I also teach my students to look outside when practicing stalls, I find when doing flight reviews most pilots want to fixate on either the airspeed, ball or heading indicator, but don't want to look out the window.

I spend quite a bit of time on stalls and maneuvering during slow flight and its interesting how their flying improves as the review progresses.

I have found the falling leaf demo a really great tool, really brings home the effectiveness of that little rudder way at the back!

Bp244
 
To the OP...EVERY student is "trying to kill you". If you remember that on every flight you will be a lot safer and not get complacent. Not saying you were, just keep it in the back of your mind.

$0.02
 
ClearedToThe said:
To the OP...EVERY student is "trying to kill you". If you remember that on every flight you will be a lot safer and not get complacent. Not saying you were, just keep it in the back of your mind.

$0.02
Click to expand...

Keep your head in the game, stay several steps ahead. Don't do anything outside of your comfort zone. First and foremost discuss who is PIC and responsible prior to taking off as well as positive exchange of controls protocol. I don't see a problem if these are met. It's a controlled balance of authority, trust, and a sixth sense. 1300 dual given and surviving all the way to the bank. $$$ :insane:
 
This is from Wiki, so take it for what it's worth:

With a small number of airplane types the FAA has made a finding of equivalent level of safety (ELOS) so that demonstration of a one-turn spin is not necessary. For example, this has been done with the Cessna Corvalis[citation needed] and the Cirrus SR20/22.
Click to expand...

Yikes. I would be a little nervous about entering an unintentional spin if it isn't even required for certification of the aircraft.
 
I'm not familiar with the airframe nor did I take the time to read the thread after the first 10 replies..., so pardon if I repeat what someone else has already stated.

I absolutely despise the habit of "hovering" over the yoke while a student is doing something. However, having foot discreetly placed so that he can't input incorrect rudder saved me a lot of work while teaching single-engine procedures in the C-21 (Lear 35)...

BTW - Welcome to the club.
 
It's been awhile since I instructed in the SR20, but if I remember correctly the rudder and the ailerons are somewhat linked. When the ailerons are displaced left there is a certain amount of left rudder displaced as well and vice versa. I do remember quite well (and to my dismay as an instructor) that the aircraft can almost be flown with your feet on the floor because of this linkage. The first time I tried to teach adverse yaw I was thoroughly embarrassed when nothing I was saying happened (nose moves opposite the direction you're banking). It made for some very lazy and ill prepared students when they were asked to fly less advanced aircraft.

As to stall and spin recovery, as someone else mentioned, it is VERY hard to spin the Cirrus. You'd have to be asleep or something. In any case, if it were to enter a spin you better believe I'm gonna try to recover until the last possible minute before I pull the chute. Hope this helps. Like I said, it's been awhile since I've flown that aircraft.
 
Thanks for all the advice, guys...

I pulled the AHRS CB on the next flight and did it all over again, it worked out much better when his head wasn't consumed by the G1000.
 
arypilot757 said:
If there are clouds, have him keep the nose lined up with a cloud. If the nose starts moving to the left apply more right rudder, if the nose is moving to the right reduce some right rudder pressure.
Click to expand...

:yeahthat: Clouds + keeping them in the same place on the windshield + peripheral vision = good coordination

Because of the size of the inclinometer on a glass panel, sometimes it's good to use the compass instead if you need something to glance at quickly - if it's turning, more likely than not you need adjust the rudder.
 
You must log in or register to reply here.
Back
Top