:yeahthat:Beech driver said:Study anything and everything possible. To the point that you think you are over prepared, then study some more. Basically know everything the examiner could ask you based on the PTS.
:yeahthat:Study anything and everything possible. To the point that you think you are over prepared, then study some more. Basically know everything the examiner could ask you based on the PTS.
As to the length, mine was about 4 hours total. More recently, a friend had a CFI ride about a month ago. His ground portion was close to 5 hours long, then a 2 hour flight.
Are you by any chance referencing to the formula that the Jepp gives you to find out the pivotal altitude for eights on pylons?I did my with the FAA, my took about 3 hours and could of been done in less, but the guy had over 25 years of experience and had type rating in a lot of airplanes, so I asked him a lot of questions. I think my FOI was about 10 minutes and quizzed me on who I can teach as a CFI. FAR regs, he was able to tell me where to look, without looking in the book. I taught eight on pylons, and the Jepp book is wrong, just to let you know.
That is incorrectno it has to do with the distance and height from the pylon. I think other VFR maneuvering books say that you are at the highest and closest, when you are in fact further and lowest. If you draw a 8 on a piece of paper and squeeze them together, so that the middle is the highest. That what the FAA told me to teach.
Copy and pasted from FAA-H-8083 Airplane Flying Handbook Chapter 4In eights-on-pylons, the distance from the pylons varies if there is any wind. Instead, the airplane is flown at such a precise altitude and airspeed that a line parallel to the airplane’s lateral axis, and extending from the pilot’s eye, appears to pivot on each of the pylons. [Figure 6-10] Also, unlike eights around pylons, in the performance of eights-on-pylons the degree of bank increases as the distance from the pylon decreases.
The altitude that is appropriate for the airplane being flown is called the pivotal altitude and is governed by the groundspeed. While not truly a ground track maneuver as were the preceding maneuvers, the objective
is similar—to develop the ability to maneuver the airplane accurately while dividing one’s attention between the flightpath and the selected points on the ground.
An explanation of the pivotal altitude is also essential. There is a specific altitude at which, when the airplane turns at a given groundspeed, a projection of the sighting reference line to the selected point on the ground will appear to pivot on that point. Since different airplanes
fly at different airspeeds, the groundspeed will be different. Therefore, each airplane will have its own pivotal altitude. [Figure 6-12] The pivotal altitude does not vary with the angle of bank being used unless the
bank is steep enough to affect the groundspeed.
A rule of thumb for estimating pivotal altitude in calm wind is to square the true airspeed and divide by 15 for miles per hour (m.p.h.) or 11.3 for knots.
Pivotal altitude is entirely dependent on Ground speed; as the AFH (what the PTS is based on) clearly explains.no it has to do with the distance and height from the pylon.
You would not climb to the highest altitude in the middle of the leg, then begin descending prior to the turn, as the groundspeed would not be decreasing until entering the turn.should be adequately spaced to provide time for planning the turns and yet not cause unnecessary straight-and-level flight between the pylons
My examiner told me the same thing...or something like "How does the Airplane Flying Handbook teach it?"Are you by any chance referencing to the formula that the Jepp gives you to find out the pivotal altitude for eights on pylons?
I would say that is an area of personal technique and disagreement. Some will say add full power, then decrease pitch. Others will say lower the nose, then add power. Most will say you must both add power and lower the nose simultaneously.You serious? Because you should add full power from an unusual attitude with a nose high attitude!
Tell that to a student or private pilot who have no actual time and get them all disorientated and watch them be in a nose high attitude and add full power. If you want to add full power you get more thrust and more thrust you pitch up. So if you are close to stalling without lowering the nose, they will stall and if they are in the clouds and uncoordinated, you get the idea. It a scary place in the clouds for your very first time.You serious? Because you should add full power from an unusual attitude with a nose high attitude!
This can be eliminated early in training just by teaching them what happens and why during the basic attitude instruction. The best way to do that is your basic power on stall, pitch for airspeed power for altitude.Tell that to a student or private pilot who have no actual time and get them all disorientated and watch them be in a nose high attitude and add full power.