Scudrunners

Chuck at 5:55 you can watch takeoff in this video. Is this poor aircraft handling?. I know this discussion was started at the other place but I think its interesting and is a nice break from how bad FTUs are.

Rather than critique this pilots flying skills let me ask you two questions.


(1) If an engine quit during the time he was on the water, especially as the airplane was rotating onto the step what would happen?


(2) Can a pilot perform the take off with one hand on the control column and the other hand on the throttles?

I'm probably not doing it the "right way" but I've spent thousands
of hours with my right hand on the stick, and my left hand on the
throttle.

[img width=500 height=331]https://www.goodyeareagles.com/wp-conte ... ockpit.jpg[/img]

I half-roll inverted on takeoff at 80 mph using that technique with
a bootfull of top rudder through knife-edge to keep to nose up and
the bottom wingtip from scraping the runway.

BTW, no flight instructor taught me to do that maneuver.  99.999% of
what I know in aviation (and engineering, for that matter) I taught
myself.  If I asked my boss at work to send me on a Python programming
course at the [u]Malibu Rest & Vest Institute[/u], for example, he'd probably
piss his pants laughing so hard.

Here's a circuit and landing with my right hand on the stick and my left
hand on the throttle, but again, I'm probably not doing it the "right way":

[youtube][/youtube]

Note that the aircraft does not actually destruct past 30 degrees of bank
due to a local singularity (G goes infinite and aircraft implodes) as your
flight instructor probably taught you.

I found after the first 10,000 they pretty consistently look like this:

[img width=500 height=306][/img]

Some more discussion on what happens past 30 degrees of bank in
the circuit:

[url=http://www.pbs.org/wgbh/nova/blogs/phys ... ties-real/]http://www.pbs.org/wgbh/nova/blogs/phys ... ties-real/[/url]

A quote from TP975E:

[quote]Teach your students to have mastery over the aircraft; to fly [b]with verve and spirit to the limit of the aircraft's flight envelope[/b];[/quote]

That document is called the "Flight Instructor Guide" which is
published by Transport Canada Aviation.

I might also draw your attention to CAR 405.14:

[quote]405.14 Flight training that is conducted using an aeroplane or helicopter [b]shall be conducted in accordance with the applicable flight instructor guide[/b][/quote]

The first quote is [u]not merely advisory - it is [b]regulatory[/b][/u].

TP975E was written a long time ago, by a bunch of guys
whom have long since retired.  It's easy to see how flight
training has deteriorated since then.  I am sure that the
guys who wrote that first quote, for example, would have
difficulty renewing an instructor rating in Ontario Region.

tl;dr  Chuck says aviation has been dumbed-down.

Back On Topic:

When I was a class one instructor, teaching new class four instructor
candidates, if they made the mistake of taking their hand off the
throttle below 500 AGL, I would reach over and pull it all the way
back, because obviously power wasn't important to them at low
altitude.

Hand on the throttle below 500 AGL.  Asiana 218 didn't think so, but ...

I always had great fun teaching new instructors.  A blank
canvas to scribble on.  Like designing a new system from
scratch at work.

One of my pet peeves is that students are shit at forced
approaches.  Have been for years.  Decades, actually.

Through the law of inequality, I reasoned it was because
their instructors were shit at forced approaches.

Ok, I can close that loop.  Whenever I taught a new
instructor, he became a fucking ace at forced approaches.

Every time we came back to the airport, from a different
angle and altitude, the engine failed.  Go figure.

After a while, though, we would be flying back to the
airport at 500 AGL (diversions, ya know) and he would
have to climb up to join the circuit which was a little
weird for an immediate forced approach.

Other thing I like to see in a new instructor:  the ability
to fly a really good steep turn demo, in both directions,
from the right seat.  At the same time, talking to the
student about what he was doing, and keeping an eye
out for traffic, and thinking about nav/airspace and time/fuel.
A lot of spaghetti on one fork.

If an instructor can teach really good steep turns, and
is an ace at diversions and forced approaches, he's
going to produce good PPL's.  Because that's what
they suck at.  See law of inequality.

You can see why TC would not renew my instructor
rating in Ontario Region, and I had to travel to PNR
for that, and to Quebec Region for my medical.

Here is another interesting fact about flying with one hand on the control column/stick and one hand on the throttle/'s.


I weigh 120 pounds and am five foot seven inches tall and have never found an airplane that I could not comfortably fly using that method of control.

Yes, it's a good idea to learn to use the trim.

People will shit on me, but I run the trim (coolie hat)
during the flare with my thumb.  Yes, I'm that lazy.

Funny story .... a student of mine flew a P-51D.  Actually
the TF-51 Cavalier Crazy Horse, in Kissimee, FL.

On final, the IP kept selecting flaps, but my poor student
couldn't find the trim on short final.  Didn't want to look
inside the cockpit.

Student should have spoken up, but he was too busy landing
the P-51D for the first time.  After landing, the IP couldn't
believe that he was able to overcome the stick force.

All this to say:  [b]learn to trim[/b].  I know on a little airplane you
really don't have to - especially if you're built like a gorilla -
but that lacks elegance, and will not prepare you for other
aircraft you fly later.

There's a reason they put electric trim at your thumb.

HOTAS.

First, learn to fly an airplane in trim.  Later in your career
you may wish to intentionally fly an airplane out of trim
but you really should learn to walk before you run.

Colonel, did you know that the amount hanging over when you have two hands on the column is known as proud flesh?

Chuck, you are a fountain of knowledge that no one else has.