CFI spins

Spun an aeronca chap Yesterday. It was amazing how in-tune the pilot can be with an aircraft. Every wind gust, buffet, thermal and a concert of pitch, power, and performance. Never flown with out a turn and ball cordinator, I always had trouble feeling slips and skids. But after just 8/10 of an hour that changed. There is definitly something to be said for learning and teaching in the small simple planes. Fun. Real grassroots aviation.

So everything is ready for the test. I just have to find a plane to take the test in since both the RGs I'm checked out in are under maintaince right now.

CFI Training 7: I'm ready; Is the plane?

I've been ready for my test just trying to get the spin sign-off  and then schedule the test. I was hoping to have the certificate by the end of April. The RG I'm use to flying was nearing it's 100hr inspection and it's annual. Additionally it's been throwing some oil and the engine was surging a bit, so the maintenance crew decided to tackle all three at once, rebuild the engine. This is going to take a full month. I decided to find another RG to use. Ideally a 1980-1984 172RG as they are most similar to the RG I'm most used to. I found one at another airport an additional 1hr south of my home base. Before getting checked-out and signing the rental agreements, I specifically told the renter my needs and intents, asking about time to standard maintenance. I was told it would be no problem as the plane had plenty of time left. Today I found out that the RG was really going to go under maintenance right away, needing three weeks off. I just spent $180 for nothing. I'm a bit upset. Well, I guess I'm off to find another different RG to fily for the test.... Oh, well, the spin-sign-off is scheduled for tomorrow. Hopefully the weather holds out.

CFI Training 6: Practice Student

Two flights with my practice student.

Ground School: Fundamentals of Aerodynamics, Preflight, Stalls
Flight Lesson One: Straight & Level, Climbs & Descents, Level Turns, Climbing Turns, Descending Turns
Flight Lesson Two: slow flight, slow turns, area of reverse command, power off stalls, power on stalls and pattern work and introduction to landings.

CFI Training 5: Not Nearly Enough Air Time

We are getting close. Nearly 1/2 my scheduled flights are getting scrubbed due to weather, and not entirely crappy weather mind you. One flight was scrubbed due to moderate crosswinds. Another scrubbed for heat and bumps at low altitudes. Last nights was canceled due to a scheduling mishap. The plane was reserved for the night prior by mistake. Well despite all that it looks like I'm about 2-4 flights away from sign off. I need to instruct slow flight, stalls etc. And Need to perfect my own right seat commercial maneuvers: Lazy eights, eights on pylons, Chandelles. I'd also like to work on some of the private maneuvers (turns around a point, S-truns, etc) and perhaps some instrument from the right seat. Looks like I'm about 2 weeks away from the test.

CFI Training 4: The Sister & the NO GO

Well, Lesson 4 was a bit of a bust. We had winds varying from 160 to 180 at 21 gusting to 27kts, across runway 20. averaging a 17kts crosswind component. My sister was meant to be my practice student. I decided to bag the flight but wanted to at least do the pre-flight checklist with her. She has been in light aircraft many times but never been at the controls, so the introductory flight wasn't really necessary. We rescheduled for next Saturday but my sis isn't available so I'm hoping one of my engineering buddies who is actually looking at getting his private soon will be available. Until then I'm going to get a Check Out in a rental with an autopilot for trip I'm planning. I also intend on studying for the oral exam some more, maybe I'll pick up ASA's CFI oral exam guide.

CFI Training 3: Slow Flight Review

Another flight lesson. This time we did slow flight: stalls, turns during slow flight. I had almost totally forgotten about the area of reverse command. Which, when entering a stall in straight and level flight one reduces power and airspeed. However, as the airspeed drops below Vx (best angle of climb) the plane requires more power to maintain altitude, this is the area of reverse command. We worked turns around a point, emergency power off landings (more on this in a bit), steep turns and maintaining straight, level, and coordinated flight using visual queues (out side the cockpit). One thing my CFI pointed out was that I look at the gauges far too often. This naturally relates to the fact that I am an IFR pilot and go to the gauges frequently. This is a bad thing for an instructor due to the fact that students (especially engineers and technical students) will also start to depend on instruments for flight reference.

More on power off landings: As a CFI, or any instructor/teacher, you want to teach to the highest level of learning, correlation. The four levels include rote, understanding, application, and correlation. I mention all of this because I had a moment of transitioning from understanding to correlation just today. My CFI asked me to "demonstrate" power off landings while instructing him how it's done. So we pulled the power at 3000ft above pattern altitude about 1NM from the airport. I started circling around a point to loose altitude then entered down wind abeam the numbers. on final I was still very high so I did slips and S-turns. Afterward I realized something I had never been told or put together before: Do the turns around a point at the abeam the numbers point. This helps ensure exiting the turns at the proper altitude for landing safely without engine power. It also makes the pattern, final approach and entire landing easier and safer. This realization was a moment of correlation.