Easiest way to kill yourself in a plane

[ohiopilot]

I didn't mean ONLY use your instructor. I spent a lot of time just chillin at the airports on Saturday/Sundays on bad days chatting it up with the ones who hung out there. You'll definetely learn a LOT.

 

[rumpletumbler]

Chillin? Please tell me you aren't a licensed pilot.

 

[Vandal]

Stop watching Top Gun at least a year prior to starting training, but since it appears that you're still watching it over and over, I suggest you stop now.

Glad I wasn't the only one who thought that...

 

[JAFI]

Always err to the safety side.

More pilots have died because of ego than mechanical malfuctions. (loosely quoted from Gen. Chuck Yeager)

You have two ears and one mouth. That means listen two times more than talk.

Ask questions, but have good sources, double check your sources.

Study your lesson before you show up at the airport.

Just a few....

JAFI

 

[Goose Egg]

if you don't use flaps in a power on stall, how do you slow to rotate speed before you kick in the juice?

Let's see, I think they call it energy management.

...at least the way they're teaching it here is flaps 10 (C152) slow to 55-60kts, add full power and shut off the carb heat, you'll pitch up, the speed bleeds off, you stall...

I'm not going to sit here and, uh, type that using flaps on a power-on stall is the absolute wrong way to do things; because after all, a stall is a stall, and it can happen whenever the critical angle of attack is exceeded. But it does strike me as a little unorthodox and uneccessary, as it is actually fairly easy to slow down enough without flaps before adding power, and that is in bigger and heavier airplanes. In a C-152 it shouldn't be any trouble at all.

Now, if you were simulating a departure stall in a short or soft field situation, that's a completely different story. But if you are doing a power-on stall as part of a task area on a practical test, I'd learn how to leave the flaps out of it.

-Goose

 

[avbug]

And for those random failures later on and to triple maintenance costs.....never, ever....lean on the ground.

Huh??

 

[minitour]

Let's see, I think they call it energy management.

Okay...fair game

Now, if you were simulating a departure stall in a short or soft field situation, that's a completely different story. But if you are doing a power-on stall as part of a task area on a practical test, I'd learn how to leave the flaps out of it.

-Goose

It's funny that you bring up the PTS because in The Commercial Pilot PTS I have in front of me it says:

VIII. AREA OF OPERATION: SLOW FLIGHT AND STALLS
C. TASK: POWER-ON STALLS (ASEL and ASES)
*chopped to keep you reading*
Objective. To determine that the applicant:
*chopped again to keep you reading*
7. Retracts flaps to the recommended setting, retracts the landing gear if retractable, after a positive rate of climb is established.

...so before I go busting the checkride for using 10* of flaps (it'll be in a 172RG) for the power on stall demonstration, tell me again why it's wrong?

-mini

 

[Goose Egg]

...so before I go busting the checkride for using 10* of flaps (it'll be in a 172RG) for the power on stall demonstration, tell me again why it's wrong?

First of all, if you will kindly refer to my original post, I explicitly stated that performing a power-on stall with flaps was not necessarily the "wrong" way to do it. And may I add that using 10 degrees of flaps to help slow the airplane for a power-on stall is completely unnecessary. However, to use 10 degrees of flaps in a power-on stall to simulate a takeoff configuration is realistic and concievable. Let's get that straight.

Secondly, the power-on stall is practiced to gain proficiency in recovering from stalls in takeoff and climbout conditions and configurations. Since zero flaps is an approved takeoff setting for the C-172RG, your examiner could concievably ask you to perform it in that configuration. I'd be prepared for it.

Fortunately, preparing for it consists of about 5 min. of extra stall practice.

-Goose

 

[Goose Egg]

One more thing...

It just so happens that I have a 1981 Cutlass RG Information Manual here, and I did a bit of checking.

From page 4-16 of the manual:

"Normal and short field takeoffs are accomplished with the wing flaps 0*... At takeoff weights of 2550 pounds or less, (max gross is 2650) 10* may be used if desired for minimum ground runs or takeoffs from soft or rough fields."

Now, I don't know what year of Cutlass you are flying, but it sounds to me that you ought to be ready to do a power-on stall with the flaps up. Also, I think it's kind of interesting that the use of any flap setting other than 0* is not allowed when the aircraft is within 100 lbs. of max gross weight. (I honestly have no idea why that is, but it is interesting.)

-Goose

 

[rumpletumbler]

Huh??

the mixture (and I was kidding)