Search results

The FAA has a Glider Flying Handbook available for free, which is probably as good as place to start as any. https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/glider_handbook

Your point appears to be based in invalid assumptions.

Yup…same answer.

There are good reasons to do that, IMO…it gets you thinking about how an approach is structured and validates some things you maybe haven’t thought about for a while, like what a localizer needle deflection really means.

Nothing. If I’m descending near the airport, that means I’ve already climbed into the pattern. There wouldn’t be enough error to cause problems.

I found that my right leg got really tired from pressing on the floor during climb, and my left leg during descent. But my vast experience in Ercoupes resulted in me being asked to do sales demos…2 of my 2.5 hours of Ercoupe time are demo flights.

I don’t understand it, either, but I’ve seen it more than once.

The stall/spin has nothing to do with using or ignoring a particular instrument. It has to do with ignoring multiple inputs. That’s not a product of instruction, it’s a product of ignoring instruction.

They’re just demonstrating why pilots aren’t generally authorized to do these things. Setting an example for the greater good.

I added my Private when I was in college with a local club, and my commercial when I got a job at a now-defunct commercial glider operation. I only did them separately because I didn’t have a commercial certificate when I started. But as long as you’ve got a commercial certificate already, the...

And that sight picture isn’t JUST about pitch attitude relative to the horizon, or keeping your aiming point in the windshield…it’s keeping track of those (and other) visual parameters, so that if one changes you can cross check against the others and make appropriate corrections, thus avoiding...

I say the same thing about full motion sims. When I’m flying one, I have to completely ignore motion so I don’t do things like make turns with full rudder. Any sim is merely an opportunity to work on scan, which is something that deteriorates fairly quickly in real flying because there ARE so...

Unfortunately when describing such things on the internet, we don’t take the time to brief them as fully as we do when we’re actually using these techniques with students. Among other things, trim is a player in this, and if “airspeed is all over the place”, the pilot is totally ignoring...

FIFY.

I’ve met many pilots who do odd things that they claim their instructor taught them, when in reality they misunderstood or misinterpreted what the instructor said. Happens way more often than instructors teaching odd things.

Taking my wife out for supper.

Not seeing the runway from the FAF doesn’t make it IMC, although it does increase the likelihood that you’ll be IMC before you get there.

So train with the instructor who says there are no specific hour requirements.

Having seen it, I have no reason not to think it would happen.

61.129 specifies the aeronautical experience required for a Commercial certificate, and (b) lists the specific requirements for an airplane multiengine rating. The exception listed, paragraph (i), is for those who train under Part 142, and I know of no Part 142 Commercial training programs...