Flying Lessons

Some Good Reading

I recently came a cross a good story about learning to fly in Cubs on the Cub-Forum by Dan Ford. Nice writing about learning to do something new as an older person and affection for Cubs. Dan Ford also recommended Flight of Passage, a book about two teen age kids flying a Cub across the country. I got it from my library and am enjoying this story about a time when aviation seemed a freer.

Lesson 12: I'm not a Hazard

September 14, 2004

I recently got into a discussion about stalls and spins with another instructor during a rental checkout. I repeated George's assertion that slips are spin proof. The instructor didn't buy it and I did not have a solid enough understanding to make a convincing explanation. So I ask George and we review. I'm still not fully convinced that the explanation counters all the reasons that planes will spin, but we did go practice and never did get the plane to spin from a slip. Evidence shows that slips are spin proof. I'll continue to experiment. I'm' not going to try to explain the theory here. Besides, there is no substitute for experience. If you want to know more, go out with George in the cub for some stall-spin training.

We also set me up in the back seat (I'll have to sits here to solo) and go over the hand propping procedures (no starter in the cub). I thought that flying the airplane from the rear would be more difficult but it's actually easier. I have good views out the side and even some visibility forward. I can even see half the instruments half the time.

First the spin practice. I find that when I stall in a slip the nose drops as in any coordinated stall. To get the plane to spin I have have to get into a skided turn and step on the low wing rudder to stall that wing. When done right the wing drops then the nose drops and we're heading for mother earth. Recovery is simple: throttle back and center controls is about all that is needed. Outside rudder and brisk move forward on the stick are further recommended control inputs that I've not had to use with this airplane. We also do a power on spin entry. We set up for a climb and pull the nose high. When one wing drops I step on that side rudder and down we go.

George takes the cub through a series of wild gyrations to demonstrate that if you always stand on the high wing rudder the plane won't spin.

On our way to Vashon George pulls the power and has me run through an emergency landing. I choose a grassy patch on the SE tip of Bainbridge island and do a good job getting the airplane there. George has me fly to within a hundred feet of the ground. Every instructor has a slightly different take on how to hit the field. All agree that landing short is very bad. George says to aim for the center then slip as needed. Bob, who I did my check ride with, said that too many students come in high and then commit to a huge slip. He emphasized proper set up by arriving at the downwind point 1000' above the field and using S turns to loose excess altitude. My preferred technique will be to choose a really large field, when possible.

We do 2 landings at Vashon, 2 at Wax Orchard, and 3 at Boeing. All are good, except I bounced the last two a little. For the first time I feel that I'm no longer a hazard to equipment and life. A three point landing can be summed up as: fly it just off the runway with the power off and use the rudder to keep it going straight.

Next time I want to try some different maneuvers, more stalls, and some wheel landings.

Lesson 13: I'm still not a Hazard

September 17, 2004, J-3 Cub

We practice stalls and ground reference maneuvers east of Seattle. George pulls the power and has me do an emergency landing down to 100 ft over a golf course. On the climb out I ask George if he ever gets into trouble for flying so low to the ground around people. He has been reported, but the regs say "An altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface." There were no people within 500 ft and we were lined up on a safe landing spot. Breaking off an emergency landing practice at 500 ft AGL does not always show that you would have made the landing so flying lower when possible improves pilot training and promotes safety. At least that is what George plans to tell the FAA. I'm glad to have the good practice.

I make 3 good 3 point landings, force a wheel landing, then make a decent wheel landing. George thinks that the 3 point landings are generally safer. In a wheel landing you spend more time with the airplane trying to fishtail into a ground loop.

Night Currency

September 19, 2004, C-150

I take 3198J out to get current in night landings. Driving down to the airport I'm nervous: I've not flown at night for a while and its, well, dark out there.

98J fits like an old glove. Except that the throttle friction no longer works. To keep full power I have to hold the throttle all the way in. Several early takeoffs I discover that I've been operating on less than full power.

I do a good job flying by the number - correct altitudes, stable air speed on climb and descent. 3 circuits at Boeing make me confident enough to depart the pattern, fly over to Bremmerton, make 4 landings there, then return home.

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