CFI oral intel

One of the folks around the hangar took his CFI practical last week. He
had his AGI so they threw out all of the Fundamentals of Instruction
stuff entirely during the oral.

A question the examiner asked him: "You're flying cross-country and
trimmed at 110 knots. You die, and the engine quits. At what airspeed
will the aircraft strike the ground?"

Another was, "You're turning final and you enter a cross-control stall.
Is it better to be in a slip, or a skid?"

-c

On Thu, 29 May 2008 07:21:20 -0700, gatt wrote:

One of the folks around the hangar took his CFI practical last week. He
had his AGI so they threw out all of the Fundamentals of Instruction
stuff entirely during the oral.

A question the examiner asked him: "You're flying cross-country and
trimmed at 110 knots. You die, and the engine quits. At what airspeed
will the aircraft strike the ground?

That's easy, gatt. I wouldn't know.

Or care.

Gezellig wrote:
On Thu, 29 May 2008 07:21:20 -0700, gatt wrote:

A question the examiner asked him: "You're flying cross-country and
trimmed at 110 knots. You die, and the engine quits. At what airspeed
will the aircraft strike the ground?

That's easy, gatt. I wouldn't know.

Or care.

Ha! That was my thought: If I'm dead, what difference does it make?

"Gezellig" wrote in message
...
On Thu, 29 May 2008 07:21:20 -0700, gatt wrote:

One of the folks around the hangar took his CFI practical last week. He
had his AGI so they threw out all of the Fundamentals of Instruction
stuff entirely during the oral.

A question the examiner asked him: "You're flying cross-country and
trimmed at 110 knots. You die, and the engine quits. At what airspeed
will the aircraft strike the ground?

That's easy, gatt. I wouldn't know.

Or care.

That summs it upp....

NW_Pilot was thinking very hard :
"Gezellig" wrote in message
...
On Thu, 29 May 2008 07:21:20 -0700, gatt wrote:

One of the folks around the hangar took his CFI practical last week. He
had his AGI so they threw out all of the Fundamentals of Instruction
stuff entirely during the oral.

A question the examiner asked him: "You're flying cross-country and
trimmed at 110 knots. You die, and the engine quits. At what airspeed
will the aircraft strike the ground?

That's easy, gatt. I wouldn't know.

Or care.

That summs it upp....

I have to admit, it was a humerous dodge to a question that I wrote
down, researched, then found out I was wrong. :'(

The good news I am still a student!

Forever. :-)

gatt wrote in
:


One of the folks around the hangar took his CFI practical last week.
He
had his AGI so they threw out all of the Fundamentals of Instruction
stuff entirely during the oral.

A question the examiner asked him: "You're flying cross-country and
trimmed at 110 knots. You die, and the engine quits. At what airspeed
will the aircraft strike the ground?"


He's obviously looking at getting an answer that it will be the same
speed, but that's not correct. It probably wouldn;'t be far off it, but
the thrust line and any up or down thrust will play a big part in what
the airplane settles at after the engine dies.

Another was, "You're turning final and you enter a cross-control
stall.
Is it better to be in a slip, or a skid?"

If you're asking, Slip.



Bertie

Bertie the Bunyip wrote:
gatt wrote in

A question the examiner asked him: "You're flying cross-country and
trimmed at 110 knots. You die, and the engine quits. At what airspeed
will the aircraft strike the ground?"


He's obviously looking at getting an answer that it will be the same
speed, but that's not correct. It probably wouldn;'t be far off it


The answer he apparently wanted was 110 knots, but I would have told him
-around- 110 knots.


Another was, "You're turning final and you enter a cross-control
stall. Is it better to be in a slip, or a skid?"

If you're asking, Slip.

That's what I'd have told him. (If you're in a 30-degree bank and your
outboard wing stalls you'll roll through wings-level but if your inboard
wing drops you're increasing your bank even further.)

I don't know what the examiner wanted to hear, but, that's the answer
I'd have given him.

-c

gatt wrote in
:

Bertie the Bunyip wrote:
gatt wrote in

A question the examiner asked him: "You're flying cross-country and
trimmed at 110 knots. You die, and the engine quits. At what
airspeed
will the aircraft strike the ground?"


He's obviously looking at getting an answer that it will be the same
speed, but that's not correct. It probably wouldn;'t be far off it


The answer he apparently wanted was 110 knots, but I would have told
him
-around- 110 knots.


Another was, "You're turning final and you enter a cross-control
stall. Is it better to be in a slip, or a skid?"

If you're asking, Slip.

That's what I'd have told him. (If you're in a 30-degree bank and
your
outboard wing stalls you'll roll through wings-level but if your
inboard
wing drops you're increasing your bank even further.)

I don't know what the examiner wanted to hear, but, that's the answer
I'd have given him.

-c


Well, you're much more likely to spin out of a skid than a slip is what
he was getting at..



Bertie

On May 29, 10:58*am, Bertie the Bunyip wrote:
He's obviously looking at getting an answer that it will be the same
speed, but that's not correct. It probably wouldn;'t be far off it, but
the thrust line and any up or down thrust will play a big part in what
the airplane settles at after the engine dies.

And in a propeller-driven plane with a conventional (as opposed to a T-
tail) empennage, the design and location (relative to the prop blast)
of the horizontal stab will probably swamp the effect of the thrust
line. In most cases, the trim speed will actually be higher when the
engine quits.

This question is a good one - without more information it can't really
be answered, but it's a great jumping-off point for a discussion of
the way pitch, power, and speed interact.

The airplane CFI PTS includes demonstrating and explaining trim stalls
(I remember having to do one on my CFI-ASE ride). So at least the
people who wrote the PTS expected the CFI to have that level of
aerodynamic knowledge, as well they should. It would help him to
explain to the student why certain things happen, and what he should
expect.

But that's probably way beyond what the average ops inspector is going
for (and probably more than he knows) - and it's somewhat depressing
that it's obvious to us that he's going for the wrong answer. You
would think we would give the guy the benefit of the doubt - but
having met several ops inspectors, I find that difficult to do.

Michael

"Bertie the Bunyip" wrote in message
...
gatt wrote in
:
He's obviously looking at getting an answer that it will be the same
speed, but that's not correct. It probably wouldn;'t be far off it, but
the thrust line and any up or down thrust will play a big part in what
the airplane settles at after the engine dies.

If it ever settles down. The process of losing the engine thrust will likely
trigger a phugoid oscillation, which may or may not dampen out before you reach
the ground. Your airspeed would depend on just where you happened to be in the
cycle when airframe meets ground.

Those of you who have never broken the monotony of a x-country by exploring
the phugoid characteristics of your steed have missed a good opportunity to
learn something about your airplane. (Don't forget to see how it differs with
CG.) BTW: Some gliders have rather exciting phugoids.

Vaughn