CFI practical test - aircraft required

There was a flight instructor located at Grand Lake,
Oklahoma many years ago. He owned a CE 172 seaplane and was
busy teaching. He also was a DE and gave many private and
commercial flight tests. When the examiners in Tulsa were
all busy, he would often get the over-flow. He told me
about the private pilot applicant was scheduled to arrive at
the airport on Grand Lake at 11:00. He was at the airport
at 10:00 and waiting to the student to arrive when he saw an
airplane fly over the airport at pattern altitude. The
airplane continued on and circled back and flew away to the
west, then a few minutes later it returned from another
direction. This search pattern around the airport continued
for over an hour, the airplane crossing overhead every 10 or
15 minutes.

Finally the student landed. The student was handed a pink
slip because he had failed pilotage and navigation.


--
James H. Macklin
ATP,CFI,A&P

--
The people think the Constitution protects their rights;
But government sees it as an obstacle to be overcome.
some support
http://www.usdoj.gov/olc/secondamendment2.htm
See http://www.fija.org/ more about your rights and duties.


"Robert M. Gary" wrote in message
oups.com...
| BTW: One common practice with some FSDOs is to ask the
applicant the
| inspection requirements for an ELT as you walk in the
door. If you get
| it wrong they dismiss you off the bat. I think they think
its good to
| fail you right off teh bat to show they are serious (and
that they are
| oh, so important people ).
|
| -Robert
|

If you used best glide + 5 in a Mooney you would have time to circle
over the airport about 5 times. I used best glide - 20.

-Robert

I was able to get a student in for her private checkride 5 minutes
after scheduling once. Apparently the examiner had an applicant show up
for a private checkride without a transponder inspection. Apparently, a
lot of people think the transponder inspection is only required for
IFR, not. In anycase, the examiner was sitting around with nothing to
do and took my student on the spot.

-Robert

The problem that I see with that is that if you are
undershooting and need to save the power -off approach, you
need to lose more altitude to gain speed. At +5 I can cross
control to add drag, but I can gain distance by slowing and
resume coordinated flight, also gaining distance. I would
also have the prop control to gain distance by retarding the
control to a lower rpm. If I needed more drag, I can push
the control to a higher rpm.

I have little time in the M231 and it had spoilers.


--
James H. Macklin
ATP,CFI,A&P

--
The people think the Constitution protects their rights;
But government sees it as an obstacle to be overcome.
some support
http://www.usdoj.gov/olc/secondamendment2.htm
See http://www.fija.org/ more about your rights and duties.


"Robert M. Gary" wrote in message
oups.com...
| If you used best glide + 5 in a Mooney you would have time
to circle
| over the airport about 5 times. I used best glide - 20.
|
| -Robert
|

I think the difference in a Mooney is that best glide, Vy, etc are so
far from Vso. The best glide speed in the Mooney is 120 while the Vso
speed is 64. That's just a hell of a lot of speed to bleed off from the
time you are abeam to the time you cross the numbers. At 80 you still
have a lot of slipping to do anyway.

This also makes Vx take offs strange. You pull the nose off at 60 but
Vx is 94. As a result a short field ends up looking more like a
softfield, holding to gain Vx speed. I think the laminor wing requires
a lot more speed to reach efficiency. To make it worse, Mooneys are
light on power, vs. planes of similar class. 200hp for the Mooney, a
Bonanza or Cessna of similar performance would be 230hp.

-Robert

"Jim Macklin" wrote in message
news:3IXwf.41206$QW2.8243@dukeread08...
The problem that I see with that is that if you are
snip...
I would
also have the prop control to gain distance by retarding the
control to a lower rpm. If I needed more drag, I can push
the control to a higher rpm.


If the engine is windmilling, how will the prop control affect your
glide. If I understand correctly, the constant speed prop attempts to
maintain an RPM. Unless it is a feathering prop, that RPM cannot be set
below about 2000. If you are power off and gliding, the prop will windmill
at about 800 rpm, and the prop will be on the low pitch stop regardless of
the position of the handle. Correct?

Al

Try it, glide with the prop control retarded and then push
it in...blade angle will change and the drag will change.



"Al" wrote in message
...
|
| "Jim Macklin" wrote
in message
| news:3IXwf.41206$QW2.8243@dukeread08...
| The problem that I see with that is that if you are
| snip...
| I would
| also have the prop control to gain distance by retarding
the
| control to a lower rpm. If I needed more drag, I can
push
| the control to a higher rpm.
|
|
| If the engine is windmilling, how will the prop control
affect your
| glide. If I understand correctly, the constant speed prop
attempts to
| maintain an RPM. Unless it is a feathering prop, that RPM
cannot be set
| below about 2000. If you are power off and gliding, the
prop will windmill
| at about 800 rpm, and the prop will be on the low pitch
stop regardless of
| the position of the handle. Correct?
|
| Al
|
|

Ok, so if the blade angle changes, the windmilling RPM changes also, right?

Al


"Jim Macklin" wrote in message
news:JKZwf.41229$QW2.8024@dukeread08...
Try it, glide with the prop control retarded and then push
it in...blade angle will change and the drag will change.



"Al" wrote in message
...
|
| "Jim Macklin" wrote
in message
| news:3IXwf.41206$QW2.8243@dukeread08...
| The problem that I see with that is that if you are
| snip...
| I would
| also have the prop control to gain distance by retarding
the
| control to a lower rpm. If I needed more drag, I can
push
| the control to a higher rpm.
|
|
| If the engine is windmilling, how will the prop control
affect your
| glide. If I understand correctly, the constant speed prop
attempts to
| maintain an RPM. Unless it is a feathering prop, that RPM
cannot be set
| below about 2000. If you are power off and gliding, the
prop will windmill
| at about 800 rpm, and the prop will be on the low pitch
stop regardless of
| the position of the handle. Correct?
|
| Al
|
|

On 2006-01-09, Rachel wrote:
If a complex aircraft is required for takeoffs and landings, how would
one manage that? I can't imagine bringing two aircraft to FSDO (if a
FSDO visit was required). Are any complex aircraft ok to spin? The one
I did my CFI in wasn't.

Some FSDOs (Houston, for example) require you bring two planes if
your complex can't be spun (some can be: there is an aerobatic Bonanza). They
also bring airworthiness inspectors for you, and people have gone away
with the threat of a violation due to some trivial obscure item that
technically makes the plane unairworthy (such as a curled placard).
When a friend of mine went for his CFI, there were *three* airworthiness
inspectors going over the plane with a fine toothcomb before the ride!

--
Dylan Smith, Port St Mary, Isle of Man
Flying: http://www.dylansmith.net
Oolite-Linux: an Elite tribute: http://oolite-linux.berlios.de
Frontier Elite Universe: http://www.alioth.net

He wasn't charged for the test either.



"B A R R Y" wrote
in message
...
| On Tue, 10 Jan 2006 12:36:23 -0600, "Jim Macklin"
| wrote:
|
|
| Finally the student landed. The student was handed a
pink
| slip because he had failed pilotage and navigation.
|
| Now THAT's funny...
|
|