Flight Training - October 2011 - 8

LETTERS

Talk back
WE APPRECIATE YOUR COMMENTS. Please email lettters to flighttraining@aopa.org. Letters will be edited for style and space.

IS THE FAA’S METHOD CORRECT?
an Twombly’s August 2011 article on spin training (“Technique: Spin Training”) was, I am sure, well intended and based on what he was taught but not on experience. Two major statements were dead wrong—“Both wings must be stalled” and “brisk forward movement to break the stall.” Neither is true and both
are misleading. The stall/spin accident is still the number-one killer and is easy to recognize and prevent with proper information and training. The flight training industry and the FAA are so far behind and ignorant of the real causes and how to prevent this useless, preventable accident. Johnny White Abingdon, Virginia Teaching spins is a favorite of mine so I read with interest Twombly’s article on spin training and can offer some comments. Letting go is not appropriate for all airplanes. In fact, my Cessna 152 Aerobat will not recover “hands-off” once the spin has developed (after three turns). And, even in the event that an airplane will recover that way (sometimes during the incipient phase), the airplane still is pointed at the ground and heading there with enthusiasm. I refuse to abdicate control of my airplane and I advocate that my students do the same. Rotation and descent rates can vary wildly among models as well as the phase of the spin or atmospheric conditions for one particular model. The five-step recovery shown may be effective in a Piper Cub, but it will not work in the developed phase in the Cessna 150/152, which appears to be the aircraft depicted in the article. Step three says “Rudder— Apply full opposite and hold until the rotation stops.” In the typical developed spin, a pilot will never move to step four. The Cessna 152 pilot operating handbook (POH) spin recovery technique is: 1. Ailerons—Neutral 2. Throttle—Idle 3. Rudder—Full opposite 4. Yoke—Briskly forward 5. Hold these controls until rotation stops 6. Rudder—Neutralize 7. Yoke—Pull from dive Although this technique is appropriate for many airplanes, it should be emphasized that a pilot should refer to the POH to find the technique determined most efficient for the airplane he/she is flying. Catherine Cavagnaro Sewanee, Tennessee The technique described in the story is the FAA’s official word on the subject, as was

SPIN DEBATE

appropriate for the context. Each airplane acts differently in a spin, however, and has its own quirks and techniques that must be learned. —Ed.
NOSE IN THE AIR

Bob Schmelzer’s “Nose in the Air” (August 2011 Flight Training) article was spot on, as was his guidance in his “Kiss the Runway” article (June 2011 Flight Training). I might add to the answers posed in his question: “What does a pilot really gain by practicing stalls, and why is it so important to keep practicing them? The answer is simple: competence and confidence.” In addition to competence and confidence, recognition and avoidance are key. Tom Mezger Parker, Colorado
SPORT PILOT CONFUSION

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"HAD MY FIRST NIGHT FLIGHT THIS WEEKEND! I CAN'T WAIT UNTIL I CAN FLY AT NIGHT AGAIN."—Carl Eefsting
See our cover story, "Here Comes the Night," which begins on page 28 for tips on flying at night.

I just finished my second hour of LSA instruction as a new pilot. I’m 50 years old and can’t believe I waited this long. I read the article (“Sport Pilot from Start to Finish”) in the August 2011 issue. The author commented: “Best of all, you can start with sport pilot and work up to private pilot very easily when you’re ready.” I’m being instructed in light sport by a retired airline pilot with more than 30,000 hours. I have my medical and intend to continue on to private; however, he and several other sources, including someone at the FAA, stated that my time with this instructor under LSA will not count toward my private certificate. Please elaborate. George Warehime Biglerville, Pennsylvania Although AOPA believes it was not originally intended as such, and has protested as a result, a recent FAA letter of interpretation said the regulations make it clear that training received from a light sport instructor cannot be used toward a private certificate or higher. Light sport training received from a “standard” CFI is fine to carry forward.—Ed.

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Flight Training - October 2011

Table of Contents for the Digital Edition of Flight Training - October 2011