X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 09 Sep 2008 00:35:03 -0400 Message-ID: X-Original-Return-Path: Received: from imo-d22.mx.aol.com ([205.188.144.208] verified) by logan.com (CommuniGate Pro SMTP 5.2.7) with ESMTP id 3120089 for lml@lancaironline.net; Mon, 08 Sep 2008 17:02:21 -0400 Received: from VTAILJEFF@aol.com by imo-d22.mx.aol.com (mail_out_v38_r10.8.) id q.c26.42d5e75e (34897) for ; Mon, 8 Sep 2008 17:02:10 -0400 (EDT) Received: from smtprly-ma03.mx.aol.com (smtprly-ma03.mx.aol.com [64.12.207.142]) by cia-da01.mx.aol.com (v121_r2.11) with ESMTP id MAILCIADA016-885148c592d225f; Mon, 08 Sep 2008 17:02:10 -0400 Received: from webmail-mf03 (webmail-mf03.webmail.aol.com [64.12.88.216]) by smtprly-ma03.mx.aol.com (v121_r2.12) with ESMTP id MAILSMTPRLYMA037-5c5948c592c31a6; Mon, 08 Sep 2008 17:01:55 -0400 References: X-Original-To: lml@lancaironline.net Subject: Re: [LML] Re: Lancair Accidents X-Original-Date: Mon, 08 Sep 2008 17:01:56 -0400 X-AOL-IP: 216.191.6.130 In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: vtailjeff@aol.com X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8CAE00D42DEAF92_5E8_56D4_webmail-mf03.sysops.aol.com" X-Mailer: AOL Webmail 38575-STANDARD Received: from 216.191.6.130 by webmail-mf03.sysops.aol.com (64.12.88.216) with HTTP (WebMailUI); Mon, 08 Sep 2008 17:01:55 -0400 X-Original-Message-Id: <8CAE00D42CDFEF2-5E8-2BC2@webmail-mf03.sysops.aol.com> X-Spam-Flag:NO ----------MB_8CAE00D42DEAF92_5E8_56D4_webmail-mf03.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="utf-8" its already there.... -----Original Message----- From: Richard T. Schaefer To: lml@lancaironline.net Sent: Mon, 8 Sep 2008 2:30 pm Subject: [LML] Re: Lancair Accidents David, =C2=A0=C2=A0 I think you are on to something =E2=80=A6 in particular it woul= d be good to generate a syllabus of recurrent training that people should co= ntinually train to and/or seek out (HPAT, Ron, Jeff, =E2=80=A6) training. =C2=A0 =C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0 i.e. =C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0 =C2=A0= =C2=A0=C2=A0 Simulated engine out =E2=80=93 configuring for max glide. =C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0 =C2=A0= =C2=A0=C2=A0 Simulated engine out low =E2=80=93 can you establish a pattern=20= that safely gets you to a landing target. =C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0 =C2=A0= =C2=A0=C2=A0 Landing gear failure =E2=80=93 backup process. =C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0 =C2=A0= =C2=A0=C2=A0 Have you simulated an engine out during climb out =E2=80=93 do=20= you know how much altitude you must have before you can do a 180 turn ? =C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0 =C2=A0= =C2=A0=C2=A0 Have you simulated spoiler stuck open (symmetrical/asymmetrical= ) =C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0 =C2=A0= =C2=A0=C2=A0 Have you simulated run-away trim (up/down, left/right) cruise &= pattern configurations. =C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2= =A0=C2=A0=C2=A0 Instrument currency/proficiency. =C2=A0 =C2=A0=C2=A0=C2=A0=C2=A0=3DC 2=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0 Things to review which may not be prud= ent to actually simulate: =C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0 =C2=A0= =C2=A0=C2=A0 Emptied fuel tank, Simulate Fuel pump failure, =E2=80=93 correc= t recovery procedure. (Do not flood those Continentals!) =C2=A0 =C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0 =E2=80= =A6 =C2=A0 =C2=A0 =C2=A0=C2=A0 Much of the recent discussion about handling of slow flight is=20= really dealing with emergency procedures where we are flying at/near pattern= /landing speeds and where margins relative to stall speed are much smaller.=20= Because of the high wing loadings these speeds are higher than your C-150 or= Cub and where the characteristics of an actual stall have little warning an= d in some cases bad behavior requiring extreme vigilance to maintain these a= ppropriate margins. =C2=A0 =C2=A0 r.t.s. =C2=A0 =C2=A0 From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Taylo= r, David Sent: Sunday, September 07, 2008 5:09 PM To: lml@lancaironline.net Subject: [LML] Re: Lancair Accidents =C2=A0 Jeff, =C2=A0 We agree about 80%, =C2=A0but I think you=E2=80=99re missing my point about=20= pilot behavior and training and mindset.=C2=A0 (I also need to be more caref= ul about providing you with easy plays on =E2=80=9Cdead serious=E2=80=9D wor= ds.)=C2=A0 Lancair pilots need more training =E2=80=93 that=E2=80=99s my poi= nt too!!!!=C2=A0 But I am saying that we need some concrete recommendations=20= for making this happen.=C2=A0 We disagree about how to get the a ttention of the Lancair population out there.=C2=A0 I contend that treating=20= them like 8 year olds =C2=A0is counter-productive.=C2=A0 (they will tune you= out.) =C2=A0 But the bottom of your post is exactly what we need to talk about.=C2=A0 The= re needs to be a list of additional things pilots are trained on.=C2=A0 Ther= e also needs to be a revision of the mindset about training in general on La= ncairs.=C2=A0 IE =E2=80=93 we need to fly these planes in constant training=20= mode, and we need to set aside specific flights as training flights where we= do nothing else but go over some piece of the curriculum until we have a le= vel of competency in it. =C2=A0 I am appealing to you because of your position as a Lancair trainer.=C2=A0 T= here are things missing from the curriculum.=C2=A0 For example as ive said m= any times, I absolutely think we need more stall awareness training as you t= alked about below.=C2=A0=20 =C2=A0 The bottom line:=C2=A0 Lancair pilots have a significant responsibility if t= hey want to fly safely.=C2=A0 Heres a for example:=C2=A0 if you fly a Lancai= r and do not fully understand ATC=E2=80=99s roll in Thunderstorm avoidance,=20= you need to take an hour or so and go thru the FAA course on-line which is v= ery good and explains exactly what ATC does and does not do.=C2=A0 IF YOU DO= NOT DO THIS AND/OR DO NOT HAVE THIS KNOWLEDGE YOU ARE BEING IRRESPONSIBLE.= =C2=A0 (see how simple that is.) =C2=A0 Dave T Legacy =C2=A0 =C2=A0 From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behal f Of vtailjeff@aol.com Sent: Fri, September 05, 2008 0:47 To: lml@lancaironline.net Subject: [LML] Re: Lancair Accidents =C2=A0 David, Please please Jeff, think of some useful concrete recommendations for our be= havior as pilots and let us know what they are=E2=80=A6=E2=80=A6=E2=80=A6..= =C2=A0 (I have already posted 3 of them.) I am trying to modify your behavior but I am not having much luck.=C2=A0You=20= think every Lancair pilot is "dead serious" about the "entire process".=C2= =A0 I disagree. Some are, some are not. I currently have an accident=C2=A0ca= se in which the Lancair pilot never got a flight review in over 20 years. De= ad serious?-- no just dead. Another gent took off from Oshkosh with a known=20= malfunctioning engine that he was urged to have fixed before he departed. He= did not. His aircraft was also out of annual (condition inspection). Dead s= erious? ---no just dead.=20 Learn from the pilots that exemplify good flying habits. Listen to them. Emu= late them.=20 Case in point. Would you put your family on an airline if you knew in advanc= e the pilot was going to buzz the airfield or do some stunt aerobatics to sh= ow off to some friends? Probably not. Why not? So why do it in your Lancair?= Because it is fun? What do you really know about low altitude flying? What=20= are the hazards, what is the risk? The Navy20and Marine Corps dedicated enti= re training syllabi to low altitude flying because of the numbers of aircraf= t they were losing in the low altitude environment. In the late 80's and ear= ly 90' s, 30% of the Navy/ Marine Corps tacair (fighter) losses were controlled fli= ght into terrain (CFIT) ie. low and fast on aurthorized training missions. Sometimes flying isn't all about having fun,showing off the toy, or impressi= ng the neighborhood. In my book it is about acting responsibly, getting to m= y destination in one piece and delivering the precious friends and family to= the destination in one piece. It ain't "Topgun". If you want to fly like Ma= verick and Goose, join the Navy --or if you want to fly in the second best f= lying organization in the world join the Air Force. Can you have fun in your= Lancair? Sure... but you don't have to put yourself and your passenger at r= isk to do it.=20 Why=C2=A0does general aviation have a high accident rate? There are many rea= sons such as training, experience, equipment, operating environment, operati= ng rules, etc. BUT if we addressed training alone you would find that the av= erage GA private pilot has only 20-30 hours of flight instruction before get= ting a private piltot certificate. A Naval Aviator, by contrast has had two=20= years minimum in training command, close to two hundred hours of flying (muc= h of it with an instructor) and=C2=A0then is sent to the boat (aircraft carr= ier) in a jet where the aviator is "day qualified." BIG difference in amount= and quality of tr aining. Two years in classroom , in simulators or in the=20= cockpit.=20 On the other hand the GA private pilot trained in the GA world with a brand=20= new ticket=C2=A0is minimally qualified to act as=3D2 0PIC with passengers. Why? He or she signs up at the local airport to learn,= probably just watched John & Martha King on a DVD, got some home study guid= e and memorized the answeres to the written test and is proud they got a 75,= came in one or twice a month for a flying lesson and after two years of int= ermittent lessons with=C2=A0three differnet =C2=A022 year old (300 hour) fli= ght instructors on the way to the airlines got a ticket from the local DPE.=20= Remember what the DPE said when he issued you your private pilot certificate= ? "This is a ticket to learn."=C2=A0The brand new private pilot=C2=A0can get= around the pattern under ideal conditions without scratching the paint. Can= usually get to the practice area and back without getting lost (if the GPS=20= is working). The GA private pilot is trained to minimal standards that will=20= not change in spite of the change in technology because the 800 pound gorill= a in Frederick, MD will not allow the FAA to change it. Unfortunatley, some=20= pilots who were trained to this standard think they can fly to the military=20= standard. Got news for you..=C2=A0they can't, at least not out of the box. C= an you get there? Yes. It takes lot's more training and experience. My exper= ience as a flight instructor and as an accident investigator shows me that o= nly about 10% of20the GA pilot population takes recurrent training or advanc= ed training of any sorts--ever. Why? Most of them think they know all there=20= is to flying. There is a lot more to learn.=20 For example, stalls. Th e successful private pilot only has to demonstrate two stalls on a checkride= . Power off and power on. Here is the Power off Stall. Pretty basic. Want to= know why many folks are afraid of stalls? Because this is all they have eve= r done. And many haven't done one since they got their private ticket. No ac= celerated stalls, cross control stalls, no upright spins, inverted spins=C2= =A0etc. in the Private PIlot syllabus. The naval aviator gets all of this in= his first 50 hours. Private Pilot Practical Test: B. TASK: POWER-OFF STALLS (ASEL and ASES) REFERENCES: FAA-H-8083-3, AC 61-67; POH/AFM. Objective. To determine that the applicant: 1. Exhibits knowledge of the elements related to power-off stalls. 2. Selects an entry altitude that allows the task to be completed no lower than 1,500 feet (460 meters) AGL. 3. Establishes a stabilized descent in the approach or landing configuration, as specified by the examiner. 4. Transitions smoothly from the approach or landing attitude to a pitch attitude that will induce a stall. 5. Maintains a specified heading, =C2=B110=C2=B0, in straight flight; mainta= ins a specified angle of bank not to exceed 20=C2=B0, =C2=B110=C2=B0; in turning f= light, while inducing the stall. 6. Recognizes and recovers promptly after the stall occurs by simultaneously reducing the angle of attack, increasing power to maximum allowable, and leveling the wings to return to a straightand- level flight attitude with a minimum loss of altitude appropriate for the airplane. 7.=20 Retracts the flaps to the recommended setting; retracts the landing gear, if retractable, after a positive rate of climb is established. 8. Accelerates to VX or VY speed before the final flap retraction; returns to the altitude, heading, and airspeed specified by the examiner. =C2=A0 fmi see http://www.faa.gov/education_research/testing/airmen/test_standards/= pilot/media/FAA-S-8081-14A.pdf So here are my recommendations in case you missed it before: =3D0 A We all benefit from more training. If I had to make a list of recommendation= s to the group on how they could improve their flying skills and reduce thei= r risk of having an accident it would be this: 1. Upgrade your pilot certificate. If you have a private pilot certificate g= et a commercial certificate. If you have a commercial certificate get an ATP= . You already have the most expensive part of flight training sitting in you= r hangar. Put it to good use! The training to upgrade exposes you to so much= more. You don't have to have aspirations of flying heavy metal to benefit f= rom this upgrade training.=C2=A0=20 2. Get a new rating or certificate in something totally different. It will b= roaden you flying skills in ways you cannot imagine. I got a seaplane rating= a couple of years ago. Recently I added a glider certificate. I land "engin= e out" every time in a glider. No sweat!=20 3. Sign up for the FAA FAAST program. Take the online courses. Great new tra= ining material. Structured program. And it is free! See www.faa.safety.gov=20 4. Take a flight20review once a year with=C2=A0an instructor who specializes= in your aircraft type. Take an IPC every six months if you fly IFR.=20 5. Enroll the services of a Master CFI. They are the country's best flight i= nstructors. see http://www.nafinet.org/mastercfi/master_lookup.html=C2=A0= =C2=A0; Do more than the min imum required by the FAR's.=20 6. And a couple of others.... take an aerobatic course. There are many excel= lent instructors that specialize in aerobatics. Take a formation flying cour= se-- and learn how to do it right. Have fun, know the hazards, and make informed decisions about the risk of fl= ying.=20 Jeff Edwards MCFI (I) Get the MapQuest Toolbar. Directions, Traffic, Gas Prices & More!=20 ----------MB_8CAE00D42DEAF92_5E8_56D4_webmail-mf03.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="utf-8" its already there....


-----Original Message-----
From: Richard T. Schaefer <schaefer@rts-services.com>
To: lml@lancaironline.net
Sent: Mon, 8 Sep 2008 2:30 pm
Subject: [LML] Re: Lancair Accidents

David,
   I think y= ou are on to something =E2=80=A6 in particular it would be good to generate=20= a syllabus of recurrent training that people should continually train to and= /or seek out (HPAT, Ron, Jeff, =E2=80=A6) training.
 
   &nbs= p;        i.e.
   &nbs= p;            Simulated en= gine out =E2=80=93 configuring for max glide.
   &nbs= p;            Simulated en= gine out low =E2=80=93 can you establish a pattern that safely gets you to a= landing target.
   &nb= sp;            Landing gea= r failure =E2=80=93 backup process.
   &nbs= p;            Have you sim= ulated an engine out during climb out =E2=80=93 do you know how much altitud= e you must have before you can do a 180 turn ?
   &nbs= p;            Have you sim= ulated spoiler stuck open (symmetrical/asymmetrical)
   &nbs= p;            Have you sim= ulated run-away trim (up/down, left/right) cruise & pattern configuratio= ns.
   &nbs= p;            Instrum= ent currency/proficiency.
 
   &nbs= p;        Things to review which may not=20= be prudent to actually simulate:
   &nbs= p;            Emptied fuel= tank, Simulate Fuel pump failure, =E2=80=93 correct recovery procedure. (Do= not flood those Continentals!)
 
   &nbs= p;        =E2=80=A6
 
 
   Much of t= he recent discussion about handling of slow flight is really dealing with em= ergency procedures where we are flying at/near pattern/landing speeds and wh= ere margins relative to stall speed are much smaller. Because of the high wi= ng loadings these speeds are higher than your20C-150 or Cub and where the ch= aracteristics of an actual stall have little warning and in some cases bad b= ehavior requiring extreme vigilance to maintain these appropriate margins.
 
 
r.t.s.
 
 
From: Lancair Mailing List [mailto:= lml@lancaironline.net] On Behalf Of= Taylor, David
Sent: Sunday, September 07,=20= 2008 5:09 PM
To: lml@lancaironline.net
Subject: [LML] Re: Lancair A= ccidents
 
Jeff,<= /FONT>
 =
We agree abou= t 80%,  but I think you=E2=80=99re missing my point about pilot behavio= r and training and mindset.  (I also need to be more careful about prov= iding you with easy plays on =E2=80=9Cdead serious=E2=80=9D words.)  La= ncair pilots need more training =E2=80=93 that=E2=80=99s my point too!!!!&nb= sp; But I am saying that we need some concrete recommendations for making th= is happen.  We disagree about how to get the attention of the Lancair p= opulation out there.  I contend that treating them like 8 year olds &nb= sp;is counter-productive.  (they will tune you out.)
 =
But the bottom= of your post is exactly what we need to talk about.  There needs to be= a list of additional things pilots are trained on.  There also needs t= o be a revision of the mindset about training in general on Lancairs. =20= IE =E2=80=93 we need to fly these planes in constant training mode, and we n= eed to set aside specific flights as training flights where we do nothing el= se but go over some piece of the curriculum until we have a level of compete= ncy in it.
 =
I am appealin= g to you because of your position as a Lancair trainer.  There are thin= gs missing from the curriculum.  For example as ive said many times, I=20= absolutely think we need more stall awareness training as you talked about b= elow. 
 =
The bottom li= ne:  Lancair pilots have a significant responsibility if they want to f= ly safely.  Heres a for example:  if you fly a Lanc air and do not fully understand ATC=E2=80=99s roll in Thunderstorm avoidance= , you need to take an hour or so and go thru the FAA course on-line which is= very good and explains exactly what ATC does and does not do.  IF YOU=20= DO NOT DO THIS AND/OR DO NOT HAVE THIS KNOWLEDGE YOU ARE BEING IRRESPONSIBLE= .  (see how simple that is.)
 =
Dave T=
Legacy=
 =
 =
From: Lancair Mailing List [mailt= o:lml@lancaironline.net] On Behalf=20= Of vtailjeff@aol.com
Sent: Fri, September 05, 200= 8 0:47
To: lml@lancaironline.net
Subject: [LML] Re: Lancair A= ccidents
 
David,
Please please Jef= f, think of some useful concrete recommendations for our behavior as pilots=20= and let us know what they are=E2=80=A6=E2=80=A6=E2=80=A6..  (I have alr= eady posted 3 of them.)
I am trying to modify your behavior but I am not=20= having much luck. You think every Lancair pilot is "dead serious" about= the "entire process".  I disagree. Some are, some are not. I currently= have an accident case in which the Lancair pilot never got a flight re= view in over 20 years. Dead serious?-- no just dead. Another gent took off f= rom Oshkosh with a known malfunctioning engine that he was urged to have20fi= xed before he departed. He did not. His aircraft was also out of annual (con= dition inspection). Dead serious? ---no just dead.

Learn from the pilots that exemplify good flying habits. Listen to them. Emu= late them.

Case in point. Would you put your family on an airline if you knew in advanc= e the pilot was going to buzz the airfield or do some stunt aerobatics to sh= ow off to some friends? Probably not. Why not? So why do it in your Lancair?= Because it is fun? What do you really know about low altitude flying? What=20= are the hazards, what is the risk? The Navy20and Marine Corps dedicated enti= re training syllabi to low altitude flying because of the numbers of aircraf= t they were losing in the low altitude environment. In the late 80's and ear= ly 90's, 30% of the Navy/ Marine Corps tacair (fighter) losses were controll= ed flight into terrain (CFIT) ie. low and fast on aurthorized training missi= ons.

Sometimes flying isn't all about having fun,showing off the toy, or impressi= ng the neighborhood. In my book it is about acting responsibly, getting to m= y destination in one piece and delivering the precious friends and family to= the destination in one piece. It ain't "Topgun". If you want to fly like Ma= verick and Goose, join the Navy --or if you want to fly in the second best f= lying organization in the world join the Air Force. Can you have fun in your= Lancair? Sure... but you don't have to put yourself and your passenger at r= isk to do it.

Why does general a viation have a high accident rate? There are many reasons such as training,=20= experience, equipment, operating environment, operating rules, etc. BUT if w= e addressed training alone you would find that the average GA private pilot=20= has only 20-30 hours of flight instruction before getting a private piltot c= ertificate. A Naval Aviator, by contrast has had two years minimum in traini= ng command, close to two hundred hours of flying (much of it with an instruc= tor) and then is sent to the boat (aircraft carrier) in a jet where the= aviator is "day qualified." BIG difference in amount and quality of tr aini= ng. Two years in classroom , in simulators or in the cockpit.

On the other hand the GA private pilot trained in the GA world with a brand=20= new ticket is minimally qualified to act as PIC with passengers. Why? H= e or she signs up at the local airport to learn, probably just watched John=20= & Martha King on a DVD, got some home study guide and memorized the answ= eres to the written test and is proud they got a 75, came in one or twice a=20= month for a flying lesson and after two years of intermittent lessons with&n= bsp;three differnet  22 year old (300 hour) flight instructors on the w= ay to the airlines got a ticket from the local DPE. Remember what the DPE sa= id when he issued you your private pilot certificate? "This is a ticket to l= earn." The brand new private pilot can get around the pattern unde= r ideal conditions without scratching the paint. Can usually get to the prac= tice area and back without getting lost (if the GPS is working). The GA private pilot= is trained to minimal standards that will not change in spite of the change= in technology because the 800 pound gorilla in Frederick, MD will not allow= the FAA to change it. Unfortunatley, some pilots who were trained to this s= tandard think they can fly to the military standard. Got news for you.. = ;they can't, at least not out of the box. Can you get there? Yes. It takes l= ot's more training and experience. My experience as a flight instructor and=20= as an accident investigator shows me that only about 10% of20the GA pilot po= pulation takes recurrent training or advanced training of any sorts--ever. W= hy? Most of them think they know all there is to flying. There is a lot more= to learn.

For example, stalls. The successful private pilot only has to demonstrate tw= o stalls on a checkride. Power off and power on. Here is the Power off Stall= . Pretty basic. Want to know why many folks are afraid of stalls? Because th= is is all they have ever done. And many haven't done one since they got thei= r private ticket. No accelerated stalls, cross control stalls, no upright sp= ins, inverted spins etc. in the Private PIlot syllabus. The naval aviat= or gets all of this in his first 50 hours.

Private Pilot Practical Test:=

B. TASK: POWER-OFF STALLS (ASEL and ASES)
REFERENCES: FAA-H-8083-3, AC 61-67; POH/AFM.
Objective. To determine that the applicant:
1. Exhibits knowledge of the elements related to=20= power-off stalls.
2. Selects an entry altitude that allows the task= to be completed no
lower than 1,500 feet (460 meters) AGL.
3. Establishes a stabilized descent in the approa= ch or landing
configuration, as specified by the examiner.
4. Transitions smoothly from the=20 approach or landing attitude to a pitch
attitude that will induce a stall.<= /div>
5. Maintains a specified heading, =C2=B110=C2=B0,= in straight flight; maintains a
specified angle of bank not to exceed 20=C2=B0,=20= =C2=B110=C2=B0; in turning flight,
while inducing the stall.
6. Recognizes and recovers promptly after the sta= ll occurs by
simultaneously reducing the angle of attack, incr= easing power to
maximum allowable, and leveling the wings to retu= rn to a straightand-
level flight attitude with a minimum loss of alti= tude appropriate
for the airplane.
7. Retracts the flaps to the recommended setting;= retracts the landing
gear, if retractable, after a positive rate of cl= imb is established.
8. Accelerates to VX or VY = speed before the final f= lap retraction; returns
to the altitude, heading, and airspeed specified=20= by the examiner.

 
fmi see http://www.faa.go= v/education_research/testing/airmen/test_standards/pilot/media/FAA-S-8081-14= A.pdf


So here are my recommendations in case you missed it before:
=3D0 A
We all benefit from more training. If I had to make a list of recom mendations to the group on how they could improve their flying skills and re= duce their risk of having an accident it would be this:

1. Upgrade your pilot certificate. If you have a private pilot certificate g= et a commercial certificate. If you have a commercial certificate get an ATP= . You already have the most expensive part of flight training sitting in you= r hangar. Put it to good use! The training to upgrade exposes you to so much= more. You don't have to have aspirations of flying heavy metal to benefit f= rom this upgrade training. 

2. Get a new rating or certificate in something totally different. It will b= roaden you flying skills in ways you cannot imagine. I got a seaplane rating= a couple of years ago. Recently I added a glider certificate. I land "engin= e out" every time in a glider. No sweat!

3. Sign up for the FAA FAAST program. Take the online courses. Great new tra= ining material. Structured program. And it is free! See www.faa.safety.gov

4. Take a flight review once a year with an instructor who specializes=20= in your aircraft type. Take an IPC every six months if you fly IFR.

5. Enroll the services of a Master CFI. They are the country's best flight i= nstructors. see http://www.nafinet.org/mastercfi/master_look= up.html  ; Do more than the min imum required by the FAR's.
6. And a couple of others.... take=3D2 0an aerobatic course. There are many excellent instructors that specialize i= n aerobatics. Take a formation flying course-- and learn how to do it right.=

Have fun, know the hazards, and make informed decisions about the risk of fl= ying.

Jeff Edwards
MCFI (I)

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