One of my instructors did that in a 152. I did not have time to get the checklist, because my eyes immediately scanned the mag switch, throttle, mixture, carb heat and fuel supply, and I restored power in less than two seconds. I had figured it was not the stuff on the panel because I had not seen his hands go there.
The other day was taxiing out for departure, punching in the flight plan etc when I heard this soft voice on the radio saying "Ceenteerliiine". I was a whooping 1-1.5 feet off. Corrected and replied with "Hey John", flew formation for a minute or so after departure. Put a big smile on my face
There are a lot of pilot/instructor/examiner tricks we accepted 40-50 years ago which most of us have come to realize were pretty stupid both then and now. For example, an FAA Inspector turned off the fuel selector in the Cessna 150 I was flying on my Commercial-ASEL practical test. An Inspector who did that today would be out of a job tomorrow -- not the least because a few months after that ride the FAA discovered that there is a failure mode of that C-150 fuel selector which allows it to lock up in the closed position. We also stopped doing engine cuts at Vmc in light twins, and stopped doing Vmc demos below 3000-5000 AGL.
Sounds like you had instructors with good judgment.
I think you're right.
Again, you're lucky you did not have any of the bonehead instructors mentioned above. Thank the powers that be for that, and press on -- safely and smartly.
It might not be able to sustain it for long but I assure you guys that a 152 can be maneuvered inverted then straight and level before fuel starvation occurs. I know this because it occurred with me in the plane during the 10 days it took me to obtain my private rating. We did not sit inverted for long; he got it inverted then quickly straight and level then said "your airplane". I agree the proposition of doing it at all is a stretch of the imagination, but things your instructor did (which were somewhat abnormal) is what this thread is all about, right?
Had to sit on my hands when learning how to taxi. Had a tendency to drive the plane. C150 out of adel GA. I could turn left but had trouble turning right, at that point I would grab the yoke and damn near twist it off
You opinion is not backed by the statistics. The spin accidents almost invariably occur at altitudes from which recovery is impossible (usually in traffic pattern). Teaching people how to initiate spins and then recover from them doesn't help them in those situations, and in the old days when spin entry/recovery training was required at the PP level, we killed more people in spin training than we could stand. Only training focusing on spin prevention, rather than spin recovery, will keep people from dying in those sorts of accidents, and that's where the FAA's focus has been for nearly half a century.
Yup. It was dumb then, and it's dumb now, but some examiners still do it, just like one examiner I know who insists on doing mag compass turns as a separate exercise on the IR practical test.
I think that's a given but equally likely is that if demonstrating 3 turn spins to the right and left was in today's PTS a larger number would be dead from failing to recover during practice.
Spin entries? If you mean that yawing/rolling feel, you get that long before you are spinning, and my experience giving primary flight training tells me they'll get that on their own during initial stall training without me having to deliberately set it up. I then tell them that's what the beginning of a spin entry is, and when you feel that, you get on the opposite rudder to stop the yaw and forward on the yoke to reduce AOA before things get worse. That's the point at which the situation must be reversed -- before they get to the point where if it happens in the pattern, they won't have enough altitude to recover.
Never said that. Read my posts again more carefully. Some of the things posted were very good training. OTOH, many were "boneheaded." If you can't tell the difference, your instructor probably wasn't very good at teaching effective risk management and wise aeronautical decision making, and you need to dig into the FAA's various publications on tbose subjects and talk with a wiser instructor about them.
This is not me being a wise guy- I like to see how safety is analyzed, as I do more than my fair share of safety analysis. Do you have references where the FAA has complied and analyzed the data to draw that conclusion? On the face of it, it seems like a daunting challenge.
It was done over 40 years ago. You'd have to dig through paper files at FAA HQ. You can ask the folks in AFS-810 about this if you want more confirmation, but that was the reason at the time the decision was made. You can also dig through the NTSB accident files for stall/spin accidents at your leisure if you want the current data on point. Finally, Ken Ibold may have done some analysis on this when he was editing Aviation Safety -- you might check their back issues.
I'm gonna guess the result is that you recovered, landed the plane, opened the door, and told the examiner to get out and don't come back.I was getting a checkout in a Seneca. I had passed my ATP ride and I was a current MEI, but this was going to be just a rental checkout. After beating me up for not knowing safe single engine speed, he proceeded to do an engine cut during a departure stall. Of course, it below both Vsse and Vmc. You can guess the result
