More Ranting! Even after all these years of flying, I do my checks out loud and positively do the actions required of the checks. It lets others know that I doing my check (so please do not disturb unless there is a problem that directly threatens the safety of my flight), it also lets my instructor know how I am doing my check (during a flight review or check ride), and hopefully sets a good example for others.
I have undergone light twin engine endorsements, much of the training involves so-called touch drills (i.e. engine failure after take-off: fly aircraft, mixture up pitch up, power up, dead-leg dead engine, confirm with throttle, confirm feather). But when confirming feather, I touch the pitch lever, and the instructor gives me back zero thrust power on the 'failed engine'. During the annual flight review on light twins, I will actually feather and shut down a 'failed' engine in the cruise as part of currency training. It is also a great confidence booster that you can actually do it! Even more importantly, in the pre-take-off safety brief, we identify when the engine failure drills will be done, so any other engine failure outside of this time are real and will be handled accordingly. Ahem, back to gliding. I believe that the take-off safety brief is a very important part of the ABCHAOTIC pre-take off checks. It is usually slotted in amongst the 'O' for outside. Everyone should have a plan, and identify critical decision points for the launch, i.e. land ahead options, decision point for when this no longer becomes possible, off-field landing options, when these become possible, etc. Checks, instead of being trite annoyances, are also there to focus your mind on critical actions that need to be done for the different phases of flight. With regards to the conduct of the rest of the flight, that comes under the big area of airmanship. However, with students, I try and impress upon them what I call non-negotiables: 1) Always have a good and effective lookout 2) Safe speed near the ground (except when flaring to land!) 3) Minimum height-loss stall recovery 4) Minimum height-loss spin recovery I think it is incumbent upon the more experienced pilots to lead by good example. And if experienced pilots have developed bad flying habits or sloppy airmanship, they should be humble enough to accept advice and direction, and to desist from their bad habits and sloppy airmanship! More rant, sorry M.T. _______________________________________________ Aus-soaring mailing list Aus-soaring@lists.internode.on.net To check or change subscription details, visit: http://lists.internode.on.net/mailman/listinfo/aus-soaring
