1. Regarding spinning; I am under the impression aerobatics is prohibited under 2,000ft without endorsement. I am also lead to believe a spin is an aerobatic manoeuvre. I am only a level 1 instructor and the above is how I have been trained and so wouldn't allow spin training where the intended finish point was going to be under 2,000ft. This would therefore cater for all types. Spinning with a start of 1,000ft agl sounds like a recipe for disaster if you ask me. Rope break training maybe but not spin training. Spinning is most likely to happen when thermaling, which an ab-initio pilot should not be encountering at 1,000ft agl.
2. The whole point of this discussion topic is in relation to keeping an older styled TRAINER in the air. Of course after learning to fly, a pilot will find the need to progress and this they can do. But this is another story. Grant From a club who still has a Blanik as the primary trainer. > On 24 Dec 2014, at 20:41, Colin Collum <crcol...@melbpc.org.au> wrote: > > G’day All, > > When teaching my kids to drive I faced a similar issue. > > My wife’s Mazda 6 has all the safety features—ABS, ESC etc and a squillion > airbags. However it also goes like the proverbial off a wet shovel, so > although the kids would be “safe” if they did have a prang there was also the > perception that they could get themselves into trouble much too quickly. > Our solution was to buy a second hand 4 cylinder automatic Camry with all the > same safety gear [the 4 cylinder version was harder to find and slightly more > expensive than the 6cylinder version, but with less oomph], and before all > you aged petrol heads out there roll your eyes too much I’d like to point out > that it would still show a clean pair of heels to the old Mini Cooper S--in a > straight line!]. We all survived the experience without too many tears—well, > only my wife, but that’s another story. > > One of the ironies of gliding seems to be that modern sleek gliders are not > only faster in virtually every sense, they are also safer in that many of > them are much less likely to spin, but unfortunately our novice pilot can’t > be guaranteed to always fly an aircraft that won’t spin. So we need to teach > them in aircraft that can be spun safely, but we also need to keep them keen > and I must say that when I was learning 10 years ago, even then the IS28s > gave the impression of being way too out-of-date in their performance and > appearance. After going solo I graduated to the giddy heights of a Junior—the > novelty wore off that pretty quickly when from 8,500’ AGL I couldn’t make it > 40km home at best LD into a light breeze without another thermal! > > It’s no use saying I learned in one of those, and if it was good enough for > me then it is good enough for the current generation of learners. We need to > keep them interested, a little excited, able to progress quickly enough for > it to be satisfying and also very safe. > > I don’t claim to know the answers, but I doubt if it is IS28s, K13s, K6s and > Juniors. K21s? Probably, but I don’t know what to recommend for a first > single-seater. > > Merry Xmas, > > Colin > > From: aus-soaring-boun...@lists.internode.on.net > [mailto:aus-soaring-boun...@lists.internode.on.net] On Behalf Of Derek Ruddock > Sent: Wednesday, 24 December 2014 8:22 PM > To: 'Discussion of issues relating to Soaring in Australia.' > Subject: Re: [Aus-soaring] IS-28B CQC's last flying day: > > So when the student finally hops into the Jantar he thinks, great, If I spin, > I’ll have at least 1500feet before I reach VNE? > Sorry, but I think that teaching REAL spinning characteristics and recovery > (and hence why spins should be avoided) is more important than simulations > > I have no issues spinning the 1000. At least I’ve never had to recover from > an inverted spin, unlike an IS28, but that’s another story… > > Derek (who did his spin training in a K7 from 1200feet at Dunstable) > From: aus-soaring-boun...@lists.internode.on.net > [mailto:aus-soaring-boun...@lists.internode.on.net] On Behalf Of Leigh Bunting > Sent: Wednesday, 24 December 2014 5:10 PM > To: Discussion of issues relating to Soaring in Australia. > Subject: Re: [Aus-soaring] IS-28B CQC's last flying day: > > Funny, European and British gliding clubs cherish their K13's. I don't > believe gliding there is suffering as a result of teaching in "yesterday's > gliders". I understand Lasham (?) have 7 or 8 K13's going from dawn till dark. > > Some years ago I flew the DG-1000 at Camden including spins. Spins nicely but > jeez, it's a rocket when it stops and thought then it was gonna scare the > c..p out of students who aren't right on the ball and give the instructors > even more grey hair than they've got. Anyone know if a DG-1000 is used for ab > initio training? At least a K21 takes 1500' to get to Vne. > > Merry Xmas, > > Leigh Bunting > > On 24/12/14 08:25, Tim Shirley wrote: > 1. It doesn't seem to be a wise strategy for the future of gliding to teach > tomorrows pilots to fly in yesterday's gliders. > _______________________________________________ > 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
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