High speed stall
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And for those who say people don't spin in try this (still current) thread:- http://www.pprune.org/forums/showthr...hreadid=111270
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The top of the Green arc is the maximum design cruise speed. This speed is selected with reference to gust loading of the aircraft in flight. That is why operation between the top od the green arc and Vne is only allowed in smooth air.
Many aircraft have a Va much lower than the top of the green arc. Both refer to different load limitations.
As for further training.......one can never discount the benifit of further training for even the most experienced pilot. However, inadvertent entry into IMC and the like come simply from a disregard of training provided and the law (If one remains well inside the limits of VMC then one will never end up in IMC).
The same can not be said about many of the loss on control in VMC accidents which are totally different.......in those cases, the pilots in many cases were operating safely until some other distraction or slip on their part reduced the normally safe margins. In many such cases, the ability to recover with even the most prompt and accurate action would be doubtful.
Consequently, we must teach and ensure that students are proficient at recognition of the earliest symptoms and rectification before recovery becomes necessary. To aid that we must show the situations where vigilence is required.
The reason why we teach 60deg bank turns is firstly for a situation that starts with A and ends in X......confidence, proficiency and co-ordination are secondary issues. And I can honnestly say that in an A*****X situation, I will not wory about a level balanced turn!!........but it does help keep the brown stuff stationary!!!
Regards,
DFC
Many aircraft have a Va much lower than the top of the green arc. Both refer to different load limitations.
As for further training.......one can never discount the benifit of further training for even the most experienced pilot. However, inadvertent entry into IMC and the like come simply from a disregard of training provided and the law (If one remains well inside the limits of VMC then one will never end up in IMC).
The same can not be said about many of the loss on control in VMC accidents which are totally different.......in those cases, the pilots in many cases were operating safely until some other distraction or slip on their part reduced the normally safe margins. In many such cases, the ability to recover with even the most prompt and accurate action would be doubtful.
Consequently, we must teach and ensure that students are proficient at recognition of the earliest symptoms and rectification before recovery becomes necessary. To aid that we must show the situations where vigilence is required.
The reason why we teach 60deg bank turns is firstly for a situation that starts with A and ends in X......confidence, proficiency and co-ordination are secondary issues. And I can honnestly say that in an A*****X situation, I will not wory about a level balanced turn!!........but it does help keep the brown stuff stationary!!!
Regards,
DFC
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I must say, I enjoy being contraversial, but usually towards trying to make people think more deeply about flying. now that the thread includes VMC stuff, the quickest and safest IMC training is this. If caught, probably low level, in or about to go IMC, apply full power, fold your arms in front of you, and keep the aircraft straight using only rudder with reference to either the DI, (No. 1 choice) horizon or turn indicator. You will now climb safely until the a/c runs out of steam and levels off. To descend, reduce power,trim and do the same. It works every time. Try it.
PS, I wish these replies had a spell checker. Good night all.
PS, I wish these replies had a spell checker. Good night all.
Join Date: Nov 2000
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I don't think reading the POH is very common among PPL students. It was never even mentioned to me, nor to anyone else I know.
