ing, and what Mike had told me that, as the angle of attack increased, and with the really slow airspeed I would need quite a bit of right rudder to counteract the p-factor, gyroscopic effect, corkscrewing slipstream, and torque reaction. What I didn't know, or rather forgot, was that it is important to release that right rudder once the break happens. Well of course with the right rudder, and then I inadvertently turned the ailerons into the direction of our dropping wing, we started to spin. The caused a lot of pucker factor in my case and started saying, "mike, Mike, MIKE!". Of course, he calmly recovered from the spin I put us into, but he did say "that was the first for me with a student!". I think it was only 1/2 a spin but it got my attention at any rate. At least I better know what to do in a stall now, use the rudder to keep the wings level.
Monday, July 30, 2007
Lesson Three
Wow, this was an exciting lesson. We did mostly slow flight today and practiced stalls. The really interesting part was when we were practicing the power-on stall. I knew from my ready
ing, and what Mike had told me that, as the angle of attack increased, and with the really slow airspeed I would need quite a bit of right rudder to counteract the p-factor, gyroscopic effect, corkscrewing slipstream, and torque reaction. What I didn't know, or rather forgot, was that it is important to release that right rudder once the break happens. Well of course with the right rudder, and then I inadvertently turned the ailerons into the direction of our dropping wing, we started to spin. The caused a lot of pucker factor in my case and started saying, "mike, Mike, MIKE!". Of course, he calmly recovered from the spin I put us into, but he did say "that was the first for me with a student!". I think it was only 1/2 a spin but it got my attention at any rate. At least I better know what to do in a stall now, use the rudder to keep the wings level.
ing, and what Mike had told me that, as the angle of attack increased, and with the really slow airspeed I would need quite a bit of right rudder to counteract the p-factor, gyroscopic effect, corkscrewing slipstream, and torque reaction. What I didn't know, or rather forgot, was that it is important to release that right rudder once the break happens. Well of course with the right rudder, and then I inadvertently turned the ailerons into the direction of our dropping wing, we started to spin. The caused a lot of pucker factor in my case and started saying, "mike, Mike, MIKE!". Of course, he calmly recovered from the spin I put us into, but he did say "that was the first for me with a student!". I think it was only 1/2 a spin but it got my attention at any rate. At least I better know what to do in a stall now, use the rudder to keep the wings level.
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