Sport Pilot Talk

I've got about 40 hours. I'm polishing my maneuvers to get ready for my check ride. I am going through the Gleim Practical Test Guide questions to get ready for my oral. I'm doing lists from memory: LSA definitions; characteristics of different airspace; Sport Pilot restrictions; etc.

I took a ride this weekend with the chief instructor at my school. A simulated check ride. If I nailed it, I would get the endorsement for the check ride. It was a windy day so I couldn't demonstrate precision landings. But most of my maneuvers were good.

I busted the stalls. My plane likes to fly (Alegro 2000 at Sanford, NC). When I practice stalls by myself sometimes it's hard to get the stall to break. It just mushes and drops. This time, with the Chief, maybe I was nervous. When the stall broke I pushed the stick full forward and cut the throttle. Needless to say, this led to a chalenging moment. I was able to recover quickly. I did this twice.

He suggested getting it nice and mushy and then yanking the stick back. It worked.

I need a bit more practice then another simulated check ride. Then my Check Ride.

I've had the thought lately that after I get the cert in my pocket, I might go for my PP. There aren't a lot of LSA's to rent (I'm gonna be a renter... not rich). I am going to have to overcome 50 year old guy stuff to get my medical. Nothing too serious but I might enlist the aid of the AOPA medical team.

If I get my 3rd class then I'll be eligible for that Drivers License Medical for Recreational Cert that's being talked about. I found out that in order to qualify, you would have to at one point held a 3rd class medical. SP's can't upgrade.

I really appreciate the posts on this board from the Examiner. Very helpful.

Thanks.

I found Paul Hamilton's book really helpful studying for the sport pilot oral exam. I could have taken or left his cheesy check ride video, but my copy of, "sport pilot checkride" is crazy dog-eared.

Ask the people you rent the plane from about putting some ballast in with you so it flies the same solo as it will when you have the examiner on board. That may help you practice consistent stall techniques.
You may have to yank the stick back, but it may also be worth your while to read chapter 4 of the Airplane Flying Handbook to see how the FAA recommends you do stalls. Again, you may have to modify it if your plane won't respond the way the book says, but it won't hurt you to know the "school solution" as a point of reference.
Also in that book and the PTS go over the definition of what constitutes a stall. It may be you will want to explain or defend a procedure and you'll want to know the book answer on it.
You can build an LSA Sonex for about $30,000 - maybe do it with a partner. Not all LSA have to $150k glass panel.

I bought the King Sport Pilot Check Ride video. I thought it was very good. The Kings are cheesy too but the video gave me a sense of how the examiner will check all the boxes without checking every box. In the video he didn't ask every possible question. In the flight portion they demonstrated all of the maneuvers. They demonstrated precision landings in a crosswind. My CFI says my DPE won' do that. As Mr Hamilton says, mastery of the PTS standards should be able to be demonstrated in calm wind.

agreed, the king video is helpful.


except if, like happened to me, a crosswind kicks up during your checkride you'll need to takeoff and land in it. unless it exceeds demonstrated crosswind ability of the plane, in which case you shouldn't.

Frank,

I have an Allegro 2000 and I can tell you that when you pass the check ride in the Allegro you are a better pilot that most. In a power on stall you only need to use 65% percent power. Do not use any more that you have to.. Pull up and add the power as your CFI states.. My plane almost always drops a feft wing so I am ready with right rudder after the break, that can be quite dramatic.. I am one that does not like stalls however my 20 year old son who also is a SPORT PILOT loves them.... Go figure......I can tell you that you will do far fewer stalls after you get your license so just go for it.... I still have personal limits set pretty low for myseft but increase them somwhat after each flight. I am 60 and have about 220 hours... Hang in there and have some fun... I see used Allegros at 55k-65k In my opinion a great value for what you get...

Brian
N3081X

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Owner of N3081X (Cover Girl) A Beautiful Allegro 2000 as seen on the cover and inside of several magazines!!

Brian,

Do you consider the Allegro to be a challenging plane to fly?

Frank

Frank

Not really... just a little more dramatic in power on stalls in mine anyway... Read Dan Johnsons review of the Allegro..He comments on the same thing.. His review was in the airplane that I now own.....And maybe a little more rudder sensitive... If you do not keep pressure on the rudder peddles at all times you will soon be uncordinated.. Like I said I think you will be a better Pilot that some having trainied in an Allegro 2000.

Brian

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Owner of N3081X (Cover Girl) A Beautiful Allegro 2000 as seen on the cover and inside of several magazines!!

Continuing the adventure this morning.

All I could get with the plane this week was na hour this morning. Winds are kicking up in Central NC today. Currently gusts are 25kt. This morning, it was reporting 8kt sustained and gusts were unreported... but it was gusty.

Over 025 it was calm so I took off and practiced maneuvers. Steep turns were fine. The left turn went fine. Airspeed and altitude were right on. The other side wasn't perfect. I lost 200 ft but I corrected and got back up to alt by the end of the turn. Second try went fine.

First try with an emergency landing went ok. The second try I tried to shoot too far. But I barely made it. It was bumpy down low.

Stalls were starnge. I couldn't get it to break right. Got it down to 40mph, nose high and it was still flying. I had stick left so I yanked back and it still just mushed. It dropped but it mushed. Tried it seven or eight times, power on and power off and got the same result.

Landings were a bit rough. Nasty, gusty crosswind. On the first landing, a gust deposited me hard. The second landing was softer but there was a bit too much float. Didn't make either of them in 400 ft. I'm not sure that either one of them would be considered unsafe by my DPE.

Checkride coming...

There are good days then there are better days. I seem to be able to hit it in calm air and sustained windy air but gusty air gives me trouble.

Here's a question... Checkride day... 8kt gusts to 15. I can fly safely but should I? I probably wouldn't be able to demonstrate precision landings and my PTS standards might be not as perfect.

I've read Mr. Hamilton say that I should be able to fly to the standards on a calm day.

My CFI says that my DPE will give me a break on those things on a windy day, but shouldn't I wait for a calm day so that I can show these things? Will that show good ADM? It's going to be my call. Bad weather is an easy call. But challenging weather?

Around here, the instructor emphasis is on "stall awareness", ie, your ability to feel/recognize that your plane is in a "stalled condition". The Airplane Flying Handbook says "The stall will be recognized by clues such as full up elevator, high descent rate, uncontrollable nosedown pitching, and possible buffeting."

Sounds like your plane is doing all of the above except the nosedown pitching. I would surmise your plane appears to be stalled - nose down or not! Many LSAs with high glide ratios are similarly reluctant to "break over". (I've flown several different models in my training.)

My Gleim maneuvers manual says poor stall recognition and delayed recovery is sometimes because "Some pilots may attempt to hold a stall attitude because they are waiting for a particular event to occur, eg, an abrupt pitch-down attitude."

Bottom line: Maybe you don't need to wait for the classic "break" before you begin recovery?

My 2c I'm no expert since I am also in final training for my check ride. I'm sure there are many instructors on here who could offer some professional advice on the subject for both of us.

Best of luck to you.

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Tecnam Flyer

Frank,

Are you landing with full 48 degree flaps or 15? If 48 I would encourge you to try 15 and carry about 2400-2800 rpm until at least over the numbers or within 10-15 feet of the ground. Adjust power as needed prior to touchdown. I had a HUGE problem landing with 48 degrees flaps. I Wasted a lot of time and money being taught how to land a cessna or piper and NOT a SLSA Allegro.. Landing with 48 is now not so much of a problem but I seldom do it because 15 is so much easier. If I ever want to land on a 800 foot runway I may need to use full flaps.....ALSO I have never heard of an Allegro 2000 not breaking in a stall.. It does take a lot of back pressure and you are pointed almost straight up(well it seems like it).. Keep the ball centered or it may be trouble... Let me know how they are teaching landings in NC...

Brian

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Owner of N3081X (Cover Girl) A Beautiful Allegro 2000 as seen on the cover and inside of several magazines!!

In gusts, I don't even try 48. It's just too squirrelly.

I am concerned about my upcoming checkride. Everything I've read, and my training says full flaps for short and soft field landings. The DPE might even specify full flaps. So I practice that in calm or light winds.

I guess I could go full flaps and stay closer to 70 Vfe.

As for the stalls, sometimes it just doesn't break. It just mushes and loses altitude. The good news is that it breaks more reliably with 2 people on board. Higher weight. Also I think prevailing wind might have something to do with it. I wonder if I should be lined up upwind or downwind.

The PTS calls for two types of stalls: takeoff/departure (that is, power on), and approach to landing (obviously, power off). Since both takeoffs and landings are ideally done into the wind, that's how you should practice your stalls.

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The opinions expressed in this post are those of one CFI, and do not necessarily represent the position of the FAA or its lawyers.
Prof. H. Paul Shuch, Ph.D., CFII, LSRM-A/GL/WS
AvSport of Lock Haven
http://AvSport.org fly@AvSport.org

The PTS requires you to demonstrate stall recognition and recovery. It says nothing about demonstrating the stall break. It's my opinion that you should take the stall entry up to the point of first buffeting, and then be able to do a smooth, decisive recovery (without inducing a secondary stall, or waiting too long while the plane continues to mush downward).

_________________
The opinions expressed in this post are those of one CFI, and do not necessarily represent the position of the FAA or its lawyers.
Prof. H. Paul Shuch, Ph.D., CFII, LSRM-A/GL/WS
AvSport of Lock Haven
http://AvSport.org fly@AvSport.org

Good! As a rule, in light aircraft, you wouldn't want to use full flaps in heavy winds or gusts. So, knowing how (and more important, when) to do partial-flap landings is important.

_________________
The opinions expressed in this post are those of one CFI, and do not necessarily represent the position of the FAA or its lawyers.
Prof. H. Paul Shuch, Ph.D., CFII, LSRM-A/GL/WS
AvSport of Lock Haven
http://AvSport.org fly@AvSport.org