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Hey Dick -- I saw your email about this video (see below) before I left DLH, but we didn't have time to talk with John, Ray, etc.
The minimum maneuvering speed (1.4 Vs) concept is one that Dan Gryder has been pushing for a few months now (maybe longer). It's interesting as a way to avoid a stall although it certainly isn't stall proof (e.g. banking greater than 30 degrees, vigorous pitch-up). I've seen guys trying to go to 45d or more bank to get aligned with a runway when they delay the base to final turn too long (as with a tailwind on base) so this speed won't help them there...only training not to try to make it work when the base-final turn isn't right will help. And, even limiting the turn to 30d bank won't help if the turn is uncoordinated as a way to "cheat" and drag the nose onto the extended centerline.
The part of the training about how to execute a rejected landing was fine I thought (too many people yank the flaps up way too soon for my liking, with the exception of those flying Cessnas with 40d flaps out who do need to get down to 20d or 10d right quick), especially being ready for the pitch change on power application. The loss of thrust on takeoff drills are important and I've taken to requiring my clients to brief what they'll do in that situation before every takeoff.
The delay in calling ATC back on a frequency change I thought was on the ridiculous side of the fence.
I'd be interested in the comments of others.
Scott
The minimum maneuvering speed (1.4 Vs) concept is one that Dan Gryder has been pushing for a few months now (maybe longer). It's interesting as a way to avoid a stall although it certainly isn't stall proof (e.g. banking greater than 30 degrees, vigorous pitch-up). I've seen guys trying to go to 45d or more bank to get aligned with a runway when they delay the base to final turn too long (as with a tailwind on base) so this speed won't help them there...only training not to try to make it work when the base-final turn isn't right will help. And, even limiting the turn to 30d bank won't help if the turn is uncoordinated as a way to "cheat" and drag the nose onto the extended centerline.
The part of the training about how to execute a rejected landing was fine I thought (too many people yank the flaps up way too soon for my liking, with the exception of those flying Cessnas with 40d flaps out who do need to get down to 20d or 10d right quick), especially being ready for the pitch change on power application. The loss of thrust on takeoff drills are important and I've taken to requiring my clients to brief what they'll do in that situation before every takeoff.
The delay in calling ATC back on a frequency change I thought was on the ridiculous side of the fence.
I'd be interested in the comments of others.
Scott
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