Finally got my BFR done last Saturday...it was my first one and I was pretty dang nervous but it went great. The CFI sawed my teeth for 1.5 hrs before we went flying to see if I knew anything...I guess after enough wrong answers he finally got sick of it and said lets go flyin
It was actually really great and I learned a lot during the ground session, I'm glad he took the time to do it and to answer the questions I had.

We then went up for a while and did a bunch of maneuvers including turning stalls which I have to admit I haven't practiced since I was a student. We worked on slips a little...I specifically asked about them because when I was a student my instructor said "slip it" so I put it in a slip and that was it. We talked about what the stall speed is in a slip and I didn't know so next time I'm out I'll find out. We did short field takeoffs, he technique is what i was trying to do so it worked out great...he was able to tell me what i was doing wrong. I kept letting the tail up too high as the speed increased. I also have a habit of being just left of center line...I've always done it and my primary instructor got after me about it too but can't quite. On the narrow strips Ive been to I have no trouble staying in the tracks but I guess i get lax when there is almost enough runway to land crosswise . I worked on it yesterday and when I think about it it isn't a problem so I'll just keep thinking about it till I don't have to anymore.

When I was up yesterday I tried to figure out the stall speed in a slip but I couldn't get the dang thing stall. I got a little aggressive once and the engine almost quite...note to self, don't slip to the right when running on the left tank and it is less than 1/2 full. I tried slipping to the left and the engine didn't quite but I still didn't get a stall. Maybe I'll try it again tomorrow.

I know almost everyone here has had many BFR's but for those who have not...they are a great learning time and make sure you take advantage of it. Thanks again Matt, can't wait till next time.

If your going to stall it in a slip, be sure to have plenty of altitude.

For sure...was 3500 agl yesterday when doing it.

Whee

Fly from the right seat and see if you have the same problem.

Jr.CubBuilder wrote:

whee wrote:I also have a habit of being just left of center line...I've always done it and my primary instructor got after me about it too but can't quite. On the narrow strips Ive been to I have no trouble staying in the tracks but I guess i get lax when there is almost enough runway to land crosswise . I worked on it yesterday and when I think about it it isn't a problem so I'll just keep thinking about it till I don't have to anymore.

I've had the same problem.

Me too, but often I'm also a little left, then a little right, then a little left again.

1SeventyZ wrote:

Jr.CubBuilder wrote:

whee wrote:I also have a habit of being just left of center line...I've always done it and my primary instructor got after me about it too but can't quite. On the narrow strips Ive been to I have no trouble staying in the tracks but I guess i get lax when there is almost enough runway to land crosswise . I worked on it yesterday and when I think about it it isn't a problem so I'll just keep thinking about it till I don't have to anymore.

I've had the same problem.

Me too, but often I'm also a little left, then a little right, then a little left again.

Left, right , left? You guys are talking about my golf game? Hey I paid for the whole corse, I might as well use it all.

C ya, Bub

Finally got to use my CFI license last Saturday...it was my first flight as an instructor and I was pretty dang nervous but it went great. The "student" only took about 1.5 hrs to cover my entire database of aviation knowledge, so before he could ask another question, I suggested we go flying!
Had a good time as well, Jon. The difficulty in gettting a full stall in the slip is probably due to half the horizontal stab/elevator being blanketed by the fuselage in the sideslip airflow. The tail stalls or looses negative lift and the AOA decreases before the wing stalls. Most of the other training aircraft I'm familiar with you have to accelerate the stall just slightly to get more than a tail stall and mushing flight with crossed controls. However, as we experienced with the cross-control spin entry in your luscombe, it broke easily with slow deceleration to the stall and without much warning buffet - why it's good to become very familiar with the flight characteristics at altitude. It always puzzled me why there is so much emphasis on avoiding the cross controlled base to final turn, but little time spent in mastery of regularly utilized cross-control flight maneuvers - (hammerhead turns, anyone?)
Give me a call and we'll have fun working on it some more.
Matt

Ya'll be careful with these un-coordinated maneuvers. I put a Mooney M-20J on it's back trying to demonstrate a Return To Target. If I didn't have a bunch of altitude, it might not have turned out so well. Yes it was stupid and uncalled for, but it did end my instrument training session as everything that wasn't tied down ended up on the hat shelf.