What if the bullet with my name on it is out there. Upset...Loss of Control...CFIT...? Will I be up to the challenge? Will I rise to the occasion? Will I have the necessary tool in my tool box?

It doesn't happen that way does it? We don't rise to the occasion do we? We play the same way we have practiced. It's all about iterations, muscle memory.

So we are somewhat stuck with what we have without initial, concurrent, and recurrent training. We are, save off the wall crazy individuals, stuck with the bureaucracies, the sanctioned training materials, the school solution.

But there is hope in small changes like "accelerate in ground effect to Vx or Vy as appropriate" and " no more than 1.3Vso. "

It will be awhile before the low ground effect takeoff toward down hill drainage, rudder turn around obstruction, 45 degrees Dutch rolls, the energy management turn to target not heading, orograraphic lift, thermal lift, slow in up air, fast through down air, dynamic proactive rudder on takeoff and approach and landing and taxi and directing our course anywhere, wind management in all ground reference maneuvering including takeoff and landing, using rudder to pull the down aileron in coordinated turns, and the apparent brisk walk rate of closure approach become default muscle memory.

We most often need none of that stuff. But to be there when we need it, the outcome is often in doubt.

Amen, brother...

Best,

Tommy

Zane limited me to one original post per fortnight, which I have attempted, but I'm running out of title ideas.

I've been talking to a former F 104 and then airline pilot who has about 250 hours in a Bearhawk he built. He has read my books and is working on my stuff. He will be up in the fall to fly with me. He also likes Wolfgang's and Patrick's stall down approach.

The reason I bring this up and use an old topic is that he fully accepts the paradigm shift. Low altitude orientation and default energy management doesn't mean those indoctrinated in high altitude fundamentals can't fly in the low altitude environment including off normal airfield takeoff and landing. It is, however, a fundamental change in basic concepts.

It takes revolution or discovery to bring a paradigm shift to bureaucracy and "accelerate in ground effect to Vx or Vy as appropriate," while helpful, doesn't constitute a paradigm shift. Nor is a fundamental change in FAA basic concepts necessary. The addition of some low altitude orientation and energy management training would be helpful. We all fly little trainers first and need to survive the time of limited engine power.

Those choosing to work low altitude jobs or fly low off airport and backcountry strips, however, can benefit from the paradigm shift. Default energy management will be there in a crisis.

We put a lot of energy into making sure engine power is there when we need it. We should put equal energy into making sure as many natural energy resources are there when we need them. Is which way is down hill on the checklist? It should be. Am I leaving low ground effect energy well below my out of ground effect altitude? Do I alter course a bit to ride the ridge downwind of the valley? In gusty air do I maintain RPM with throttle or with elevator? Do I pitch up in downdrafts and pitch down in updrafts in unstable air in the mountains? Does wind direction have any bearing on the landing pattern I make when alone at an uncontrolled airport or off field landing zone?

All good questions...

I have a Constant Speed Prop but am curious re your answer to your question.

“In gusty air do I maintain RPM with throttle or with elevator?”

Thanks,

Tommy

TommyN,

It is probably obvious I'm not very complex. However, on final when less than cruise RPM, throttle is the descent rate control and much movement is necessary in gusty winds. Taking advantage of updrafts and mitigating the disadvantage of downdrafts is a bit more complex for you. VSI is still helpful. When we get free up, it will eventually show there. When it ends, the needle wiggles while lying about still going up. Same with down air.

We need to develop seat of pants feel for updrafts and downdrafts, especially in more powerful airplanes like your 182 because the constant speed prop, and the extra weight and power, hide less powerful ups and downs. The closer we get to the weight, power, and complexity of the glider, the better energy management teaching power airplane we have.

Anyways, pitch up in updrafts and pitch down in downdrafts. Use trim if you are tall enough to reach it. I was so short and cushioned up I didn't mess with trim.

I feel for you guys who fly heavy airplanes. Pulling on the yoke is hard on my back.