Dynamic=pertaining to forces not in equilibrium.

Proactive=serving to prepare for, intervene in, or control an expected occurrence.

Dynamic proactive control movement=moving the control both ways (left right or up down) to use repetitive left right to bracket straight or up down to bracket level.

Bracket=mil. to fire over and short, left and right of a target to determine range and direction.

Kinetic=producing motion.

Energy=the power by which anything acts effectively to move or change other things or accomplish any result.

Kinetic energy=manifested by bodies in motion. (Airspeed)

Potential energy=due to position of one body reactive to another. (Altitude)

Zoom=using the energy of momentum. Converting airspeed into altitude (Stick and Rudder.)

Zoom reserve=stored altitude in airspeed or stored airspeed in altitude.

Low and slow commonly means flying around in a light aircraft. Zoom reserve is available both in airspeed and altitude.

Nape of the earth=as close to terrain and vegetation as possible. There is zoom reserve only in airspeed here. Nape of the earth at slow airspeed is dangerous in helicopter and suicidal in airplane because there is little zoom reserve in airspeed and none in altitude.

Manage=to control the direction, operation, etc of.

Energy management=controlling the direction, operation, etc of the power by which a thing moves or changes other things. Using airspeed to get altitude or using altitude to get airspeed or using wind, gravity, ground effect, thermals, or other natural energy effectively.

Mitigate=to make milder, less harsh, or less severe.

Apparent=seeming in distinction from real or true.

Rate=speed.

Closure=process of getting closer.

Exaggeration=overstating.

Dutch rolls=banking left and right while holding a distant point.

Drainage=the way water runs always down hill.

Orograraphic lift, hydraulic lift, or ridge lift is terrain forcing air to rise.

Thermal lift is heat causing air to rise.

Directed course is when we cause the airplane to fly straight to the target by looking at the target and controlling lateral deflection with rudder and vertical deflection with power when we are trying to land on the target.

Directed course in calm air means directing the longitudinal axis, with rudder, to the target.

Crabbing in a crosswind means directing our butt, with rudder, to the target.

Hill=from top all directions are down.

Pass or saddle=from center two directions are up and two are down.

Ridge=from anywhere on the spine, one direction is up and three are down.

Valley=from the bottom of the drainage, three directions are up and one is down.

Depression=from the bottom, all directions are up.

Orientation=given our history, culture, beliefs, training, and indoctrination, how we process what we see.

Observation=what we see.

Decide=choose between alternatives.

Act=in our case, manipulate the controls.

contactflying wrote:Dynamic=pertaining to forces not in equilibrium.

Proactive=serving to prepare for, intervene in, or control an expected occurrence.

Dynamic proactive control movement=moving the control both ways (left right or up down) to use repetitive left right to bracket straight or up down to bracket level.

Bracket=mil. to fire over and short, left and right of a target to determine range and direction.

Kinetic=producing motion.

Energy=the power by which anything acts effectively to move or change other things or accomplish any result.

Kinetic energy=manifested by bodies in motion. (Airspeed)

Potential energy=due to position of one body reactive to another. (Altitude)

Zoom=using the energy of momentum. Converting airspeed into altitude (Stick and Rudder.)

Zoom reserve=stored altitude in airspeed or stored airspeed in altitude.

Low and slow commonly means flying around in a light aircraft. Zoom reserve is available both in airspeed and altitude.

Nape of the earth=as close to terrain and vegetation as possible. There is zoom reserve only in airspeed here. Nape of the earth at slow airspeed is dangerous in helicopter and suicidal in airplane because there is little zoom reserve in airspeed and none in altitude.

Manage=to control the direction, operation, etc of.

Energy management=controlling the direction, operation, etc of the power by which a thing moves or changes other things. Using airspeed to get altitude or using altitude to get airspeed or using wind, gravity, ground effect, thermals, or other natural energy effectively.

Mitigate=to make milder, less harsh, or less severe.

Apparent=seeming in distinction from real or true.

Rate=speed.

Closure=process of getting closer.

Exaggeration=overstating.

Dutch rolls=banking left and right while holding a distant point.

Drainage=the way water runs always down hill.

Orograraphic lift, hydraulic lift, or ridge lift is terrain forcing air to rise.

Thermal lift is heat causing air to rise.

Directed course is when we cause the airplane to fly straight to the target by looking at the target and controlling lateral deflection with rudder and vertical deflection with power when we are trying to land on the target.

Directed course in calm air means directing the longitudinal axis, with rudder, to the target.

Crabbing in a crosswind means directing our butt, with rudder, to the target.

Hill=from top all directions are down.

Pass or saddle=from center two directions are up and two are down.

Ridge=from anywhere on the spine, one direction is up and three are down.

Valley=from the bottom of the drainage, three directions are up and one is down.

Depression=from the bottom, all directions are up.

Orientation=given our history, culture, beliefs, training, and indoctrination, how we process what we see.

Observation=what we see.

Decide=choose between alternatives.

Act=in our case, manipulate the controls.

Goddam Contact, don't make anyone put stress on their thinkbone. We're just pilots after all...

Seriously though, you're pushing a soft turd up a steep hill with a soft stick here. Anti-intellectualism is very trendy right now...

Thanks for the support, Hammer. I'm just a hillbilly pilot who got a very generous break early in my flying career. I learned a good part of what I teach from irregulars like myself. The rest I got from very hard experience. I didn't understand the terms I use either. I found some things, not in the sanctioned program, that worked. I had to do a lot of reading and asking my poor wife what words meant and how to spell them to come up with words to describe what I had figured out. I also used "Corrective Spelling Through Mophographs" with my Navajo kids and myself. Learn 156 morphographs (any part of a word that has meaning) and three liberal spelling rules and you can spell and define (simple definition) 10,500 common high school words. Don't get me started on morphographs but they are good stuff for second language learners like Native Americans and hillbillies.

Note to all
I think it took me at least a year and half to even start to understand contact. I remember going over post on energy management turns time and time again. At first I would get frustrated with the posts and just skip over them. I tend to do a lot of low/slow flying so I kept going back to them. As time went on I started to slow down and try to only read one sentence at a time and understand that sentence before I moved on to the next. Sounds simple, but not how I usually digest information. Once I started to slow down(Wine helps) it became quite clear what he was saying. As a mater of fact it is a lot of excellent information in proper context and the flow is usually just how a plane will react and what inputs a needed to make it happen. His posts do make me stop and think. I think that is by design. I am always happy to see his posts !! They are not always a easy read/understand. But most of the really good stuff in life never comes easy!!

Thank you Contact!!
DENNY

I agree. To me, it all makes sense. I don't compare it to what I was taught previously, but instead to what I experience in flight.

Thanks for trying, Contact - there are people listening.

-asa

We all remember the parable of the monks long debate about the number of teeth in a horses mouth. When one of the brethren brought in a horse, they were horrified.

Yes, we have science now. No, human nature has not changed.

All! I am digging myself as well. I too am human.

I was a private pilot in high school. My junior year, I attended a bigger high school with my high IQ brother so he could get chemistry, physics and trigonometry before graduation that year. Octogenarian Henrietta Hall became English teacher, music teacher, and counselor at little ol Hurley, where I attended the other e!even years and graduated, that year I was gone. The next year I realized she was the best intelligence officer I would ever know.

I walked back into Hurley High the first day of my senior year and was told to go see the counselor. When I stepped into her small office that had been a closest, she looked up and said, "You are Jim Dulin." I don't say anything. She said, "You're a bit of a snob aren't you?" I didn't say anything. She continued, "That's OK, you just need to know that you are."

As to rudder movements I was taught the dynamic proactive approach and bracketing when I got my tailwheel endorsement. When I took 10 hours instruction, all in the pattern, over 100 landings, with Budd Davisson in his Pitts S2A he STRONGLY discouraged using that approach. One doesn't deliberately point the nose of a Pitts ANYWHERE you don't want to go. He teaches quick stabbing corrections. Sort of like roll corrections in turbulence where a quick application of aileron returns the airplane to level flight. Take a stab at it so to speak. When flying the Luscombe I found all of it unnecessary. I definitely can imagine situations where it would be very useful and will use dynamic bracketing when I need to. Like gusty conditions for instance.

As to bracketing with the stick I must say that if anyone is doing that with me in the airplane I'll have to respectfully ask to get out. The alternative is puking my guts out. I hate that. Pitch excursions as a pilot are just fine; sort of like feeling one's way along, but as a passenger they are a recipe for violent airsickness. So, what that tells me that I probably had better read that section again. I'm pretty sure I'm not getting the idea.

contactflying wrote:Dynamic=pertaining to forces not in equilibrium........
Act=in our case, manipulate the controls.

I don't know what SMTF stands for, but I do understand the individual words just fine.
It's just the way you tend to put them together.
"Hard to understand, you are", Yoda.

I think you know your stuff and have the experience to back it up.

But you're a bad communicator, and that can be nearly as bad as not knowing your stuff.

From someone who is also overly wordy, I am finding that less is more, and inventing new terms for old concepts is confusing.

I tried REALLY hard to read Wolfgang's book. It has great wisdom in it but acquiring through reading his writing style made my head and eyes hurt. I ended up skimming over it in search of the nuggets he was trying to share with limited success. I see similar approaches to information sharing in other sources. It's almost as if it is purposely written in code, or maybe just the way the author's mind works...
I appreciate the persistence to share and hopefully I'll pick it up before I am forced to learn it the hard way. Grandma always said it was cheaper in the long run to learn from other peoples mistakes than to learn from your own.

Thanks for the effort, Jim.

Zzz wrote:....From someone who is also overly wordy, I am finding that less is more, and inventing new terms for old concepts is confusing.

What he said.

I know I talk too much. My wife gives me more flack about that than you guys. I also know how important what I teach is and how foreign it is to the aviation community. And I care about those, who like me, don't always follow sanctioned indoctrination. Lawrence of Arabia said the Allies should let the Arabs do imperfectly what they (the Allies) could do perfectly. The FAA uses this good counterinsurgency thinking. They don't teach Safe Maneuvering Flight Techniques and intimidate pilots against going there. I really believe that by knowing I am obligated to teach. If it was illegal, there would be regulations against it.

I am better in the dilapidated flesh. Come fly with me two hours and you will be well on your way to the promised land. If I talk too much just tell me to shut up. Ask those who have braved the crazy old man. Somehow I have always got the message across without scaring anybody.

If possible, go fly with Jim...
It might make the terminology fall into place...

If not, it's an enjoyable few hours to fly with him and share the passion of flying.


"An open mind leaves a chance for someone to drop a worthwhile thought in it."
-Mark Twain

Hey Jim,

I pick on you for word usage from time to time, but I do really want to come fly with you when I get some time. I know you've got a ton to teach me.

OK - I've read the entire thread, looking for a definition for "SMFT" without any success... Ironic that a thread about "definitions" would fail to define what we're defining... How about it Contact? What the heck does SMFT stand for?

Sorry. Safe Maneuvering Flight Techniques. Click signature box below for the book.