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Before Flight Parachute
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Here are some more information for Before Flight Parachute:
If you have made up your mind about learning to fly ultralight airplanes, you must be now standing at the cross roads unable to make up your mind on what kind of ultralight aircraft you want to fly! This is a very important decision and it should be made with some thought. The training you undertake will entirely depend on the type of ultralight aircraft you want to fly. So it would be wise to pause and consider well before launching yourself on your course.
Ultralights can be categorized into 3 axis control aircrafts and weight shift control aircrafts. The 3 axis control aircrafts have stick, ailerons and rudders to control the direction of flight. Weight shift control planes are controlled by the pilot moving his weight relative to the wing of the airplane.
Weight shift control planes include powered hang gliders(trikes) and powered parachutes(Aerochutes). In this type of ultralight aircraft the crew pod and engine are suspended under the wing. The control of this aircraft is largely physical and consequently they are slow.
3-axis ultralight airplanes are 'traditional style' ultralights or 'de-facto GA' types. The former have high drag and low inertia and the latter are larger, heavier and very expensive. These aircraft are further classified irrespective of their price or size as nosewheel and tailwheel ultralight airplanes. Nosewheel aircrafts are supported on ground levelly by a largish nosewheel and two mainwheels in the aft. The latter sits on the ground in a tail down attitude as it has two main wheels in the forward and a light tailwheel at the back.
It should be remembered that learning to fly a heavier machine can become a handicap later if you want to buy a hang glider (trike) or even a traditional style machine. If you plan to go in for a heavier machine later, you could still train on a traditional style machine and migrate to the heavier machine with ease. It is a mater of personal choice and each student must choose for himself.
If you visualize yourself flying a Jabiru 3-axis ultralight airplane then, obviously you will be dissatisfied with flying a trike! You cannot also decide to fly a trike because you have a flying school nearby which teaches you to fly it or vice versa. It is interesting to note that a large number of flying schools prefer to teach 3-axis ultralight planes. There are very few schools which teach trike flying or parachute flying.
If your flying school offers you a variety of choices, you could try flying in each of them before making up your mind on which type of ultralight aircraft you want to fly. However, not all of us have the luxury of this. It will have to be a considered decision for most of us. We will have to rely on the experience of others and also focus upon our own fears and phobias before making up our mind whether we want to fly in an exposed aircraft or a closed aircraft; one that is light on the hands or one that is heavy!
Before making your decision check out this site about Ultralight Airplanes And Helicopters - http://ultralight-airplanes.info - to get more information about licenses, costs, schools and anything else.
Spin Training
Should You Do Any Spin Training? read this story of mine and you decide for yourself:
Back in 1992, after I had been instructing for a few years, I was in the local FBO's office where I worked. I was waiting for one of my students to come back from a solo flight. When my student came in, he looked as though he had just seen a ghost. He was shaking and sweating I asked him what happened. The answer that I got was one that most flight instructors would not want to hear: "I was practicing stalls in the practice area, and all of a sudden I was upside down, and then just spinning toward the ground I didn't know what to do, but I heard your voice tell me to pull the power back and just let go of the control column, and the plane will stabilize."
If you know anything about small Cessnas, they tend to have a forward CG and will recover if you just let go of the controls for a second-that is, if you are not in a fully developed spin. So that is what the student did. Even more upsetting was when he stated the fact that, once the plane stopped spinning and the nose started to come up, the altimeter was reading about 1,800-1,900 feet.
If you fly in the Phoenix area, you know that the ground elevation is approximately 1,500 feet MSL. So my student recovered about 300 to 400 feet about the ground. This is far below normal traffic patterns. Would you like this to happen to you? Because it can happen to you. Or would you rather have an instructor go over spin entries and recoveries with you?
I was taking aerobatic flight lessons at the time and had practiced plenty of 3- to 4-turn spins, so I got the parachutes on, and up we went. I started demonstrating spins and spin entries, and he just kept saying, "Nope, that is not what happened." It finally dawned on me what had happened, and I asked him. Sure enough, I had hit the nail on the head.
The spin my student got himself into was one of the worst cases you could imagine. He was practicing power-off stalls, so the normal recovery procedure is to lower the nose, add full power, and start retracting flaps ten degrees at a time.
Little did my student know that the plane had started to enter the spin when he added full power. The result was a torque roll that placed the plane upside down at first, then continued to spin with the help of the full-power setting. I didn't think that a 152 was capable of that, but sure enough, it was. So he pulled the power and let go of it, recovering about 400 feet above the ground.
I think every pilot out there should do some type of spin training. Now that I don't have an aerobatic airplane, I do a flight that shows students how to enter and recover from the spin. This is not a full spin lesson, but it shows the student what to expect. If the student does get himself in trouble, I will let them go as long as I can.
When I had a Cessna 152 Aerobat, I would do spins and basic aerobatics with every student who wouldn't put the plane over weight. Most students would be a little scared, but after the first of two flights, they couldn't wait to do the second one.
If you can get up and do this before you solo, I suggest not doing it in an extra 300. Yes, it will be a fun time, but you won't get the feel of the plane you are normally flying. If you can't do it in an Aerobat, try to get in a Citabria or Super Decathlon. Use a plane that will be a little sluggish to simulate the plane you are training in.
About the Author
Visit Airfreddy At: Airfreddy's Private Pilot Training Information Website
Question #4: One last thing before I try to slip into a coma...?
If your pilot climbs aboard wearing a parachute...would you go ahead and get off...even if you knew there was a great movie on this flight?
Id ask where my parachute is? Then watch the movie
Cochise Days weekend
The skies over Sunsites will be buzzing with a dozen or more radio-controlled aircraft on May 1 as one of the highlights of the communityâs three-day Cochise Days Celebration.
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