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I would rather NOT spin — that's why I want MY hands and feet on the controls and nobody else's. ;)

Yes, that's the theory, but I don't want anybody restricting MY controls. S'pose the thing stalls for some unexpected reason at a higher airspeed than anticipated. S'pose the DPE/CFI also has control of the throttles because he's a control freak? I'd be the first to feel the loss of control and...

Agreed. But the lesson to be learned is simply that multiengine planes fly the same as singles when either both engines are operating or neither are. You have to react to cut the power and lower the nose the instant you run out of rudder. There was a crash of a Convair, IIRC at Kalamazoo, where...

I'm wondering about the wisdom of "blocking" the rudder pedals by the CFI/DPE. I get it that would raise VMC allowing a bigger margin above the stall, but would you want somebody interfering with your controls while your plane approaches a stall with full asymmetric thrust? And... what about...

I'd like to think the pilot was simply trying to transmit the reason they were crashing and not, as Brown assumes, asking for help. That would be a heroic action that could help investigators. Maybe it's why nobody in this thread is speculating as to the cause — we already know.

That's too strong for me. @Crashnburn just seems absolutely convinced his simulator is the key to fix all his flying problems. He clings to the notion as though it's some kind of parachute. If I were I able to, I'd put him in the rear seat of a Champ where he can't see the instruments and start...

Speaking for myself, maybe it's because I have more time in simulators at FSI than you have total time. That doesn't even count hours at Simuflite, Quickturn, American and United Airlines. I also own a Redbird TD2 for my current amusement. If simulators were as effective as you say, you should...

Really? From a departure point near sea level? You are a student pilot and have nothing better to work on than climb 10,000 feet? :dunno: Again, a student pilot you are? Ol' Frank must have some really good reason for doing this, so I won't second guess it. I hope it worked. If you couldn't...

Take @Crashnburn with you! He needs to see how to fly an airplane instead of a simulator. ;)

1) Pick the runway into the wind and mentally discard the first 1/3 of it. 2) Imagine a box of air at the key position, 1,000' AGL + or - 200' thick and based on the last 2/3 of the runway. 3) Head for the center of that box using whatever maneuvering you're comfortable with and aligned with the...

Wouldn't chair flying be more advanced because it requires your imagination to produce the simulation? Isn't your imagination using a database of your own experience in the actual airplane? Doesn't a simulator use a database of someone else's construction who may never even have flown an...

Hey, I revived my 1990 Saturn SC a year or so ago which was sitting for two years in the garage and another two before that outside. It started right up! The reason it sat was rotted brake lines and rusty rocker boxes, so I finally fixed those up. Then I only used it on local trips for awhile to...

Well, I knew what day I was going to solo long before I actually did: My sixteenth birthday was the day. That was 60 years ago. When I became an instructor a few years later I told students when they were going to solo way before they did, too: "When you can make four out of the five previous...

Doesn't the paper give you gas? :dunno:

Except for the radial and distance, it's exactly the same question I got on my double I flight test with the FAA. If you can't answer it on the ground, why would you be able to while juggling an airplane in the clouds?

You don't need special permission after the FAF. Before that, like say on base leg of a TAA, you can't make a "direct to downwind" track without canceling or asking for a visual/contact approach. See: 5-4-7 below. That might seem obvious to an experienced pilot, but some here aren't all that...

I think the controller likes (demands?) that you follow the heavy black line on your approach chart unless you cancel or receive a revised clearance (contact? visual?).

This is the one I remember, see par 1.17.1: https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR7607.pdf I was on a trip through Greater Pittsburgh that day, September 12, 1975, and the girls behind the desk at Beckett Aviation were all shook up because the plane never reached the...

If a tree cancels in the forest, can anybody hear it?

After you land, in case you wind up hanging in the treetops and hope to be found.