Importance of recurrent training for CFIs

[jrh]

I'm in the process of doing some aerobatic/tailwheel training with a very experienced aerobatic instructor. The experience has made me think about how important it is for us CFIs, as professionals, to keep expanding our knowledge base. With only a few hours of training so far, my eyes have been opened in numerous ways.

You see, I'm pretty confident. I've been teaching for a while, I try to stay up to date with what's happening in the flight training industry, I care about my students, etc...I consider myself to be a good instructor.

What this aerobatic/tailwheel training has done for me, though, is remind me how big of a world there is out there when it comes to flying. It's reminded me that I can't get too complacent, or comfortable with where I'm at as a teacher, and there's always more to learn.

As an example, the aerobatic training has given me a whole different perspective on aileron/rudder/elevator usage. Coming in to training, I thought I had a pretty good grasp of what does what with regard to the control surfaces. And honestly, I wasn't wrong about anything. My understanding of adverse yaw was correct. I pretty much knew how to keep a plane coordinated. However, my understanding was incomplete. My knowledge was plenty sufficient for "normal" flying, but there are all sorts of subtle details to understand when operating outside of the "30 degrees pitch/60 degrees bank" envelope we spend 99% of our time in.

Think about this: In inverted flight, roll control remains the same with ailerons, but the rudder needs to be reversed to stop adverse yaw, because the rudder is "flipped onto the underside of the tail" so to speak. In other words, when inverted, to roll to the left, you should apply some right rudder to stay coordinated. It makes sense, but in all my flying and teaching, I'd never considered such a thing before.

Another interesting thought is how to use the rudder during dutch rolls beyond about 45 degrees of bank. You have to ease off the rudder, because as you roll towards 90 degrees, it's acting more like an elevator and less like a rudder. If you keep the rudder pressure the same, you'll pull the nose down into a dive. Makes sense...why hadn't I learned this before? Because I'd never done it!

I've had several of these completely unexpected "Ah ha!" moments as a result of flying and talking with my instructor.

For how much I hate to admit it, this training has also uncovered one significant deficiency in something I've been teaching, too: spin recovery. The way I was taught spin recovery during my CFI training, and the way I have previously taught spin recovery to my students, is to reduce backpressure to break the stall, then immediately apply opposite rudder to stop the rotation. My current aerobatics instructor respectfully stressed that this was wrong...it should be opposite rudder to stop the rotation, *then* release backpressure. I won't get into the reasons why, but after talking about it and seeing it in the air, everything is very clear to me why releasing backpressure before the rotation stops can be a bad thing. (Of course, my aerobatics instructor and I agreed that spin recovery can be very unique to each make and model aircraft out there. It's critical to understand the plane you're flying and specific procedures for it. Spin recovery isn't a "I can get out of any spin in any plane using this method" science!)

Driving home after the lesson I kept thinking about this. Why had I done it wrong for so long? Maybe the Cessna POHs specify that recovery technique? Not at all...I checked, and they specify the way my aerobatics instructor taught. Basically, the reason I'd done it wrong for so long was because I hadn't gotten really solid training to begin with, I'd never questioned my training in that area, and I'd never done recurrent training before now. Sure, in a Cessna, both ways work...but just because something works doesn't make it correct.

To sum this all up, I'd like to encourage everyone to keep expanding your horizons. Aerobatics, tailwheel, seaplane, glider, whatever you can find. Anything unusual that you've wondered about. It will make you a better teacher and a safer pilot, period.

[dc3flyer]

Nice write up!

Congrats on doing some tailwheel/aerobatics training. Tailwheel flying is probably the most fun in aviation. I haven't had a chance to do any aerobatic "training", but I have done plenty of spins and rolls. IT IS A BLAST! And as you said, it makes you a better pilot all the way around.

[jrh]

Originally Posted by dc3flyer

... I have done plenty of spins and rolls. IT IS A BLAST! And as you said, it makes you a better pilot all the way around.

Indeed...was there a pun intended?

[BuickCFI]

i learned all about adverse yaw when i flew the Champ for the first time. that thing WILL NOT turn unless you use rudder as well

My current aerobatics instructor respectfully stressed that this was wrong...it should be opposite rudder to stop the rotation, *then* release backpressure.

correct. i flew aerobatics and got my tailwheel endorsement long before i did my spin flights for my CFI.

i need to finish my seaplane someday, that was very very fun

[tgrayson]

Originally Posted by jrh

My current aerobatics instructor respectfully stressed that this was wrong...it should be opposite rudder to stop the rotation, *then* release backpressure.

The rudder will never stop the rotation in a C152 until the yoke comes foward; if you wait for it, you'll hit the ground.

I avoid the terms 'right' and 'wrong' when it comes to technique issues.

[jrh]

Originally Posted by tgrayson

The rudder will never stop the rotation in a C152 until the yoke comes foward; if you wait for it, you'll hit the ground.

I avoid the terms 'right' and 'wrong' when it comes to technique issues.

Maybe I could have been more clear...

The opposite rudder should be applied first. The reason for using opposite rudder is to slow/stop the spin's rotation.

The backpressure should be released second. The reason for releasing backpressure is to break the stall.

I didn't mean to imply the rotation has to stop before releasing backpressure. I meant to stress the order in which the inputs are applied. The Cessna POHs (150, 152, 172) all affirm the order--rudder, then elevator.

As always, check the specific procedures for each aircraft you fly.

[dbakeg00]

Originally Posted by jrh

Maybe I could have been more clear...

The opposite rudder should be applied first. The reason for using opposite rudder is to slow/stop the spin's rotation.

The backpressure should be released second. The reason for releasing backpressure is to break the stall.

I didn't mean to imply the rotation has to stop before releasing backpressure. I meant to stress the order in which the inputs are applied. The Cessna POHs (150, 152, 172) all affirm the order--rudder, then elevator.

As always, check the specific procedures for each aircraft you fly.

I think these are good points...but shouldnt someone grab the throttle and pull it to idle before we start thinking about what to do with rudder and yoke? Just a thought. Good write up though. I think CFIs should be held to a more strict recurrent than just a BFR...at least until they have had their certificate for 2 years or something to that effect

[jrh]

Originally Posted by dbakeg00

I think these are good points...but shouldnt someone grab the throttle and pull it to idle before we start thinking about what to do with rudders and yokes?

Yes, they should. They should pull out of the resulting dive at the end, too.

I wasn't really intending this thread to turn into a lecture on spin recovery techniques. I mainly wanted to stress how good some extra training has been for me.

[dc3flyer]

Originally Posted by jrh

Indeed...was there a pun intended?

Glad someone got it.