Love your channel, but I have a question. Should you keep trimming right into slow flight? I was taught to stop trimming and take the back pressure so that recovery from stall/incipient spin back to a safe speed was easier.
Great question, and I appreciate your comment. There is merit to stopping the trim adjustments to allow the pilot to recover more easily to the airspeed he or she stopped trimming at. I recommend this process in the jets for stall recovery. In the case of slow flight, I look for the pilot to not only experience slow flight, but to stay there. Stable. That requires power and cooling management, significant division of attention, increased care when executing turns, and altitude control. Using trim to relieve pitch pressure is a real aid, and i expect to see that. You are balancing on the edge, you might say. You could argue that no one in their right mind would cruise around at 85 mph (Vmc is 90!) in a Twin Comanche. I accept that. Still, I am required to have a pilot demonstrate flight near an imminent stall condition for more than a brief encounter. For that, they need to fly with their fingers and not their arms, in my opinion. That’s just what I’m thinking at the moment, and I’m open to your ideas. Frank In the end, it’s just my opinion, but I like balanced controls and see no reason to bias trim for the recovery.
@@PA30Pilot Thank you for the explanation Frank, it makes sense. I love your channel because the twincom is my dream plane to own, a classic, however, running a twin in the UK is out of my budget. I love the IFD stuff as I do fly a TB21 with 540/440 installed. Trimming into low speed regime is important to learn, the B787 I fly at work and the TB21 with the KFC225 engaged both do this in their own ways. Hand flying at very low speeds is a skill worth learning, thanks for your channel.
Love your channel, but I have a question. Should you keep trimming right into slow flight? I was taught to stop trimming and take the back pressure so that recovery from stall/incipient spin back to a safe speed was easier.
Great question, and I appreciate your comment. There is merit to stopping the trim adjustments to allow the pilot to recover more easily to the airspeed he or she stopped trimming at. I recommend this process in the jets for stall recovery.
In the case of slow flight, I look for the pilot to not only experience slow flight, but to stay there. Stable. That requires power and cooling management, significant division of attention, increased care when executing turns, and altitude control. Using trim to relieve pitch pressure is a real aid, and i expect to see that. You are balancing on the edge, you might say.
You could argue that no one in their right mind would cruise around at 85 mph (Vmc is 90!) in a Twin Comanche. I accept that. Still, I am required to have a pilot demonstrate flight near an imminent stall condition for more than a brief encounter. For that, they need to fly with their fingers and not their arms, in my opinion.
That’s just what I’m thinking at the moment, and I’m open to your ideas.
Frank
In the end, it’s just my opinion, but I like balanced controls and see no reason to bias trim for the recovery.
@@PA30Pilot Thank you for the explanation Frank, it makes sense. I love your channel because the twincom is my dream plane to own, a classic, however, running a twin in the UK is out of my budget. I love the IFD stuff as I do fly a TB21 with 540/440 installed. Trimming into low speed regime is important to learn, the B787 I fly at work and the TB21 with the KFC225 engaged both do this in their own ways. Hand flying at very low speeds is a skill worth learning, thanks for your channel.