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To reposition your aircraft at a selected line features you do the wing overs
(pitch-up until your feets at the horizon and then overbank) or Derry turns. Then you
climb to 10,000 feet for spins. Incipient spin (Auto-rotation) to the right and fully develop
spin to the left.
You recover around 6000 feet followed by engine failure. There you glide down
at 105 knots assessing the nature of the failure, doing rapid relight if possible followed by
starter assisted relight. Failing for a relight you feather the engine and looking for a
suitable landing area doing your high keys and low keys. You will overshoot at 500 feet
or 300 feet – depending weather you are a student or an instructor. After that you fly at
500 feet agl doing your low level air works – steep turns, bad weather configuration,
emergency pull-up and EFALL – engine failure at low level. Once completed you will
return to base. That’s took around 1.5 hours.
I joy-ride with an instructor on my first flight. He did only three quarter of that
profile. It left me in a ‘coma’ for about one hour after the flight. Yes, after flying straight
and level for about 10 years, this “uncivilized” flying really gets you in bad taste. Well,
you need to fly and you need to do your job well. Better get ‘on-speed’ since you might
face that type of flying two or three times a day every day once the students are assigned
to you.
Apart from that you also need to be proficient on instrument flying – full panel
and limited panels – airfield and runway approaches – coordination manoeuvres and
Unusual positions. Then its time for navigation sorties – low level, medium level and
airways. Then its time for night flying. Close formation coming next followed by tactical
formation and tactical navigation. You need to enjoy your work; otherwise you will find
yourself counting days at the school. That didn’t cater for the spurious high blood
pressure that you will encounter now and then when the student make unexpected moves
in the air.