Turbulence in training flights
 

Curious when the fear that you’re falling out of the sky will go away. A lot better today than my initial flight , but man it’s rough: Maybe it’s just my area in KCWC; but makes me edgy.

Also, I’ve gotta learn that pulling back and pushing forward on the yoke doesn’t always mean you’re going to dive or climb. There were times I was trying to keep the ADI centerd and we’d be climbing so I’d push forward and we’d still be climbing and the ADI would be moving down, but altimeter still climbing. So much to learn, but so far loving it. I will admit I still suck at taxing and not sure I’ll ever be able to stay center on the runway when moving 60knots down it.

What you described (not the fear, but having experience dealing with turbulence) is why it is beneficial to have experience in a private plane, flying the plane.

Many developing counties are hiring directly into the right seat. The Ethiopian Max that crashed has a FO with 250 hours. Most of that was in a sim or sitting with his arms folded and mouth shut. He had never flown, so did not add much other than looking up things and operating the radio. They needed 2 heads, 2 experiences to bounce ideas off each other, 4 eyes, and 4 hands. Unfortunately the numbers were only half.

I mean...thats a little dramatic. Ethiopian Airlines (and most operators outside of the US) have a training principle known as MPL - Multi Pilot License. It's essentially a specializes SIC course for Transport Category Aircraft.

You get "hired into the right seat" of a 737 Max, true...but you do spend a lot of time flying small airplanes. They come in different flavors, and are custom approved to the operator, but the Core phase of training looks very much like an FAA PPL-IR-Commercial training footprint, including solo.

The list of seedy, terrifying and sketchy operators around the world that use MPL programs include: Japan Airlines, Lufthansa, EasyJet, Air France, British Airways, SAS, KLM, Etihad, Emirates, and yes Ethiopian Airlines.

Well executed, I would put an MPL graduate with 300 hours up against a CFI with 2000 hours in a 172 in rural Ohio at any airline indoc program.

Sorry, I got distracted by Captain America.

It will go away. Flying a small airplane there will always be moments when you hit a bump that really takes your breath away. And then you'll have that day that you just let your seatbelt sit a little looser than usual and you will end the day with a perfect baseball-cap grommet sized dent in the top of your skull.

When you get into stalls and upset recoveries, you will realize that these small airplanes really want to fly, and there's really zero risk of them just falling out of the sky.

I used to have a problem with motion sickness (and I still do in the back seat of a cessna/piper with poor ventilation). It really is just a matter of familiarity and your bodies natural reactions to the bumps and bounces will desensitize. Biggest thing is to fly a lot! Exposure therapy is the best medicine.

I’m sorry but why are you even referencing an “ADI” at this stage of training?
Its not giving you any relevant information for what you’re trying to do.
Altimeter, airspeed and the “ball”.
Wings level, nose up or down you do that by looking outside.

That is one thing my CFI keeps reassuring me, that the plane will basically fly itself. Today I’m really our first lesson we got up to 2000ft at 100knots , got it trimmed and she just showed me how it will basically fly with no movement and that in even if pushing the yoke forward and back that it will eventually add and decrease in airspeed to try and level out in perfect balance. I’m still a newbie, but I’m glad that I have found this website and the joy of flying.

In my case….a couple of years lol.

No idea, not sure if she wants me looking at instruments more than outside or what. We did do some clearing turns and she noted “that’s how the horizon should look when in a 30 degree bank and then had me do it and at the time I was also watching the ADI to try and stay at a 30 degree bank and also the airspeed indicator as not to increase speed or have drastic decrease in speed also while watching the altimeter.

Like I just told my buddy at work about my lesson, I know this lady has 1500 hrs of good instruction from a well known instructor in my area. I just hope the training I’m receiving will have some sort of structure. We spent 1.9 hrs practicing taxing, doing these clearing turns, doing some reducing throttle and seeing how the altimeter would drop with a drop in throttle and then we did 2 touch and gos that she flew I guess just to describe how to land. I just hope she has some sort of plan of what we will do on each training day instead of just winging it. I’ll also add not once in the session has she covered looking at a fixed item in the horizon, which the more and more I read after what you posted is maybe what I should be looking at instead of spending all my time looking inside the cockpit at the Instruments.

Touch and goes during the first few lessons doesn’t make sense for anyone to be doing them. I agree, you need some kind of syllabus. Always ask, “What are we doing next time? What should I read up on?” Own your training straight from the start.

Demonstrating a landing is not an issue.
At this stage it’s a lot of watching how things are done. Part of training.