Joined the club today........

Hi Bob,


Since you have 35 years experience as an instructore, perhaps you can
help me.
I am attending flying school PART61 and jsut fly one time. But aI was
able to land the airplane by my self, thanks to Flight SImulator.
Based on my 15 years experience on the Flight Simulator, do you have
any input as far as a program that fits with me? The school offered me
a standart program for a student that have zero knowledge about
airplane, and I believe I am about one or two step ahead of them.
I am familiar with S Turn, Steep Turn, Lazy 8, Traffic Patern,
Rectagle, Touch and Go etc.
I also Familiar with the preflight check, VFR, IFR Learning ADF, NDP
and also using approach plate. On my first flight lesson, I learned
Climb, Descend, Turn and Straight and level perfectly and plus landed
the cessna 152 right in the middle.
Based on your experience, Could you please give me an input regarding a
type of program that can be customize for me. Of course i am hoping
that my skilll from Fligth Sim will safe me money big time.

The flying school will teach me a radio comm and flight patern after 20
hour dual flight or meeting number 20th. What happen while during the
lesson, my instructure passed out and I have no idea waht to say on the
radio.

Thank you Bob for your time

Thank you Bob, I appreciate your time.




Bob Moore wrote:
I'm sure you are correct, and I seriously thought about taking off, but
on a second solo, with all the flying in the circuits so closely pinned
to airspeeds, I'm glad I didn't. I certainly wouldn't have felt
confident about knowing how far I was from stall speed on final......

As a 35 year flight instructor, I feel that you received inadequate
pre-solo training. The pattern can (and perhaps should) be flown by
the use of pitch and power only. Set the power and pitch correctly
and the airspeed will be there. No student of mine has ever soloed
without flying an entire lesson (in and out of the pattern) with the
entire instrument panel completely covered except for the tachometer.
RPM settings....Takeoff and climb to pattern altitude...Full Power,
Downwind in a C-172, about 2100 RPM...who cares what the airspeed is?
Abeam the touchdown spot, set 1500 RPM, lower the nose and keep the
nose down, lower first noch flaps, who cares what the airspeed is?
I'll bet that it settles out at 85kts. On base leg, second notch of
flaps keeping the nose down and the airspeed WILL back right down to
75kts. Turn final, keep the nose down (still with 1500 RPM) and drop
final flap and the airspeed WILL drop to 65kts. Who needs an airspeed
indicator? Only an inexperienced flight instructor! They scare easily. :-)
I still don't understand your "I ran out of rudder" comment, the faster
you go, the more rudder control you have.

BTW, here in the USofA, ultralights aren't even required to have such
things as altimeters and airspeed indicators.....and mine didn't.

Bob Moore
CFI ATP
B-707 B-727
PanAm (retired)

In article . com,
says...
My flying training has taken a long time, I guess.........

I started flying training in 1990, but lack of time and money meant
that I stopped after about 10 hours, before going solo.

Last year, my wife bought me a block of lessons for my birthday, and I
found that I hadn't forgotten everything. I was so pleased I carried on
iwth training, and last week I passed my flight test, and this morning
I passed my written, and I now hold a Canadian PPL.

The journey wasn't entirely without excitement. On my second-ever solo
I was rolling down the runway in a Cessna 150 waiting for rotation
speed - and it never came. By the time I realised the airspeed
indicator was not going to work, I was doing well over rotation speed
and ran out of rudder. The aircraft veered off the runway to the left
as I pulled the power, and it would have been an embarassing run across
the grass except for the runway sign........

It sounds like your lack of experience that this occurred, and is very
unfortunate that it was indeed only your second solo. Still, you should
have known (the theory) that you would have had *lots* of rudder control
at say 60,70kts (whatever you were hooning along at - on the ground

And even though it was your second solo (how many hours by the way, at
the time?) - I'd have thought you would have *felt* that the a/c was
willing to fly (however, I accept that your limited experience may well
have hindered that).

Next I knew I was upside down, with fuel pouring down the windshield. I
had the presence of mind to switch off the mags and master, and the
fuel shutoff, and climbed out of the door, just as the fire trucks were
arriving. Fortunately, apart from a few nasty cuts and bruises, I was
relatively intact. I was even able to take part in a radio interview
(about something else) an hour later. And the nice chappy from the
Canadian Dept of Transport Accident branch who I had to speak to on the
phone was very understanding, as was my flying school chief instructor.
Examination off the written-off aircraft confirmed an orchard bee had
climbed into and blocked the pitot, and I was cleared of all blame,
though I'm sure if I'd had more experience, I would have avoided the
crash and simply been able to abort takeoff safely.
I decided that either I would get back in the air immediately, or I
never would again, so I had my next lesson the next morning, and soloed
again the following week.

I think you made the right choice - and experience like that can just
dwell on your mind for ages and ages if you don't just 'get back into
it'.


I guess that was the most dramatic episode in my pilot training, but
there are so many memorable moments. The first solo, the first solo
away from the circuit, the first solo cross-country, the first power on
stall, the first landing at a tiny strip in the country.......

My first solo X-country was indeed memorable too. I remember yelling in
the plane - many ya hoos. It was a hell of a buzz (in a wee Traumahawk



Anyway, it was all worthwhile in the quest for a lifetime dream for
this aging new pilot.........I'm very happy to join the club. And if
there is a message for anyone still in the middle of training -
perservere. You'll have some low moments (though not as low as mine, I
trust) but you'll get there in the end.


--
Duncan

In article , rmoore16
@tampabay.rr.com says...
Steph wrote

I'm sure you're correct, Bob, but my understanding is that stalls in
the circuit are a well-recognised cause of accidents? If so, it might
not be as automatic as you suggest for a novice.

With 1500 RPM and the nose below the horizon, the airplane
WILL NOT stall. :-) There are some qualifications to this
generalized statement, learn what the runway looks like on a
stabilized approach and just always put the nose in that same
position every time, it WILL NOT stall.

I think the danger time is that turn onto final - too late, therefore
too steep, student gets fixaxted on the approach and the airspeed decays
in the turn.

I mean... how many planes have stalled in that turn in history???

--
Duncan

The one time I took off with a non-functional ASI, it was because the
pito tube was blocked by this big red thing that stated: "REMOVE BEFORE
FLIGHT". Fortunately, I had enough time in that plane to fly
confidently without the ASI.
tom


kontiki wrote:
Congratulations! Welcome to the fold.

I had a similar experience with a non-functional ASI but fortunately
was able to determine that the airplane wanted to fly so I went around
and landed to find the pitot blocked by a bit of cloth.

Confidence based on good training and all the experience you can get will
make the rest of your flying career safe and rewarding. Always try to
stay current and avoid feeling over confident. ;^)

Good luck and happy trails...

tom wrote:
The one time I took off with a non-functional ASI, it was because the
pito tube was blocked by this big red thing that stated: "REMOVE BEFORE
FLIGHT". Fortunately, I had enough time in that plane to fly
confidently without the ASI.
tom

Yeah, only time that happened to me was in a twin. Still not sure what
caused it, probably ice. The really bad thing was that the ceiling was
about 700 feet and there was no way I was going up in that with no
airspeed indicator in a twin.

As to why we continued the takeoff after realizing the airspeed was not
functioning? We didn't look at it right after adding power, and by the
time we realized it wasn't working, it seemed too fast to pull power and
stop on the (short) runway. Live and learn.

No student of mine has ever soloed
without flying an entire lesson (in and out of the pattern) with the
entire instrument panel completely covered except for the tachometer.
RPM settings....Takeoff and climb to pattern altitude...Full Power,
Downwind in a C-172, about 2100 RPM...who cares what the airspeed is?
Abeam the touchdown spot, set 1500 RPM, lower the nose and keep the
nose down, lower first noch flaps, who cares what the airspeed is?
I'll bet that it settles out at 85kts. On base leg, second notch of
flaps keeping the nose down and the airspeed WILL back right down to
75kts. Turn final, keep the nose down (still with 1500 RPM) and drop
final flap and the airspeed WILL drop to 65kts. Who needs an airspeed
indicator?

That's exactly how I was taught to fly, Bob. And, thanks to this type
of training, when I eventually lost my ASI (admittedly after getting my
ticket), it didn't matter a bit. Everything was done by RPMs.

Still, it's a great day when somone gets their ticket -- so let's not
concentrate TOO much on the negatives. (I just went on a DC-3 ride,
and one of the other passengers just passed his checkride TODAY. Talk
about a day he'll never forget!)

Great job, Steph!
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

"Dave Doe" wrote in message
. nz...
In article . com,
says...
My flying training has taken a long time, I guess.........

I started flying training in 1990, but lack of time and money meant
that I stopped after about 10 hours, before going solo.

Last year, my wife bought me a block of lessons for my birthday, and I
found that I hadn't forgotten everything. I was so pleased I carried on
iwth training, and last week I passed my flight test, and this morning
I passed my written, and I now hold a Canadian PPL.

The journey wasn't entirely without excitement. On my second-ever solo
I was rolling down the runway in a Cessna 150 waiting for rotation
speed - and it never came. By the time I realised the airspeed
indicator was not going to work, I was doing well over rotation speed
and ran out of rudder. The aircraft veered off the runway to the left
as I pulled the power, and it would have been an embarassing run across
the grass except for the runway sign........

It sounds like your lack of experience that this occurred, and is very
unfortunate that it was indeed only your second solo. Still, you should
have known (the theory) that you would have had *lots* of rudder control
at say 60,70kts (whatever you were hooning along at - on the ground

And even though it was your second solo (how many hours by the way, at
the time?) - I'd have thought you would have *felt* that the a/c was
willing to fly (however, I accept that your limited experience may well
have hindered that).


I felt it was willing to fly................but all of my instructors here
said they were happy I did not try to do a circuit with no ASI
As Bob pointed out, I may have been wheelbarrowing in inadvertently trying
to keep the aircraft on the runway.


Next I knew I was upside down, with fuel pouring down the windshield. I
had the presence of mind to switch off the mags and master, and the
fuel shutoff, and climbed out of the door, just as the fire trucks were
arriving. Fortunately, apart from a few nasty cuts and bruises, I was
relatively intact. I was even able to take part in a radio interview
(about something else) an hour later. And the nice chappy from the
Canadian Dept of Transport Accident branch who I had to speak to on the
phone was very understanding, as was my flying school chief instructor.
Examination off the written-off aircraft confirmed an orchard bee had
climbed into and blocked the pitot, and I was cleared of all blame,
though I'm sure if I'd had more experience, I would have avoided the
crash and simply been able to abort takeoff safely.
I decided that either I would get back in the air immediately, or I
never would again, so I had my next lesson the next morning, and soloed
again the following week.

I think you made the right choice - and experience like that can just
dwell on your mind for ages and ages if you don't just 'get back into
it'.


I guess that was the most dramatic episode in my pilot training, but
there are so many memorable moments. The first solo, the first solo
away from the circuit, the first solo cross-country, the first power on
stall, the first landing at a tiny strip in the country.......

My first solo X-country was indeed memorable too. I remember yelling in
the plane - many ya hoos. It was a hell of a buzz (in a wee Traumahawk



Anyway, it was all worthwhile in the quest for a lifetime dream for
this aging new pilot.........I'm very happy to join the club. And if
there is a message for anyone still in the middle of training -
perservere. You'll have some low moments (though not as low as mine, I
trust) but you'll get there in the end.


--
Duncan

Congrats on sticking with things through rough experiences. As others
have mentioned "Airspeed Alive" is a good thing and something I say
aloud on every takeoff roll (right after "Instruments in the green").
One of those things I was taught during my PPL days and I've found it a
good habit.

It's all there at http://pad39a.com/gene/tales.html
--
Gene Seibel
The Farm - http://pad39a.com/gene/farm.html
Because I fly, I envy no one.


Morgans wrote:
"Gene Seibel" wrote

As for being upside down - been there, done that. Unfortunately, it was
later in my flying career when I should have known better.

Now, Gene, you aren't playing by the rules.

You should know that you can't let *that* cat out of the bag, without
telling the dark tale, on yourself!
g
--
Jim in NC

"Gene Seibel" wrote

It's all there at http://pad39a.com/gene/tales.html

Too bad, about the second upside-down. Totaled, after that one?

You ought to check on your web pages. Well over half the ones I tried, were
dead links. I did like the ones that worked, though. Very nice.
--
Jim in NC