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

On 21 Aug 2006 17:45:28 -0700, "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.

Never had a blocked pitot tube and thus an inop ASI, but I have had a
blocked static port and thus an altimeter that wasn't quite right... I
had washed the plane and apparently there was still some water
blocking the static port... It disipated soon enough... No big deal...

"bk" wrote in message
ups.com...
Congratulations on getting your ticket.

How do you feel about airspeed indication now? A useful exercise is to
get an instructor, put paper over the ASI, and fly the pattern a few
times so that you can takeoff and land without reference to airspeed,
just attitude by looking out the window and feeling the yoke.


Don't CFIs already do that during PP training? Mine sure did. As a matter of
fact I had to land 2 or three times prior to my check ride with the entire
6-pack covered. I know it was not part of the standards but every pilot that
trained where I was training did it or didn't get signed off for the check
ride.

Yea, totaled after that one. ;(

The pages are all working for me, except one FAA page that I'll fix.
Not sure if there was some temporary server problem earlier.?????
--
Gene Seibel
Hangar 131 - http://pad39a.com/gene/plane.html
Because I fly, I envy no one.


Morgans wrote:
"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

"Gene Seibel" wrote

The pages are all working for me, except one FAA page that I'll fix.
Not sure if there was some temporary server problem earlier.?????

Perhaps. Could be me, too. Stranger things have happened!

I'll look again, when I get a chance.
--
Jim in NC

"Morgans" wrote in message
...

"Gene Seibel" wrote

The pages are all working for me, except one FAA page that I'll fix.
Not sure if there was some temporary server problem earlier.?????

Perhaps. Could be me, too. Stranger things have happened!

I'll look again, when I get a chance.

Yep, working, again.
--
Jim in NC

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

Personally, I have lost three good friends due to stalls on base to
final. Two in an RV-6 in 1989 and one in a T-6 in 1999.

moore in Tampa Bay wrote:

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 turn from base to final is a bad place to stall. When someone stalls
inadvertently on that turn it is rarely, if ever, because they got too steep
in the bank. Pilots these days have been so thoroughly brainwashed that
they will NOT bank greater than thirty degrees in the traffic pattern.

When they find they are overshooting the turn and will be wide of the runway
they carefully hold their thirty degree maximum bank like they were taught
and then rush the turn by pouncing on the inside rudder to get the nose
around quicker. This doesn't really stall the whole airplane. It only
stalls the inside wing. The outside wing, which is still flying fine, then
proceeds to fly up and over the fuselage until it is the inside wing.
Unfortunately the resulting inverted position generally results in a quick
split ess maneuver that soon terminates when the airplane lands from the
inverted dive that results. This is not actually a spin because the
airplane generally contacts the ground at high speed before the spin has
time to properly develop.

Even a fortyfive degree bank only increases the stall speed by about
fourteen percent. The normal approach speed is about thirty percent above
stall speed. Consequently even a fortyfive degree bank in the pattern still
leaves you a fifteen percent margin. In a Cessna that is about five knots.

Of course, I must admit, I see few private pilots these days who can hold
their airspeed within five knots in a fortyfive degree bank. :-)

Highflyer
Highflight Aviation Services
Pinckneyville Airport ( PJY )

Based on my experience your skill with Flight Sim will give you so many bad
habits to unlearn and overcome before you can fly a real airplane safely
that it will take you considerably longer to achieve the competency required
to a license.

Highflyer
Highflight Aviation Services
Pinckneyville Airport ( PJY )

wrote in message
oups.com...
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)

"Highflyer" wrote in message
...
Based on my experience your skill with Flight Sim will give you so many
bad habits to unlearn and overcome before you can fly a real airplane
safely that it will take you considerably longer to achieve the competency
required to a license.

I STRONGLY second this opinion, both as a retired professional flight
instructor AND as a present Microsoft MVP with their flight simulation
program.
There is no substitute....and I repeat, NO SUBSTITUTE...... for a student
actually feeling the control PRESSURES that are inherent in the specific
type of aircraft being used for primary instruction. The "feeling" of these
pressures is a MAJOR part of the early learning curve. It is absolutely
critical that a student absorb the physical sensations and control responses
applicable to applied control pressures during this period.
The desktop flight simulators, even those using force feedback controllers
(especially these in my opinion) do NOT offer this critical input for the
student and in many cases can actually impede the student's progress with
actual flight training if used.
For these reasons, it has always been my recommendation that flight
instructors STRONGLY recommend that their students avoid the use of desktop
simulators between the first hour of dual and solo.
After that, under CFI supervision, a desktop simulator can be of use as a
teaching aid dealing with procedures, pre- cross country, and especially
primary instrument familiarization.
Dudley Henriques

For these reasons, [learning control pressures] it has always
been my recommendation that flight instructors STRONGLY
recommend that their students avoid the use of desktop
simulators between the first hour of dual and solo.

What do you think of non-pilots using flight sim to practice "pinch
hitter" techniques, get comfortable with controlling the aircraft, and
such, along with occasional "would you like to fly" sessions. (My wife
is not too keen on actually flying the plane, though she has landed it
with an instructor; maybe this kind of practice would be good?)

Jose
--
"There are 3 secrets to the perfect landing. Unfortunately, nobody knows
what they are." - (mike).
for Email, make the obvious change in the address.