Flight review time...

This week I decided to summon a local instructor to give me a flight
review. Time to get the rust out.

I learned and clarified a lot of things, so I figured I'd mention an
assortment of them...simply to point out that no matter how long you've
been flying, you never stop learning.

On the initial call to set things up, upon learning I recently obtained
the ATP, the instructor joked "So, you have the ATP now. That means you
know everything, right?" I replied "Um, yea, I read that in the
brochure, but now that I'm here it's not quite what I expected." :-)

1) We were climbing out and the instructor asked me -- when VFR, what is
the lowest altitude at which you should turn on course? Answer: Pattern
altitude. Source: AIM. This should not be confused with IFR departures,
which say that baring any ATC procedure, clearance or request to the
contrary, turns MUST (not should) commence at 400 feet...as that
constitutes a "standard departure".

2) What's the recommended altitude to turn crosswind after departure?
Answer: Pattern altitude minus 300 ft. Source: AIM

3) While discussing common errors seen with our students: When it
becomes apparent you're high on final and you're already hanging out all
the drag producers (flaps, gear, prop low pitch) and have the power at
idle, you can always slip a bit to lose some altitude. But if you have
passengers aboard, particularly new or timid fliers, that's not always
the best solution unless you like cleaning up barf. What is? Pull the
nose up and slow down!

Chop 5-10K off the normal final approach speed or use final approach
speed specified in the POH/AFM for short field technique. In a garden
variety 172 (including the new ones), that's 55-60K. You'll find that
two things happen: descent rate increases because of the increased drag
of being on the backside of the performance curve, and the lower
groundspeed causes you to approach the runway more slowly, giving you
more time to lose altitude.

Basic stuff, but so few seem to be able to resist the urge to push the
nose down to lose altitude. The result is usually a ton of extra speed
in the flare and a float down the runway followed by a dangerous and
potentially damaging wheel-barrow landing.

4) Every 10K of extra speed when landing can add 1200 feet to the landing
distance of the average bug smasher. Solution: declare the final
approach speed before you turn final and fly it.

5) A good way to simulate soft field technique on an asphalt runway is to
have the student fly while the instructor limits power as long as the
wheels are in contact with the runway. When the airplane lifts off,
gradually increase power to max after the student has demonstrated the
pitch over required to keep the airplane in ground effect and prevent a
departure stall. Best to do this on a long runway, obviously.

6) A good exercise for MCA and coordination for students and established
pilots alike: Slow down until the stall warning is mostly silent. Start
a level turn with a very shallow bank (typically no greater than 10
degrees). If you're at the right speed, simply adding the bank and the
pitch required to overcome the descent may cause the stall warning to
activate. Once established in the turn, add a notch of flaps (in a
Cessna, 10 degrees). Stabilize it again, then add another notch, and so
on until you have full flaps. After a few moments, roll out. Bank in
the other direction and take the flaps out gradually in the same manner.
Roll out and return to normal speed.

7) The Feds have finally acknowledged that this "anybody in the pattern
please advise" horse**** is getting out of hand. The FSDOs are making
sure DEs and CFI candidates know that this is non-standard phraseology so
they pass on this fact to their candidates / students. Instructors: if
you're using this phraseology, STOP IT NOW. Your students are sponges
and will repeat everything they hear, including your lousy radio
technique.

8) Bonus trivia question that came out of a discussion of ground effect
and its effective height above the ground: What determined the wingspan
of the Wright Flyer? Answer: The size of the rail car used to transport
it.

Bottom line: as we all return to the skies for the summer flying season,
don't fear the flight review. In fact, even if you aren't officially due
for one, take one anyway. No matter what certificate you hold, you
might just learn something.

Doug
http://www.dvatp.com/