Almost got My Ticket Yesterday

CareBear wrote:

Although I did not get the ticket, I still feel good about the overall
outcome. It's interesting in that I felt my weakest area would be the oral
but this went well. I did have a couple of slips (no pun intended) during
the oral but quickly regrouped and gave the correct response. The oral
lasted about 2.5 hours.

It sounds like your examiner is pretty thorough. That's a pretty long
oral for a private checkride. Slips and soft field landings are
probably the toughest things in the private checkride. In fact, before
I started working on my CFI ticket, I hadn't done a slip since I got my
private certificate, and I had a lot of trouble on the first couple.

So, look at it this way: your examiner is going to make sure you are
well qualified when he signs your ticket. Be proud of that and good luck!


-m
--
## Mark T. Dame
## VP, Product Development
## MFM Software, Inc. (http://www.mfm.com/)
100% - effort level demanded by coaches who majored in math or science
110% - effort level demanded by coaches who majored in physical education
-- Coach Jack Reed (http://www.johntreed.com/)

wrote:

I haven't slipped an
airplane, except during the flare in landing in a crosswind of course,
in a decade or more, since needing to slip (IMHO) means poor planning
earlier in the approach.

Many people prefer to use a forward slip in a crosswind situation
instead of a crab since it is easier to land in that configuration (i.e.
you don't have to switch from a crab to a forward slip at the last
minute). I don't do it that way, but know plenty who do.


-m
--
## Mark T. Dame
## VP, Product Development
## MFM Software, Inc. (http://www.mfm.com/)
"But I'm quite used to being humiliated. I can even go and stick my
head in a bucket of water if you like."
-- The Hitchhiker's Guide to the Galaxy, Douglas Adams: Marvin

"Mark T. Dame" wrote in message
...
wrote:

I haven't slipped an
airplane, except during the flare in landing in a crosswind of course,
in a decade or more, since needing to slip (IMHO) means poor planning
earlier in the approach.

Many people prefer to use a forward slip in a crosswind situation instead
of a crab since it is easier to land in that configuration (i.e. you don't
have to switch from a crab to a forward slip at the last minute). I don't
do it that way, but know plenty who do.

Well....no. A side slip is used to compensate for crosswind drift, the
aircraft longitudinal axis is parallel to the runway centerline. A forward
slip is used to increase the descent rate, the aircraft nose will be at an
angle to the runway.

Well....no. A side slip is used to compensate for crosswind drift, the
aircraft longitudinal axis is parallel to the runway centerline. A forward
slip is used to increase the descent rate, the aircraft nose will be at an
angle to the runway.

It's the same maneuver. The airplane can't tell the difference.
However, the word usage (as above) indicates the purpose of the maneuver.

Jose
--
Get high on gasoline: fly an airplane.
for Email, make the obvious change in the address.

On Thu, 05 Apr 2007 21:23:16 +0000, Allen wrote:

A side slip is used to compensate for crosswind drift, the
aircraft longitudinal axis is parallel to the runway centerline.

And, though I've heard about the "crab and kick" method, I'm a little
surprised that it works. As soon as one "kicks", one is drifting. Isn't
the side-loading at touch-down a problem? Or is that too small to matter?

- Andrew

"Andrew Gideon" wrote in message
news
On Thu, 05 Apr 2007 21:23:16 +0000, Allen wrote:

A side slip is used to compensate for crosswind drift, the
aircraft longitudinal axis is parallel to the runway centerline.

And, though I've heard about the "crab and kick" method, I'm a little
surprised that it works. As soon as one "kicks", one is drifting. Isn't
the side-loading at touch-down a problem? Or is that too small to matter?

- Andrew


As you "kick," you lower the upwind wing and keep runway alignment with
rudder. No drift.

Jay B

"Mark T. Dame" wrote in message
...

I second that. The only way to improve the signal to noise ratio is to
have more valuable posts, since the noise isn't going to go away.

What noise?

View-Current View-Show All Messages

OH! That noise!!!

View-Current View-Hide Ignored Message

ahhhhhh... That's better......

On Thu, 05 Apr 2007 15:23:02 -0700, Jay Beckman wrote:

As you "kick," you lower the upwind wing and keep runway alignment with
rudder. No drift.

Well, it's been a long time since that method has been described to me.
But I've long assumed that the "crab and kick" method didn't involve a
transition into a slip. If I'm wrong, then I've been doing "crab and
kick" for a while.

- Andrew

On Apr 6, 9:44 am, Andrew Gideon wrote:
On Thu, 05 Apr 2007 21:23:16 +0000, Allen wrote:
A side slip is used to compensate for crosswind drift, the
aircraft longitudinal axis is parallel to the runway centerline.

And, though I've heard about the "crab and kick" method, I'm a little
surprised that it works. As soon as one "kicks", one is drifting. Isn't
the side-loading at touch-down a problem? Or is that too small to matter?

If you lower the into wind wing too much or not enough you run the
risk of sideloading the gear so it requires a steady hand and constant
adjustments to get it right. Its not rocket science though.